Mondial 3.2 ported/polished head/big valve/big cam/header upgrade

Don't you blasphemy here!

Of course we’re going to make some wild ass huge high rpm hp number damn it. Don't make me go on without you!





I really leaning toward running mine without the blower when the heads are done to see what the base engine in doing. I'll have low compression, about 8:1, but I still think 280-300 rwhp is where it will come out.

 

It's looking to me like $10k buys 280-300rwhp whether its heads/cams/(carbs or efi) or it's one the the SC kits. Less labor in teh SC kit, but sound and broader power going NA.

....but we need the dyno results before its true and not just my guess though....

 

With 36mm venturis, it looks like the new 44 DCNF induction package max flows at 108CFM versus the original non-ported 40 DCNF package with the 34mm venturis at 92CFM. There are 38 mm venturis available for the 44DCNFs, and we will try to flow them next week to pick up a couple of more CFM, perhaps as much as a 4% increase up to 110+ or so.

Using the current numbers, that is a 17% (108/92) increase in flow over the current 40 DCNF induction system which outflowed the stock Bosch injection (243 rwhp with the 40DCNFs versus 218 rwhp with the Bosch K-Jetronic).

We're working on a cam now.

If you assume roughly (dangerous) that peak hp is proportional to peak flow, a 17% increase would be amazing yielding 285 rear wheel hp, or about 343 at the crank. With the static compression also coming up from the stock US 9.2 to 10.5, I am hopeful to keep a good low end as well. So all of the numbers are lining up to support the previous graphs. With the 36mm venturis, if we can keep usable velocity, we may break 350 hp at the flywheel.

Or it could all be crap. We'll see.

 

Russ,
Do you have a date for the heads or is that still pending more stuff?

What are the latest cam thoughts?.....and remember, if there's a screaming deal to be had on cams, don't forget me.

I should be installing the grill on the patio this weekend...so I am so close to having permission to work on the car again, 2 months maybe.

 

Looking at 2 - 3 weeks.
Vic (theoretically) shipped the test head to Lori at Web cam.
I spoke with Lori yesterday and we are thinking 235 and 410 or 420

Talked to Mike Pierce yesterday and he is express shipping the 38mm venturis to Vic for flow testing. Math says (> 10% area increase) this should bump us to over 110CFM if other obstructions secondary

Am hopeful on the completion and dyno in August

 

I need to talk to Vic....I like the 410 or 420 idea, but I would much rather have 210-220 than 235 duration....although I would like to baseling the engine without the blower and I would like to beat your numbers

 

Yes - but my 10.5 can tolerate the 235 as your 8.8 is better cut out for 220

Everybody following what we are saying here?

 

I'm thinking I'm going to cut the 8.8 to 8.0....more boost beats more CR every time.

 

So, out with it then - what's your normal aspirated prediction?

 

To paraphrase Obi-wan Kenobi "Boost is such an inelegant weapon, not the more graceful tool of a Jedi like carbs cams and compression..."

 

280rwhp at 7800 rpm if I get the 210-220 cam
300rwhp at 8100 rpm with 235 cams

I think your engine should peak about 500 rpm sooner than mine.

 

I hope you're right.

 

My prediction (hope): The heads now outflow the carbs. Based on the Weber graph in post #50, for a 400cc cylinder the carbs max flow occurs with a 38mm venturi at just around 7200 rpm. If we follow the original dyno power curve and extend the line as if we were giving it more air, that comes to about 280+ rwhp. So assuming I do not totally screw up the cam, I think 280 rwhp at 7200 rpm, or about 340 hp at the crank. This represents about 106 hp/liter, which is great by me.

Review of what is being done:
3.2 liters, qv
10.5:1 compression
ported/polished heads
large intake valves
high lift intake Webcam cams, stock exhaust
44 DCNF Weber carbs with 38 mm venturis
tall velocity stacks
high flow airbox
Tubistyle s/s Euro headers, ceramic coated
dual freeflow dual-resonant cancelling exhaust

Many thanks to all the great folks who have helped!

 

Here are some photos of the empty engine bay before detailing. I am thinking of ceramic coating the heatshield as well since I am going to the open headers.

Any suggestions for sound proofing or sprucing up the engine compartment?
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Is that a false firewall under the window or a real steel plate? I would want to make more room if it were me for maintence.. JJ

 

That is a heat shield between the headers and the area near the fuel tanks to keep the fuel cool. It's the one we are talking about either polishing or ceramic coating in the engine bay detailing thread.

I absolutely agree with making more room for maintenance - I looking to remove whatever I can to further simplify and open up the engine bay. That heat shield needs to stay, however, so we'll spruce it up.

 

Well since your not going for originality with this car and funcion I would rip all of it out including the fuel tanks (fire hazzard) and put in a fuel cell in the front. Since there is room up there. JJ

 

I actually did think about that, but decided to hold with what is there. This is not a track car and originally met all the DOT safety standards for a street car.

Really, the only things I am doing is simply retrofitting an earlier Ferrari induction system and high flow heads with a bit more compression. That's all - everything that was available when the car was new. Except for the MSD ignition (I hate Marelli), most everything is OEM (Weber, Tubi, Speedline, Brembo, Koni etc). As crazy as it sounds, it is important to me for the engine to still utilize as much from and look like a Factory engine as much as possible.

 

Have commited to replacing the long tunnel coolant tubes with silicone to avoid the 'Birdman Scenario'
Will be going to a Pierburg Rotary fuel pump
Fitting 38mm venturis to the 44DCNF carbs
Fabricating a spacer for the airbox to run taller air horns
Michelin PS2s now on the car - will lower the rear a bit more to make up for the taller rear tire. Will now get over 21 mph/1000 rpm in 5th gear, and the speedometer will only be 5% fast instead of 10% !!!
New 'tall person headrests' look great with original stitching patten and design.
Considering re-foaming seats and re-dye worn areas
I succumbed to peer pressure - new aluminum footrest and wide aluminum accelerator pedal

Need advice - am considering going to a Becker Monza CD/radio - any experience?

Well, the pile of parts leftover continues to grow if anyone is interested:

Factory US 3.2 Exhaust Manifolds
4 x Weber 40 DCNF-12s with 34mm venturis, 36mm available
Facett Fuel pump
Holley Red fuel pump
Carter fuel pump
Lamborghini Jalpa Airbox (!)
custom Dynomax/Ansa high flow US 3.2 muffler - great sound
Michelin Pilot Sport A/S 2 x 225/50 and 2 x 245/45; very low miles, great condition
US spec 3.2 intake cams - will add hp to 3.0 QVs with more lift

 

Well, since it is all apart...
This is worse than house remodeling as far as 'while you are there' stuff.

Since one of the goals was to "match all of the components", we are going to an uprated pressure plate and kevlar clutch. The original was designed for 224 ft-lbs, and we are looking at (hopefully) substantially more than that, so here we go.

Still waiting on pistons and cams.

So the matched set, including what I have done over the past years, is looking like:

High flow side scoop cool air intake
High flow K&N cone filter
Raised cover high flow/velocity airbox
2" extended velocity stacks
44 DCNF w/38mm (!!) venturis
Pierburg rotary fuel pump
port matched intake manifolds
ported and polished heads, flow bench showing about an 18% increase in max flow rate with increased velocity
Intake cams: .400+ with 225 - 230 @050 w/ modern fast ramp design
Larger (a lot) intake valves with multi angle/radius cut
JE 10.5:1 static compression pistons
MSD 6AL fired by Mallory Unilite billet single electronic distributor
Tubistyle stainless steel Euro exhaust header, ceramic coated inside and out
True dual twin 2.25" exhaust with dual twin resonant high flow Magnaflow DI/DO
Exhaust system exterior ceramic coated
Dual twin Stainless Works custom resonated tips (2.25" id, 3" OD)
Kevlar clutch with heavy duty pressure plate
Increased tire diameter reducing effective drive ratio to 3.86 from 4.1 ( to 21+ mph/1000 rpm top)
17" Michelin PS2 205/235
Speedline 17" 7.5/8.5
stainless brake lines
Brembo drilled rotors
Height adjustable Konis
Increased rear spring rate


The pile of parts leftover continues if anyone is interested:

Factory US 3.2 Exhaust Manifolds
4 x Weber 40 DCNF-12s with 34mm venturis, 36mm available
Facett Fuel pump
Holley Red fuel pump
Carter fuel pump
Lamborghini Jalpa Airbox (!)
custom Dynomax/Ansa high flow US 3.2 muffler - great sound
Michelin Pilot Sport A/S 2 x 225/50 and 2 x 245/45; very low miles, great condition
US spec 3.2 intake cams - will add hp to 3.0 QVs with more lift

 

That sure does add up, doesn't it?

I can't wait to see what it lays down on the dyno. Say, did you go with a 3 angle or a five angle valve job?

 

Yes, but that's the fun. I'm kind of the David Piper of Mondials with the little tweaks over a long period of time.
They were trying out a couple of different configurations. I think it may end up being a hybrid of radius/angle/angle/radius, but I have not heard the final.

 

Right on. I do like reading these updates. Thanks for keeping us posted.

 

My 2cents would be to have a think about airflow and airflow control in the engine bay.

After applying some heat blanketing material and possibly re-routing or putting tubes/hoses in more convienent locations; I would think seriously about creating some functional ways to channel airflow in and out of the compartment. Consider how you want to better seperate hot/cold sides of the engine, and how to facilitate better hot air exhaust routes.

I would also go ahead and put dry breaks on the fuel, coolant and maybe even AC lines so dropping the motor is all the easier next time. (stabuli from Goodridge are nice bits)

Cheers
Eric