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I was thinking along the lines of rolling road to provide hp/torque figures rather than tuning Dave. A group of us are booked with Revivals near Duxford to see just that next month.
Thanks for the heads up Richard, if you go to Revivals every year I’ should be ready to join you on your 2024 visit.
Being honest, a power run just to get a number isn't my focus right now, and I prefer to view a rolling road dynamometer as a sophisticated tuning tool that allows for safe and controlled engine load based fuel and ignition timing calibration, rather than a number generator. So my first session on the rollers will be all about tuning and mostly ignition tuning at that, the way I see it the time to get my final numbers is the same day I give my calibration the last polish, and this will be after fitting the Newman Phase 2 cams as this is the last stage of Monty's engine development.
I will keep street tuning even post cams, when I'm 100% happy I've reached the limit of the EMU Black 'Autotune' and 'Virtual Dyno' features, only then will I hit the rollers. As we know, the 2.0 Duratec has a knock sensor and the PnP install ensures my EMU Black is automatically all wired up to it, admittedly I've not used it yet but once calibrated correctly the EMU Black knock control feature does look very good indeed:
However, I'll be sense checking my on street calibrated knock management with a stand alone knock kit the day I finally put Monty on the rollers, my thinking being it's good to compare the onset of detonation with a separate system while wearing a set of det cans to make sure I'm genuinely running peak advance. My friend has just upgraded his dyno from a rolling road to a far superior hub dyno, which is great unless you happen to have splined hubs, so I'll probably have to use Surrey Rolling Road.
Obviously I do have ultimate torque and horsepower targets I'm working to, so I will need confirmation I've achieved my goals.
To be honest, I really should have put Monty on the rollers before I started my tuning journey to get a good base number, but here are the figures taken directly from Ford's DHE Engine manual so while we often see 143 hp quoted for the Duratec Morgan Plus 4 I'm confident Ford's own numbers are the best starting point to work from.
Base:
* 145.48 hp @ 6,000rpm
* 140.13 lb/ft @ 4,500 rpm
Expectations for Monty following the cams upgrade (final stage):
* 205.48 hp @ 7,200rpm
* 180.13 lb/ft @ 4,800 rpm
* 150.00 lb/ft @ 2,350 rpm
In my personal opinion while peak numbers are all well and good for pub bragging rights, for me it's that last torque figure I'd be most proud of if I can indeed deliver it?
If I can achieve 150 lb/ft at just 2,350 rpm rising to a peak torque figure of 180 lb/ft at 4,800 rpm Monty will be a devastating little 877kg vintage looking club racer, and especially if his engine keeps making horsepower all the way to 7,200 rpm.
