who built this engine!

the answer will come shortly, I recall seeing this pic before... tip o the tongue on who... some one knows.

I think that's a 4v though. I've got a 2v IDF manifold designed, given the DCNF option already I don't know how many want IDF's but I would take IDF's over DCNF's in any hot build.

 

it's the modified cover that throws you, the cam spacing is 2v. it's a drysump conversion too. wonder though if it was a 208, the 208 had an intake like the QV.

 

Looks like Nick Forza's!

 

I had saved this picture awhile ago. If I remember correctly, I think the poster was in Africa.

 

Possibly: (remember something about them when doing research for my project way back )

www.jenvey.co.uk/home/manifold
60+ items - We manufacture a full range of inlet manifolds for several ...

 

look at the top of the stacks, do my eyes deceive me or is that a nitrous shot?

 

I don't even know why I clicked on that link.

 

That's my engine guys . It's a 3.0 litre 2 valve steel rods and crank with 380 BHP . Running external dry sump and now has CDi ignition . The manifolds were originally from Modena engineering in Australia but they were the last set available . I have just had some new ones fabricated and will post photos of those tomorrow . The reason for new ones was for increased airflow .
Engine is currently stripped for improved heads and 360 crank conversion with predicted 410 + BHP .

 

Sorry but just read the whole thread . The fittings in the trumpets are additional jets fed from the float chambers and which flow fuel at higher RPM's . This allows us to get the fuelling really really close with as little allowances made for the problems encountered with keeping the air/fuel ratio correct through the whole rev range that is usually an issue with carbs .This specification will pull from 2000rpm through to 9500rpm under full throttle on the dyno with no hesitation , no lean or rich spots yet is still tractable and responsive when modulating the throttle . As well as the air flow mods and capacity increase we will be fitting 50mm throttle bodies with EFI controlled by a Motec ECU . I will post more photos and info when I have more time tomorrow .

 

Great to hear, what a motor!
the 2v heads suffer from poor flow, the one kink in getting more HP. it's surprising how much more power can be made with the QV. I know how substantial the work is on the 2V heads to support 400hp, hats off to you.

 

what kind of head modifications have been done? who is the actual builder?

 

im interested in the water pump pulley belt, along with the oil pump, how did you do that

Anastasio

 

Yes please send us more Ferrari porn,... I am waiting with baited breasts

 

sounds like a Florida Club....
quoted for posterity

 

What is wrong with DCNF's?, and are they the original carburetter type for these engines?

I'm confused as to why a carbed 2v engine is causing so much excitement as that is how Ferrari built them originally ... why the need for special manifolds?
Pete

 

nothing wrong with the stock DCNF's on the stock engines. they just don't fit directly to the 4V motors. they are also restrictive for engines beyond 3L and esp so for 4L, harder to acquire and more costly then the IDF which have a variety of sizes available due to prolific use not only in German sports cars but big block American iron.

So for those who may use IDF's or ITBs based on the IDF a special manifold is needed.

 

Absolutely spot on . The DCNF's come in a maximum size of 44 mm and with the Venturi this drops down to I think , 38 mm . This restricts air flow and therefore power . Having spent lots and lots of moolah on the heads , leaving the DCNF's on kind of defeats the object . The IDF's are 48 mm and have been modified internally with larger Venturi , modified butterfly's and shafts all in the search for more airflow . With a static compression ratio of 13.5:1 , larger inlet valves and smaller exhausts , a great deal of developement went into increasing the airflow volume whilst keeping the air velocity up .bottom line is bigger carbs equal more power and even bigger throttle bodies mean even more power. We all know you can never have too much power .photo is of my GT4 at Brands Hatch chasing down a 512M
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I don't have the info to hand today as I am out enjoying the all too rare hot sunny days that we are experiencing in the UK right now . I will post a full current specification of the engine along with detailed list of upgrades under way as well as the details of the chap who has been responsible for the development of this engine . From starting racing cars in 1991 , this engine has finished overall third once, second twice and won the UK Ferrari owners club Modified car championship once .
Another photo showing us leading the pack at Castle Combe
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