Talk Morgan Forums Morgan Sports Cars Classic Morgans (pre-CX) Monty Takes A Deep Breath

Cheers Rog, all valid points, Monty's filter will indeed be relocated to the cooler side, I will eventually build a forward-facing cold air intake but for the time being I'll be shamelessly copying your superior setup

In doing so both cooler air and fewer bends can be achieved in one go and for minimal outlay, making the change a no-brainer. One other thing I have to thank you for is drawing my attention to the dreadful plastic throttle body and identifying the existence of the immeasurably better metal one, like my metal cam cover I bought my metal TB from Ali Express for very little money. I would strongly encourage any Duratec Plus 4 owner to do the same, the manufacturer is 'Pokess' and their part number is: IS7G9E926HB-18509

More recently I completed some throttle body sizing calculations, the outcome being unless you're looking to make in excess of 350 horsepower the standard Ford TB is oversized and for a bone stock 143hp Duratec Plus 4 a 65mm TB is huge!



My cross sectional area calculations and the results of my TB sizing reasearch both point to a smaller 60mm TB being more than sufficient to support 300hp, and there are definitely drivability benefits to be enjoyed by going smaller.



Given the above gasket and butterfly bypass port for the IACV, it makes sense to retain the Pokess 65mm TB and simply choke down to 60mm using a suitable velocity stack as part of the cost-effective air filter relocation project, I've found this one that should work.



I'll then cover it with this foam air filter and mirroring your directly over the TB placement Rog



On the subject of dry sumping Monty, my thoughts are while great in principle it does add considerable cost and complexity. Cost and complexity aside, while there are a number of undisputed benefits in going dry sump it does also move Monty a bit further away from the usable fast road brief and a little bit too much towards a full on race car. However, on the track and especially as I use Toyo Proxy RRR tyres, there's a strong argument that says it would be a good idea to fit a baffled sump like this Duratec one from Retro Ford.



Regarding Monty's likely power output all I can say is James at M2R Motorsport who fitted the A.L Developments big valve ported head and Newman Phase 3 cams has gone on record saying: "I'd be disappointed if Monty didn’t make 230 horsepower plus".

TBH I'm more interested in the torque spread we eventually achieve, it's easy to hit a pub bragging rights big peak horsepower number to impress your friends, it's a lot harder to tune an engine to deliver a really nice usable spread of torque over the widest possible window in the rev range. Of course, if we can deliver both strong torque over a wide rev range and a good top-end horsepower number too, that would be the ideal.

I've run a multitude of artificial intelligence virtual dyno graph models now, first I fed various different agents with the Stage 2 Monty engine spec (Phase 2 cams, exhaust and inlet manifold), and then the Surrey Rolling Road dyno results he achieved in that guise. I then gave the same agents detailed port and valve sizing specification of the new A.L Developments head and the Phase 3 cam spec (lift, duration, lobe separation angle and overlap), all the training helped calculate the estimated CFM increase which in turn produced the virtual dyno graphs.

The average of all three AI virtual dyno graphs is shown below:



However, all the AI generated estimates are really just educated guess work, which is why Monty returns to Surrey Rolling Road on the 20th June. TBH the peak horsepower number is less relevant to me, but anything from 213hp-220 would be nice. What I'm really looking for is the horsepower to keep climbing beyond 6,500rpm where Monty previously fell over in Phase 2 spec.

However, if he also makes the spread of torque I want, I'll definitely be over the moon