took the escort to the rollers

poo slinger · Post by **poo slinger** » Tue Mar 13, 2012 6:39 pm

fell very short of what i was expecting. i thought around 220bhp at the flywheel.

i made 140bhp at the wheels.

http://www.youtube.com/watch?feature=pl ... ujl5S3v0TM

this shows powwer at the wheels

after the rolling road i headed out to v8 developments, they found the timing to be out a mile. they got it as close as they could but it still needs another 5 degree's of advance.

the ignition module on the dizzy stops it rotating any further so i am going to mount it on the inner wing so i can get the dizzy exactly where it should be.

i also got some bigger diameter exhaust manifold gaskets as they restrict so much, i will have to get some pics to show how bad they are, and also got a rocker that has split i think so guna change that tommorrow if i get time

Cobratone · Post by **Cobratone** » Tue Mar 13, 2012 9:48 pm

If that AFR is accurate it seems you're running way too lean.

topcatcustom · Post by **topcatcustom** » Tue Mar 13, 2012 11:50 pm

Agreed- and I'm very surprised that the RR operator didn't play with the timing himself, its not hard to tinker with!

With regards to the dissy could you turn it away from the obstruction and move all the leads round by 1 stop so there is more space?

poo slinger · Post by **poo slinger** » Wed Mar 14, 2012 3:36 pm

the vaccume thing hits a radiator hose. i am guna movethe ignition module.

i also took the cam cover off and 2 of my rockers arn't tight. as in when the valve is shut they can move a little bit.

any ideas??

kiwicar · Post by **kiwicar** » Wed Mar 14, 2012 3:59 pm

Hi,
I wouldn't be too unhappy with that, 140 bhp at 4500 revs at the wheels isn't too bad on what is clearly a very mild tune engine, that torque curve is as flat as they come and the heads/cam combination are clearly starting choke things off be 4500.
True if the AFR is a true reading then there are quite a few more ftlbs of torque to come, like-wise getting the ignition sorted should get you a few more. Not quite sure, however, what the point is of having a rolling road if you don't use it to tune the engine by setting the AFR and ignition correctly. .

I always thought having a pretty graph is a by-product of setting the engine up not an end in itself.
Best regards
Mike

Darkspeed · Post by **Darkspeed** » Wed Mar 14, 2012 5:11 pm

£505 for short engine, piper 270 cam +90 hight comp pistons, top hat liners
£400 for stage 3 heads
valves inlet- 41.11mm exhaust- 35.45mm
ports inlet 25.50mm by 41.34mm
exhaust 25.50mm by 37.40 bulleted guides
30cc combustion chambers
£450 for 4bbl carb and inlet manifold
£200 exhaust manifolds
and about an extra £200 for little bits

so total £1705 for about 220bhp.

I would have thought that there were £1705 reasons to end up a little disappointed with a power output less than a stock 3.5 Vitesse.

And the fact it died at 4800 is a concern should be just getting into its stride.

I would say that mine is a lower spec than yours - graphs are on here.

Andrew

kiwicar · Post by **kiwicar** » Wed Mar 14, 2012 5:25 pm

You are kidding . . . that spec is not for that power curve is it ??
Mike

Darkspeed · Post by **Darkspeed** » Wed Mar 14, 2012 5:31 pm

I beleive that to be the spec' - Its not your usual 120,000 mile 3.5 out of an Auto SD1 loaded into an Escort with a Sherpa box and a set of MGB block huggers. - with which you would be quite chuffed with the output.

kiwicar wrote:You are kidding . . . that spec is not for that power curve is it ??
Mike

SimpleSimon · Post by **SimpleSimon** » Wed Mar 14, 2012 6:22 pm

kiwicar wrote:You are kidding . . . that spec is not for that power curve is it ??
Mike

I was just thinking the same

ChrisJC · Post by **ChrisJC** » Thu Mar 15, 2012 8:40 am

If the ignition module is fouling before you get to the right timing, then turn the distributor gear one tooth on the cam gear to get you some more adjustment range.

140BHP at the wheels - do we have any comparable 'at the wheels' figures for an SD1 (or something with RV8 + LT77? I mean without 'correction' for transmission losses, so we are comparing like for like.

Chris.

kiwicar · Post by **kiwicar** » Thu Mar 15, 2012 11:14 am

Hi
I wasn't actually referring to the numbers so much as the overall form of the torque curve, the "140" bhp is a pretty un-calibrated figure unless you have two or three other engines to compare it with on the day. Any rolling road is best used for comparison on the day with other runs on the same car.
However that curve is very much that of a very mild cammed engine with limited head flow (ie standard heads), be nice in range rover. . I certainly would not associate it with that head work. The mix of cam and head work is a little odd too I would put those heads with a 285 cam or the 270 cam with stage 1 heads. Maybe the heads have been ported for out and out high lift flow at the cost of mid lift flow and flow just off the seat, the valves never getting open far enough to flow properly (hence the sudden roll off at 4500 revs) and the reduced "off seat" flow making the 270 cam act like one with much less timming.
Best regards
Mike

poo slinger · Post by **poo slinger** » Thu Mar 15, 2012 7:30 pm

that is the engine spec what was quoted on here.

after the timing was changed its alot better, still needs a bit more work doing,

i went to the rolling road for a tune up, turned out to be a dyno run as they didn't rly know what to do ..... *face palm*