MGBV8 Carl Floyd Kingsport, TN (4511 posts) Registered: 10/23/2007 11:32PM Main British Car: 1979 MGB Buick 215 |
Re: Please post your dyno results
Quote: Dale, that would have made you Top Gun in Texas this year. |
74ls1tr6 Calvin Grannis Elk Grove,CA (1151 posts) Registered: 11/10/2007 10:05AM Main British Car: 74 TR6 / 71 MGB GT TR6/Ls1 71 MGB GT/Ls1 |
Re: Please post your dyno results
Very nice Dale,
Now I'm off the hook for top dog on the dyno thread. I knew it wouldn't take long! Gotta love that 4 banger!! |
tr6turbo Dale Knapke Sidney, Ohio (169 posts) Registered: 08/24/2008 09:44PM Main British Car: 1972 Triumph TR6 Ford 2300, 4 Cyl Turbo |
Re: Please post your dyno results
Calvin, The difference between the to of us might just be the dyno's we ran our cars on. We might actually be at the same HP. Anyway you are correct it is fun playing with the turbo 4.
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MGBV8 Carl Floyd Kingsport, TN (4511 posts) Registered: 10/23/2007 11:32PM Main British Car: 1979 MGB Buick 215 |
Re: Please post your dyno results
Hold the presses. Four banger? Hairdryer? Not gonna pass tech....seems to be short a few cylinders. Sorry Dale, that run doesn't count. :;) :)
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Moderator Curtis Jacobson Portland Oregon (4576 posts) Registered: 10/12/2007 02:16AM Main British Car: 71 MGBGT, Buick 215 |
Re: Please post your dyno results
Perry Stephenson posted this dyno sheet in a thread in our MG section:
526bhp in an MGB! The car in question is a factory MGB GT V8 that's been upgraded just a little as described below. Quote: |
kstevusa kelly stevenson Southern Middle Tennessee (985 posts) Registered: 10/25/2007 09:37AM Main British Car: 2003 Jaguar XK8 Coupe 4.2L DOHC/ VVT / 6sp. AT |
Re: Please post your dyno results
another recent thread in MG Sports Car Section has projections of Hp and Tq.,,, BUMP
Edited 1 time(s). Last edit at 01/12/2014 07:58AM by kstevusa. |
Dan Jones Dan Jones St. Louis, Missouri (280 posts) Registered: 07/21/2008 03:32PM Main British Car: 1980 Triumph TR8 3.5L Rover V8 |
Re: Please post your dyno results
It's not going into a little British car but I thought I'd share the results
for a 410 cubic inch 351 Cleveland Ford stroker we had on the dyno last week. It's going in a street driven 1971 DeTomaso Pantera. The history of the engine was unknown and the owner wanted more power anyway so it was decided to build a stroker Cleveland. Dis-assembly revealed the block had already been bored 0.030" but had a few thousandths of wear so was honed to a 4.040" bore. A Scat stroker kit with Probe forged dished pistons, 6"rods and a forged steel 4" stroke crank was used to provide 10:1 compression and a displacement of 410 cubic inches. The distributor, carb, water pump, alternator were new and the McLeod flywheel had been recently resurfaced so those parts were re-used, along with the Pantera 10 quart oil pan. Most of the stroker Clevelands we've done have been with aluminum heads (Ford Motorsport A3 high ports, Ford Motorsport C302B high ports, Brodix BF300 high ports, CHI 3V and 4V, TFS 2V, etc.) but this one was the first in a long time that retained the 1970's era OEM cast iron 4V heads. Note that 4V does not imply 4 valves per cylinder it is just short hand for the number of carb venturis (2V for 2 barrel and 4V for four barrel). The 351C-4V used heads with large valves (2.19" diameter intake and 1.71" diameter exhaust) and ports. The heads on this engine were rebuilt years ago with replaceable bronze guides and had been milled and drilled for screw-in studs and guide plates. Dave McLain machined the spring pockets for double springs, installed new single groove valves, did a valve job and resurfaced the heads. They looked pretty good so no porting work was done. On the SuperFlow bench, they flowed: Lift Intake Exhaust Inch CFM CFM 0.025 13.90 10.90 0.050 33.10 26.50 0.100 66.40 52.20 0.200 140.20 97.90 0.300 201.20 129.90 0.400 251.40 152.30 0.500 290.90 165.50 0.600 313.90 172.70 0.700 301.70 173.30 0.800 303.20 174.70 I used Dynomation to design the cam, starting with the simulation and dyno results of the 408C we did for Glen Hartog's Pantera. That engine also used cast iron closed chamber 4V heads but those had some short-side radius work and flowed a bit better (322 CFM @ 0.6"). Compared to the dyno data from Glen's engine, the latest version of Dynomation was under-predicting the RPM of the HP peak so I biased my goal to make sure the cam would peak at 6000 RPM, providing the best average HP between 4000 and a 6500 RPM shift point. That works well for a street driven Pantera with stock gearing and still pulls strong at lower RPM. Rather than use the Bullet lobes we'd used in the past, Dave worked with Steve Demos and Mike Ingram to design a couple new hydraulic roller lobes. The lobes are based upon the Ford base circle, not the smaller Chevy base circle of the previous Bullet lobes we've used. The resulting Demos hydraulic roller cam was checked using Cam Analyzer v4.0 and proved to be very close to the requested specs: Cam # DM238HR/DM242HR, Grind 0001 279.3/282.8 advertised duration 239.6/242.6 degrees duration @ 0.050" 159.8/162.4 degrees duration @ 0.200" 0.620"/0.621" intake/exhaust lift (with 1.73:1 rocker arms) 109 degrees LSA 108 degres ICL Seat Timing Intake Open 28.8 BTDC Intake Close 70.5 ABDC Exhaust Close 33.8 ATDC Exhaust Open 69.7 BBDC 0.050" timing Intake Open 10.8 BTDC Intake Close 48.8 ABDC Exhaust Close 11.9 ATDC Exhaust Open 50.7 BBDC PBM/Morel link bar hydraulic roller lifters were used and the roller rockers from the original engine were retained. Previously, we had tested a bunch of intake manifolds on Mike Drew's 408C with CHI 4V aluminum heads. The best of the lot were the Edelbrock Scorpion, Holley Strip Dominator and a ported Blue Thunder dual plane. The Edelbrock Scorpion is no longer in production but I found a good used one so we went with it. Looking much like an Edebrock Torker, the Scorpion is taller with a level carb pad (nice to have in the Pantera which has a level mounted engine and transaxle). Dave did a lot of work on the entry radius of the ports in Scorpion's plenum. On the dyno, best power was made with a 1" open spacer and best torque was with a 1" HVH spacer it only dropped a few horsepower and a few lbs-ft of torque without a spacer. Brian supplied a Holley 750 carburetor (p/n 80528) which I thought might be on the small side for the stroker engine but watching the manifold vacuum during the pulls showed no significant depression so it looks like it's adequate for the 6000 RPM 410C. It seems snappy and idles clean. The engine liked 30 degrees for total timing. Brian will be using a stainless Wilkinson Pantera exhaust system which performed well in previous testing but the engine was tested with the following exhaust on the dyno: Hooker 351C Competition headers (part number HOK-6920HKR) 1 3/4" diameter by 27" long primaries 3" diameter by 8" long collector 12 inch long collector extensions 3" inlet/outlet Magnaflow mufflers Based upon the simulation results, I thought we'd hit 500 HP at 6000 RPM but the engine really surprised us by making 560 horsepower at 6050 RPM and 526 lbs-ft at 4600 RPM through the dyno exhaust. Not too shabby for a street cam and 1970s era factory heads. Seems the big port heads really like the extra cubes. Previous testing has shown the 4V heads also respond to a shorter exhaust rocker ratio and to exhaust port stuffers (MPG Stingers). It would have been interesting to see if we could squeeze out a few more ponies but I think Brian will be pleased with the results. He kindly offered to let me use his engine to do back-to-back testing between his iron closed chamber 4V heads and a set of my Ford Motorsport aluminum high ports (ported C302Bs) but with the very cold weather this winter Dave's running a bit behind on the dyno so that testing will have to wait. The dyno rolls outside the shop and hooks up to an external water source so it needs to be above freezing weather which the latest forecast says won't happen in the next week. We'll pick back up with testing the C302B heads on my 407 aluminum block Fontana engine in the spring. FWIW, the Dynomation simulation predicts another 70 HP for my ported C302B heads and intake. Dan Jones |