Greg_D

Hi all,

I have a historic Formula First single seater that is currently powered by a dry sumped 1.6 cvh putting out 113hp (dyno'd)

Anyhoo, i am upgrading to rs turbo power but my knowledge of tuning is in other marques and tbh, i am a bit lost with what to do to get the most reliable power from the RST engine. so hopefully you will be able to point me in the right direction.

The engine block i am going with is a fully built forged jobby with a nice cam/verniers CNC'd head etc so that is up to the job. it comes with an efi intake, and that is it.

What turbo should i go for? - i am assuming the best power/psi is from a modern GT series ball bearing turbo like a GT25 hung off a tubular manifold, what are the flow characteristics of the engine like, will a bigger turbo just take forever to boost.

Most importantly, what are my options with regard to engine management, as mentioned earlier, i will have the efi intake manifold, what is the usual route to tuning these engines and most importantly, what is reliable, i just want to fit and forget (within reason) does the standard ecu have the 'definition' and fine control necessary to run the engine safely, or should i go aftermarket (and if so, what) i would like a safe 220-250hp, i will be fitting my existing dry sump oil system to the car, does the rst have greater oil needs than the n/a engine or are they identical?

Any links/info you could give me would be greatly appreciated, if you are interested, below are a couple of pics of the car, if there is anything specific you would like me to snap, feel free to ask

Greg

alistairolsen

OK, my knowledge of the RST engine specifically is limited, but some initial pointers:

Your fully built engine, What exactly is in it? Its unlikely to be forged pistons and steel rods at 113bhp? If it is, whats the compression ratio? you will almost certainly want new pistons.

Head porting again, at 113bhp i wouldnt expect it to be too extreme but its easy to go too big!

What spec is the camshaft? is it a pattern standard one to meet race regs, or a modified one for N/A use? The standard one might be ok, but it might have too much overlap leaving you needing a turbo compatible cam be it standard or piper etc.

personally Id be aiming at something like a GT series like you suggest, but you need to make sure its suitable for the pressure and flow it will see. If not you can go old school with the T3. Unless you go for something ridiculous it will boost fine.

standard route = tuning standard bits

reliable route, expecially is its in a different car, without the 80s management guff is any of the aftermarket ecu's, dta, emerald, mtech etc. These also give you the benefit of electronic boost control which given the nature of car might be useful!

Your dry sump should be fine, the turbo oil demand is very low. An oil cooler might be required though.

I have to ask though, why not sell off the CVH with its dyno chart and forged bottom end and use a zetec instead on TBs or a lower boost pressure. Apart from period authenticity there is nothing good about a CVH.

Nice car and an interesting project!

Greg_D

thanks for your input,

i was possibly a bit unclear in my initial post, i have purchased an rst engine and box and intend to swap it with my CVH, they are totally separate engines. i am looking to swap my dry sump system over to the new engine.

how extreme is 220-250 hp in the grand scheme of things for the CVH, who are the main people to speak to that specialise in this engine? i have spoken to jamsport already. I need this engine to hold together long termish in it's new life as a track day car.

Any continuing advise gratefully received

Greg

jammerrs

but a thread up in the rs turbo section about your engine plans and you might get a better answer, but here goes my limited knowledge one....

for that sort of power reliably youll want forged pistons and rods

a 2wd cosworth T3 turbo (they can flow more power than an RST one) - maybe look at getting it rebuilt with roller bearings if lag is a concern of yours

some cams will be needed, failry mild ones but a bit more aggresive then standard

head work will be needed, and bigger valves may be required

yuoll want a bigger intercooler

deffinatly need it to be EFI - i think yuoll need a differnt throttle body (cosworth one rather than fiesta one would be preffered) and different managment (aftermarket again would be best but cosworth L6 - from a 2wd or L8 form a saph 4wd or P8 from an early escort could control it, but not the one used from a later escort

air injectors may be needed for a bit more control

the gearbox will need uprating - there a quite a few 'kits' out there thatll be able to sort this out, and the diff will want either re-jellying or a new diff put in its place

i may have missed a few things, i only have limited knowledge, but that should give a really reliable engine

jammerrs

as for who to speak to, try simon from sitech racing as well

and 220-250 isnt really that extreme compared to some but is still alot, almost twice its original power....

Greg_D

this thread has been moved to:
https://passionford.com/forum/ford-e...ml#post4836328
thanks for your help thus far

Greg

GINGExR2 T

iTrader: (1)

Nice project mate, I did a track experiance day in a car very simular to taht running an XR2 motor going back about 9-10 years. Was brilliant fun