Oil return Line Fitting pg. 2
11-06-2011, 06:38 PM
#1
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Thread Starter
Oil return Line Fitting pg. 2
Finally having some time to assemble the 1.9 cvh turbo engine destined for a fake
Escort RST.
1.9 block back from machine shop. 82.5mm bore (0.5mm oversize)
Custom CP forged pistons - 8.2:1 CR
Pistons and connecting rods assembled
Decided to keep the factory breather cover in place.
Found my Hazet piston ring compressor tool
After some trial fitting I had to chamfer the bottom of the cylinder bores for connecting rod clearance. It was a bit tight with only 0.020" clearance.
Engine clearances were fine:
Main Bearings: 0.0022"
Rod Bearings: 0.002"
Piston to Cylinder: 0.005"
Piston to Deck: 0.004"
Notice ft. lbs. torque required for correct rod bolt stretch of 0.0055" written on connecting rod beams.
Oil pump install next!
Escort RST.
1.9 block back from machine shop. 82.5mm bore (0.5mm oversize)
Custom CP forged pistons - 8.2:1 CR
Pistons and connecting rods assembled
Decided to keep the factory breather cover in place.
Found my Hazet piston ring compressor tool
After some trial fitting I had to chamfer the bottom of the cylinder bores for connecting rod clearance. It was a bit tight with only 0.020" clearance.
Engine clearances were fine:
Main Bearings: 0.0022"
Rod Bearings: 0.002"
Piston to Cylinder: 0.005"
Piston to Deck: 0.004"
Notice ft. lbs. torque required for correct rod bolt stretch of 0.0055" written on connecting rod beams.
Oil pump install next!
Last edited by Canada1; 10-10-2012 at 08:58 PM.
12-06-2011, 04:18 PM
#7
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Thread Starter
The 1.6 cvh escort was around from 1981 to first half of 1985.
1985 and later had the 1.9 sized engine. The best one for a performance
build is the 1.9 HO engine. 108 and 110 hp versions.
The 1.9 is more common to find in the wreckers yards.
1985 and later had the 1.9 sized engine. The best one for a performance
build is the 1.9 HO engine. 108 and 110 hp versions.
The 1.9 is more common to find in the wreckers yards.
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14-06-2011, 04:10 PM
#9
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Thread Starter
Hello Marcyg,
The 1.8 cvh Sierra uses the same 88mm stroke crankshaft the 1.9 engine uses.
The north american 1.9 has an 82.0mm bore size. I believe the 1.8 Sierra has
the 80.0 mm bore size. I am not sure if the small bore Sierra block is taller than the regular 1.6 block.
The cranks are the same, and the blocks are different.
The 1.8 cvh Sierra uses the same 88mm stroke crankshaft the 1.9 engine uses.
The north american 1.9 has an 82.0mm bore size. I believe the 1.8 Sierra has
the 80.0 mm bore size. I am not sure if the small bore Sierra block is taller than the regular 1.6 block.
The cranks are the same, and the blocks are different.
Last edited by Canada1; 14-06-2011 at 04:11 PM.
14-06-2011, 05:27 PM
#13
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Thread Starter
235 mm clutch for 1.9 cvh - Centerforce performance cluch for a 1990 3.0 liter Taurus SHO (Yamaha V6 220 HP engine)
A mixing and matching of flywheels (2.3 Turbo XR4Ti or 2.3T Thunderbird) bolts up to 1.9 cvh crankshaft - same OD as factory 1.9 flywheel, but allows for the 235mm clutch instead of the small 215mm clutch.
A mixing and matching of flywheels (2.3 Turbo XR4Ti or 2.3T Thunderbird) bolts up to 1.9 cvh crankshaft - same OD as factory 1.9 flywheel, but allows for the 235mm clutch instead of the small 215mm clutch.
Last edited by Canada1; 14-06-2011 at 05:30 PM.
15-06-2011, 05:50 PM
#15
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Thread Starter
26-06-2011, 09:41 AM
#22
Irregular Poster
I was on ebay us yesterday and was flicking through american spec escorts! I noticed the door card in the pic you posted and noticed a 1982 escort exp had the exact same door card! Is that the model of escort your doing this conversion to?
26-06-2011, 09:03 PM
#23
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Thread Starter
Hello Maxwell
I replaced the standard door panels with ones from a 1985 ( I think) Escort EXP.
I also took the seats from the Escort exp.
They look nicer than the standard Escort ones.
I replaced the standard door panels with ones from a 1985 ( I think) Escort EXP.
I also took the seats from the Escort exp.
They look nicer than the standard Escort ones.
26-06-2011, 09:17 PM
#24
Irregular Poster
Ahh ok mate!!
Have you any pics of your inlet? And of the throttle bodie position!!?
I was looking at how tall and also the shape of your rocker cover, and i was thinking of where you will have the charge pipe. I think you should be uber cool and get a proper rs turbo cover and charge pipe and inlet!! Would be a nice touch in your engine bay!
Have you any pics of your inlet? And of the throttle bodie position!!?
I was looking at how tall and also the shape of your rocker cover, and i was thinking of where you will have the charge pipe. I think you should be uber cool and get a proper rs turbo cover and charge pipe and inlet!! Would be a nice touch in your engine bay!
11-07-2011, 02:05 PM
#25
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Thread Starter
Hello Max,
The inlet is a side trottle body.
I have upgraded the standard 50mm throttle body to a 56mm BBK version designed for a 3.8 V6 Mustang.
The factory inlet has been modified internally to balance flow and increase flow as much as possible.
The inlet is a side trottle body.
I have upgraded the standard 50mm throttle body to a 56mm BBK version designed for a 3.8 V6 Mustang.
The factory inlet has been modified internally to balance flow and increase flow as much as possible.
15-07-2011, 11:56 PM
#26
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Thread Starter
Degreeing Camshaft
Degreeing roller lifter camshaft:
I will start with maximum valve lift at 115 degrees BTDC.
I will start with maximum valve lift at 115 degrees BTDC.
Last edited by Canada1; 16-07-2011 at 01:40 PM.
28-07-2011, 04:57 PM
#29
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Thread Starter
Cylinder Head Has Arrived!
Cylinder head has arrived!
Port cross sectional area was kept on the small side to promote high velocity.
We ended up at 330ft/sec at 6500 rpm.
The finished ports are very quiet on the flow bench, and show no turbulence
all the way up to 48" of water.
The exhaust port was kept small to keep up velocity for turbo use.
If money was no object the exhaust port floor would be welded up and raised.
The inlet port is tricky to increase airflow. The swirl type port requires someone
with experience to get them to flow without losing all the port velocity by grinding it
larger everywhere.
We did experiment on 2 cracked heads to see where material removal was beneficial,
or detrimental in some areas.
Just grinding the port bigger made little flow gain.
Port cross sectional area was kept on the small side to promote high velocity.
We ended up at 330ft/sec at 6500 rpm.
The finished ports are very quiet on the flow bench, and show no turbulence
all the way up to 48" of water.
The exhaust port was kept small to keep up velocity for turbo use.
If money was no object the exhaust port floor would be welded up and raised.
The inlet port is tricky to increase airflow. The swirl type port requires someone
with experience to get them to flow without losing all the port velocity by grinding it
larger everywhere.
We did experiment on 2 cracked heads to see where material removal was beneficial,
or detrimental in some areas.
Just grinding the port bigger made little flow gain.
10-08-2011, 09:19 PM
#32
www.virtualseason.net
Looking good squire, so nice to see something different for a change... well different to me anyway!
Quick question, got a pic of your porker or even better a video, i need to hear those carbs
Ginge
Quick question, got a pic of your porker or even better a video, i need to hear those carbs
Ginge
11-08-2011, 10:14 PM
#33
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Thread Starter
3" Down pipe Install
Fitting new 3" V-Band down pipe with the ATP T3 5 bolt high flow V-band style internal wastegate.
I couldn't bring myself to use the restrictive factory down pipe. This should improve turbo spool up and reduce excessive back pressure.
Rule of thumb for turbo exhaust sizing is 1.5 X size of turbine exducer. 1.89" X 1.5 = 2.83" So 3" OD exhaust should be perfect.
I couldn't bring myself to use the restrictive factory down pipe. This should improve turbo spool up and reduce excessive back pressure.
Rule of thumb for turbo exhaust sizing is 1.5 X size of turbine exducer. 1.89" X 1.5 = 2.83" So 3" OD exhaust should be perfect.
12-08-2011, 08:04 AM
#35
PassionFord Post Troll
its lookin smart mate, the rocker cover seems very very different as well, what sort of power are u going for ? will u be using the seimens range of injectors ? this engine will be EFI yea ?
12-08-2011, 10:12 AM
#36
Perry, awesome work, I think you have a little more room than us in the bay?
Liking the down pipe, very big flex joint though? And i take it the two bungs are for EGT and Lambda?
Im very tempted to have an EGT sensor in each manifold runner when i go fully sequential so i can match the fueling on each pot.
Best of luck and keep the pics coming!
Rob,
Last edited by Rob_DOHC; 13-08-2011 at 06:10 PM.
13-08-2011, 04:45 PM
#37
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Thread Starter
These injectors should be fine up to about 250 hp @ 80% duty cycle.
I will only be using one exhaust bung for the wideband O2 sensor.
08-09-2011, 01:09 AM
#39
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Thread Starter
Hello Rob, update just for you
Escort RST head gasket - very high quality thick steel core.
Gasket bore size just slightly larger than 82.5mm
I put the new cylinder head on - torqued in 3 steps 20, 40 and 60 ft. Lbs.
I will re torque after a 24 hour period, and once again after engine is run in.
A pain in the ass I guess, but required with head studs.
Crower dual valve springs, valve retainers, and valve spring seats (To hold spring steady at bottom)
Escort RST head gasket - very high quality thick steel core.
Gasket bore size just slightly larger than 82.5mm
I put the new cylinder head on - torqued in 3 steps 20, 40 and 60 ft. Lbs.
I will re torque after a 24 hour period, and once again after engine is run in.
A pain in the ass I guess, but required with head studs.
Crower dual valve springs, valve retainers, and valve spring seats (To hold spring steady at bottom)
Last edited by Canada1; 08-09-2011 at 01:11 AM.
27-09-2011, 02:25 PM
#40
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Thread Starter
Engine ready for flywheel and clutch.
Added 36-1 crankshaft sensor to front pulley. Made a new pointer for TDC.
0, 10, 20 and 30 degree markings on pulley to verify engine management timing
mapping.
Added 36-1 crankshaft sensor to front pulley. Made a new pointer for TDC.
0, 10, 20 and 30 degree markings on pulley to verify engine management timing
mapping.