Is a Rover v8 like the 3,5 liter expensive in rebuild? parts? How easy or hard to find today. Oh i forgot there was this Ford Cortina ( Steve Green? ) on the dragstrip many years ago that had a very powerfull to 5 liters in the end. I wonder how much developement went in there, and why stick to that concept? ( by the way happy new year )

I knew the 36mm chokes were too small. I prefer longer intake manifolds,, more torque the shorter ones with the Mikunis had an advantage. Some tuning with those however may make more.

How accurate were Ford Rocker arm ratios ? , If each rocker ratio was different due to production machining then the motor would loose Torque, This was the case with Austin Mini Cooper Forged factory rockers, The ratio 's varied from rocker to rocker causing a power loss due to Cam timing not being the same on each lobe at the Valve. Graham Russell Pointed this out In Australia. He would over come some of the power robbing by working out how much to alter the Valve Tappet clearances to make the valve timing more similar to each other.

Vulcan used 40dfi5 iirc

Did the USA use the 2.0 Pinto in their Ford Pinto car?

Great video and engine Would you conciser it worth going itb’s on a m20b23 323i I thinking more power. A cleaner engine bay. Better economy. Is that possible within a reasonable budget really. Thanks

With Edelbrock carbs, much of the tuning is done with the metering rods, the same as SU's or Stromberg CD carbs. Metering rods allow you to richen or lean low or high RPM separately. Requires getting the tuning kit for the carb model.

Sounds very good 🙂

I managed to get 176 hp from a pinto.Twin 45 dellorto's 285 cam, 421 manifold, larger valves and smaller intake ports.The ports are too big on these as standard. Making them bigger and polishing them is going the wrong way. Had a 5 speed gearbox going to an estate rear diff. The normal 2 litre diff was geared for something silly like 160 mph in 5th. Pattern clutches would just slip all the time. Using a genuine ford clutch could just manage. Started out as a 1.6 4 speed Sierra. 2 litre and cam made a big difference. Boring to 2.1 seemed to do nothing at all. Left it looking standard and used to have fun with GTi's etc. Was a fairly fast car 40 years ago. An ordinary modern 2 litre diesel would be about the same these days. At 63 I now have a litre motorbike, glad I did not have that when I was younger. I would have been lucky to last a week.

hi penguin motors eny chance you can take my pinto and sort it out its in my rs2000

Someone needs to make a ir intake for v8s for those carbs . 8 carbs long runners, big torque.

For every day driving the SU's blows the Edelbrock away.

Great video mate.

Here in Australia,my Chrysler 5.2L or 318 is a mild engine,actually being a 1980 engine it was quite choked up from factory with all the emissions garbage on it and I suspect the heads are not very free flowing either? However it now runs a mild cam with an Edelbrock intake and the same carburettor you ran,a 500 Edelbrock. It was tuned professionally and I must say that it works beautifully! It made 210 hp at the wheels and is quite responsive. Great carbs

It's strange, all the performance guys in the US go for Holleys on their V8s, Edelbrock is a good daily driver carb, but nothing special. In the UK it seems to be Edelbrock is the performance 4 barrel to have, I suspect persuading UK buyers that Edelbrock carbs are the best 4 barrel is down to marketing.

This 4.6 sounds beautiful ❤

What happens with the crank? Is it shorter? As far as i know the cam will need to be longer for the distributor

Good God, people still p#ssing around with those things! I was the machinist/engine builder for Janspeed when the Rover V8 was a thing and did the Le Mans project engine as well as the Leyland race engines. The port size was death on the heads and we just ripped them out with a big end mill but the rest couldn't be helped, the only way we could get real power was dry-sumping with a doubled pressure side oil pump and for aspirated engines a billet flat crank (which took me a month of overtime to make). With TH injection we could pull over 450hp from the 3.5 block but for Le Mans we went to twin turbo and 4.7l flat crank and could get over 600hp on the dyno (and destroy gearboxes). Basically thirty years later you could get better power from any Japanese 2l engine.

I love to watch honest comparison videos. I. don't know how much time you can or do spend optimising each set up. I would like to see 1 on OE cast exhaust manifolds (pintos had a few different 1s) vs the most common 4 branch.

How much of this difference is due to the differing intake manifold design? Guess we'll never know. I suspect the low speed throttle response would be better with the SUs and would be inclined to suggest the 4 BBL for hooligan use.

Isnt a 500 Edebrock too big a carb for an RV8? Edelbrock make a 390.

My brother stuffed a Buick 215 in his Austin A35. 11.5:1 and a long cam. Basically undrivable with 290hp. But it sounds awesome.

It's just great to listen to a guy who just says it how it is, like walking into a local friendly garage or chatting to a bloke down the pub back in the day that is becoming a rare thing now passing on there knowledge and experience I've thought about contacting them for a build I'm doing but it's the geographical distance for me...shame I'd be made up if he could work on my build..top guy 👍

Closer than it looks. The SUs have the edge up to 4k, and quite a handy lead from 2500 to 3500. I think in real world street use - especially with an auto - the SUs would probably be a little quicker. By the time the 4bbl got to 4k it would be behind the SU car and would need some distance for the top end advantage to get it back out in front.

It wanted to rev out because the last test had a carburetor with no air cleaner. The blank flow without air cleaner on the HIF 6 according to David Vizard flows 245 cfm each, or 490 cfm, same as the HD8 SUs. The stock intake and SU's are good ones. Your stock P6 intake wasn't clear of all it's shackles. Rover Really knew what they were doing.The huge, fat torque curve proves that the SUs deliver the goods where the engine is used most. Thus is why Ford copied the SU with the Variable Venturi 7200 Motorcraft 2 barrel carb in 1978 to 1991. Because Police 351's carried those carbs for 10 long years on 164, 172 and 190 hp High Output Windsor engines. Skinner Union, the carbs Americans Envy 🥝✔️✊

Hi mate, good to see you working on Pinto motor 😊. What is the better carb to use on Pinto, Side Draft or Down Draft? Cheers

i had 1 of these spent big dollars = got 235 bhp @6,500 = got rid of everything = GOT A SUBARU TURBO = 280 bhp = easy - next step 365 bhp bigger turbo = better fuel ! = love me english sports cars = 50 years = moved on now !

1988 , HIF6 SUs .. knife edged the butterflies and removed half the pinion .. and mounted with allen dome heads.....gas flowed internal a bit , machined radius the pistons... changed jetting . spring .oil.and had some other air work done inside on fuel and air balancing .. Mounted to standard 3.5...low milage..40k with polished balanced chambers in heads.. , ..with tube exhaust...and a mild cam...., shit , i still had old rope seal on crank..lol...... pulled , after fettling , all the way to 210@ 5800rpm .. great thing was , if you drove like Miss Daisy.... you could get some great mpg..... Had plans to do a twin 2 inch SU conversion , from old J@@@g.. never got round to it... i always wonder how that would of worked out.

On any “vacuum” secondary or air door controlled carb it’s a good idea to make sure the secondaries are reaching WOT. The 500 is calibrated for a small American V8 like a 289 Ford. The 3.5 may not open the air door all the way.

Your balded head is bit of shiny to see trough hahaa 😄Just kidding Graham. But ya know, simplicity that works is the way to go for lets say moderate use. I think a Rover 3,5 fresh rebuild would be fun in an old Ford Cortina or other lightweight car anyhow. Just the sound and low down torque makes one already happy. I might go buy for cheap in living room for display a Ford flathead. Thank's man, best wishes for newyear and have a nice Christmas

I built P6 standard 3522 10.5 to 1 pistons fast road cam ported heads 4 barrel holley 16 port inlet manifold 4 into 1 exhaust manifolds in my MG Roadster and produced 170bhp at the wheels @ 6000 And still very torquey at low revs. but i did use the felpro head gaskets so probably lowered compression ratio.

Have a happy Christmas 🎄⛄🍀🇮🇪🍀💚 Punto 💚👌💪💪💪💪

An engine I have had little to do with,,, the tiny ports dont do much for them. 4,4s [P38] were a little better but still far from good. For us in Oz you buy 173 Holden pistons in sets of 8! Far cheaper. From what I have seen the simple way to go which is NOT SUs is a 465 Holley. Though if sorted the Edelbrock 500 may be better. Seen a 4.4 with a 600 which seemed to go quite well. In a P38. Cam headers, intake and carby and a new performance coil. [it would not rev until that was fitted though the old one was 40 odd years old. And Lucas!] The P38 had a WW Stromberg factory. An econo carb used on Holden 6s and 253 Holden and a few 302 Fords I once owner an SD1 and hated it. As a used car! There is a few in race cars,, obviously modified and are supposedly 500hp!! That left half of them home! As for SUs,, I have used those [1 3/4] by 3 on Holden 6s and a slant 6 Valiant. Very hard to find parts for these days. The good ones are early Austin 1800 with floating needles. Or 2" Jag which are a pain BUT when working make good power. 2 similar Historic Tourer Toranas the one on SUs made a little more than the one on Webers. Webers however are more driveable in a race car.

My dad fitted the alloy 4 Ltr into the ford cortina’s here in Australia back in the 80’s made and cast his own 4 brl intake manifold and machined them. The engine has custom pistons & rods and those very poor alloy cylinder heads got a fair bit of welding and port work and then you ended up with a awesome motor. So if you ever saw a Ford Cortina with a Ford 9” from the back in Adelaide you were going to be surprised and beaten in a drag race if you thought I will give he a race. Still have the drawings and his notes and the mould for the manifold along with the information on pistons and rods and modifications needed. I do wish I had the actual complete vehicle. Someone i believe still does have the car in Adelaide as people have told me about at various car events. If you have it please get it back on the road again.

Great video again, its a good job the heads are a little restrictive with the cast crank and rods, I bet they make a loud bang when they let go.

do you remember the primary diameters? od

Elderbrock make a great carb. But those old SU's still get the job done on some engines. Fascinating comparison on a good spec V8

Su carbs aint so bad. Like a motorcycle carb as i see it. maybe i am wrong

I've got a series 2 1960 swb Land rover That I fitted a 3.5 think it was range rover/ defender spec engine on carbs I changed to SU from Stromberg's It went ok but I blew it up Now I'm going 3.9 injection engine I'm fitting inlet and carbs off my 3.5 I've bought from RPI a fast road cam BP270 I wash thinking torque Max But they Said for my mostly road use Fast road be fine Su are on standard needles They will need changing Last engine think was about 135 3.9 fast cam on su carbs What power do you think it will make And any suggestions please Cam's not fitted yet

An interesting video, however a better comparison is to switch out the carbs using the same inlet manifolds.

Hi Graham sorry to bother you but I have a question. I have a SD 1 Vitesse engine running in my p6 . With the su hif6 carbs. I think I have the bac needles in it. What would you recommend for this engine. Thank you very much for your experience and great videos . Kind regards Marc.

Another great video Graham, I really enjoy these and appreciate the effort you go to to show the typical mod’s people do with the real world outcomes.

Thanks for these videos. I'm seeing very different use cases here for manual and automatic cars. With my auto i hardly ever use more than 3,500rpm and it's clearly spent much over 4,000rpm. I can imagine as standard, the manual is a little bit dull (it's basically a diesel!) and a cam and 4 barrel if nothing else will make it more fun to rev out. But it's clear as most P6s are autos, people need to stop and think because it's easy to make the car worse for general driving with conventional tuning. I'm seeing the 3.9/4.0 as a sweet spot for a build. I'd like to go for a hotwire setup on 4 hole injectors, because I really like the drivability of EFi and I know how to program the 14CUX.

Cheers

Thanks for the video, that is a big old chunk of driveability the su carbs have over the 4 barrel "as tested" 200 and a bit horsepower would of been a good street engine hp not so long ago.

thankyou

Excellent video!

Hi Graham. What was the bore and stroke on this engine ?

i think the dyno curves are more a reflection of the intake manifolds (runner length) than the carburetor type. of course, they are related as the carbs are specific to the manifolds. Although, as an experiment, the SUs could be adapted to the Edelbrock manifold. The Edelbrock manifold exhibits the typical short runner dyno curve. I agree that the SU set up is better for heavy car, automatic transmission use. In a light-weight car (Morgan for example), the 4-barrel type manifold would be better.

I wonder what these ran on in the original Buick cars? 2 barrel?