IainRS1700T

I think you need to check out MarkV8's thread on his car for more info on the arb specs etc.
The gearbox is great! Sweet as a nut; gear engagement is fine straight out of the box
Cheers
Iain

MK MOTORSPORT

iTrader: (1)

hi
you need roll bars as it those that stop the body roll ,not stiff springs too stiff on the springs will make the car skittish ,and if theres ripples going into the corners which there usually is as the tarmac ruffles from braking ,this upsets the car on the way in as the springs are too stiff and cant absorb the bumps ,
mark

Mark V8

iTrader: (2)

Not meaning to highjack your thread, but here's a quick picture of the dual hump sump for cross member clearance.





Fitted with no cutting on mine, but my engine is not as far back as Iain's

JONBOR

I saw Mark's ARB mount spacers.... I will adopt a similar arrangement once I'm into engine placement. I already asked Mark for some advice and he was very helpful just as you did !! Thanks
Glad you found the TKO to engage smoothly right out of the box.
Today I got my Supra diff fitting kit from the other Mark of MK Motorsport.......beautiful pieces of engineering !!

JONBOR

Thanks Mark ...this helps a lot. I will send this pic to my engine builder so he fits one like this on my engine

IainRS1700T

This is the only one I could rustle up - doesn't look too different to Marks.
Iain

IainRS1700T

Hi Mark,
Yes you are right. I wasn't suggesting that someone seeks to put stiff springs on to replace the lack of an ARB.
In my situation with 500/200 dampers & 780lb springs to deal with bump & rebound forces, (and a v heavy engine 780lb springs are fairly moderate), it seems to be dealing with the (different) roll forces quite well. I've yet to test it round Cascades tho, so only time will tell!
That said when the pennies allow I will be knocking on your door for alloy TCA's and some new comp struts & fitting WRC ARB's front & rear too. However as I'm already booked in with Tim Adams for a set of new heads, cam and lord knows what else (!) they will have to wait until Spring (no pun intended)!

On a separate note currently researching different restrictors for my steering pump to improve steering feel. They look 10 a penny in the 'States - well $40 - but could be a low cost solution.
Cheers
Iain

IainRS1700T

Well I've changed the valve in the PS pump.
I picked up exactly the same GM type 2 pump off the fella that owns the V8 twin turbo Escort Cosworth. I think a certain MK Motorsport had something to do with that originally? I swapped the valve restrictor over to mine and bolted up all the fittings again. A quick bleeding of the system and all was good.
I've been out for a drive today and it feels a touch weightier but not by much. I think at this point I need to look more closely at my geometry as well as my rack. For the most part the actual steering action is ok but it's a bit vague on the dead ahead. The other thing that strikes me is that I'm driving a race car oriented set up on the road, so I shouldn't really to stuck on the dead ahead and how it deals with the crown of the road etc. More thought needed overall at any rate..

Now, the crux of this update is that I feel that I'm a bit of crossroads...

The V8 thing sounds epic, has loads of character and is done. Everything around it fits, and works with the current set up... I've got loads of room for improvement in Jan with being booked in for a Cam and a set of heads so there's lots more to come but....

I'm not sure if I'm missing a YB in it... (Ducks for cover!)

I've never had a YB powered Ford so I'm not sure what I'm missing. The cynics would say I'm missing bills and blow ups, but I know there's lots that can be done and there's plenty of good running ones out there. I do feel that putting a YB in there would take the car to where it should be. I never set out to do something different, it just kind of evolved that way.

On the plus side much of the chassis work I have done, right down the gearbox and other running gear would still work well with a YB.

If YB's were two a penny then I think I'd have one tucked away for that rainy day. As it is I see the value/cost of them beginning to get away from me if I'm not careful. I'm also conscious that with the Sierra's now approaching iconic status in racing and rally circles it should be a little more representative of what they were like in the day. My engine is worth a few bob to anyone building a Ford V8 engined car or kit car (e.g. Cobra/GT40) which gives me a head start on a YB, but it's there's still quite a chunk to make up to afford a complete installation. That said I was planning something around £3k for the upgrades in Jan, but a YB install will be ahead of that for something usable straightaway.

I'd welcome your thoughts on this one - would putting it in front of a tremec make life harder too?

Cheers everyone.
Iain

Mark V8

iTrader: (2)

Your car and your choice mate!


For what it's worth I had a Sapphire Cosworth and hated the power delivery of the YB.


They also sound flat as a fart compared to a V8 ...


I just need a lottery win so I can get one of these all aluminium crate engines


https://www.fordracingparts.com/part...KeyField=12379

MK MOTORSPORT

iTrader: (1)

hi
yes i built the twin turbo v8 escort originally
mark

IainRS1700T

Nice find Mark! $15k and 600bhp.. Yep lottery win needed there for sure.
I think a decent YB has it merits though. Watching too much Irish and Manx rallying from the late 80's might be a strong influence!
I think I can understand what you mean about the power delivery of the YB but surely it's how it's built and developed? I've owned a nissan 200sx, Integrale, MR2 turbo, and Impreza and each engine had it's own characteristics and all brought a smile to my face. It's hard to believe a YB wouldn't be capable?
What sort of spec was yours and what did you dislike?

Thanks for your reply Mark (MK) I thought it was your handy-work. Looks like you made a nice bracket for it to sit on too. I settled on the same pulley size as you did too, but I guess you must have had a different steering rack or crank pulley size as you wouldn't have like the sort of over assistance I have at the moment!

Cheers
Iain

MK MOTORSPORT

iTrader: (1)

HI
will pulley size allter it ,i thought it had a pressure valve that just bled off exess pressure ,i had a similar conversation with guy martin about the martek i built ,he said he had fitted uprated high pressure fuel pumps for pikes peak ,and i said have you uprated pressure regulater and he said no so it doesent matter how high pressure the pumps are it will omly supply what the regulater is set too is that not correct ,what has matt done with the twin turbo
mark

IainRS1700T

Hi Mark,
This was the pump that came off the EsCos;



Here is the valve mech's inside. My old one on the left & the one from your pump on the R.



Your old one has an additional spring mechanism from the inlet fitting, but I think the net effect is similar to the restrictor on my original one. I can buy different restrictors, but it's hard to gauge the spec of the one that's come out.
Assuming you didn't suffer really light steering in yours, & that you had the same pulley size I think the Cossie rack must be an improvement over my ZF Merkur rack...?

JONBOR

Hello Mark,

I would speak to Brent Lykins of Lykins Motorsports for the engine... he's one of the best Ford engine builders in the US.....that's where my engine is coming from !!
He knows the engines, he is a mechanical engineer and he likes his job....best recipe for a good engine !!!

Jonathan

Mark V8

iTrader: (2)

50 seconds into this vid will put you off a YB


Sounds fantastic.

Ade500

iTrader: (1)

Agreed ^^^


The car is fantastic Ian

Well done and I would keep with the v8 if it was mine

IainRS1700T

Holy crap! Those sound sweet boys, cheers for that
I've had a stern talk with myself and am getting my head 'round it all. I always wanted long term ownership of the car. I love to read or hear about owners that have had their cars for years and tinkered and developed them throughout. I think in hindsight I was possibly trying to short cut that a bit - possibly because I like the build process almost as much as the drive.
I'm sure I'm not the only one either!
So I'm going to keep on keeping on - thanks for your support
I've ordered a couple of KRC flow valves from USA to tweak the steering feel. And I'm still booked in with Tim Adams for cam and head(s) swap in the new year.
If it sounds as sweet as that XR8 I'll be very happy!
Cheers
Iain

Nash

iTrader: (3)

I love the fact it's a bit different with the V8, the noise is something else and it will be so nice and driveable with spread of torque from the V8.

How are you finding the rear diff on the road?

IainRS1700T

The diff has been good. Probably one of the elements that have worked so well straight out of the box that I've barely given it a moments thought since covering a few miles.
I think the main considerations surrounding it is fitment. I've fitted it in a way which wouldn't work on a regular road car due to the way it's tied into the roll cage etc. I'm sure that wouldn't be insurmountable for a road car, but the Supra diff installations look pretty straightforward by comparisons, and less than the cost of one my driveshafts. Now that I've done it though, replacing the diff itself in future should be pretty cheap and easy to do.
One of my initial considerations was getting it as bullet-proof as possible with the torque going through it, but only time will tell if I've really achieved that!
At the end of the day though, I'll have to wait and see how it performs on a track day to really assess how well it works as road driving wasn't my priority.
Cheers
Iain

Mark V8

iTrader: (2)

How much are the hybrid driveshafts mate?

Nash

iTrader: (3)

I already have a Jag 10.5 fitted to mine but i am yet to drive it, so I was interested to know how it felt on the road. Rod has ran the same set up for years in his car without any issues except drive shafts breaking but that was with around 550lb/ft which I will be a good 75lb/ft behind at very best. Rod has a special set of shafts made and hasnt had a problem since, he did say mine should be more than up to the job as they are though.

The installation of my diff is quite a bit different from yours though, mine will be an out and out road car that will maybe see the odd trackday/ session.

I was wanting a bullet proof set up as well, and good handling set up. I am hoping I will have managed this with the diff, box [TKO600], beam, brake and suspension combo i have got.

IainRS1700T

Mine were about £800 from memory. They're the same as Rods FWIW, but as I mentioned on an earlier page curiously slightly different lengths. Solid & v well made so hopefully a fit & forget item.

IainRS1700T

Nash, have you got a build thread on the go? Running gear sounds just like mine

Nash

iTrader: (3)

Ian its in the resto section, I have just done an up date so it's near the top. Not a lot in it tbh, I would just go straight to the end for what's happened in the last 12 months.

Mark V8

iTrader: (2)

Ouch!


I may have to bodge the Sierra ones on

IainRS1700T

I don't associate the word 'bodge' with you Mark! Given your skills I'm sure you'll sort something out
Iain

IainRS1700T

Just read that from start to finish. Christ that car has tested you! Fair play to you for your perseverance! Still, it seems like it's genuinely part of your life & is continually changing & evolving.
I couldn't see how your diff was fitted. Your driveshafts look pretty meaty too. Did you buy that as a complete beam & diff conversion a while ago? I seem to remember one being for sale..
Cheers
Iain

Nash

iTrader: (3)

It's been an interesting ownership with it but as you say its part of the furniture now. Iain it's a complete Zoo beam and diff conversion Brom made a few years ago.

IainRS1700T

Ah yes had forgotten about those conversions. Looks solid - should stand up well!

My PAS steering flow control valves have arrived from the 'States this week. I got a couple of different sizes to allow me to find tune things if needed. Bit flat out at the moment tho, so might not get the chance to fit one until next week. I'll report back in due course.
Cheers
Iain

Nash

iTrader: (3)

I want to take it off again next winter and clean it up and fettle with the fitting a bit so it's neater.

Fingers X the flow valves do the job and give you a bit more feeling/weight to the steering.

You will have to post up when your next out at Oulton, I would love to pop up to have a look at it.

IainRS1700T

Yep will do mate, will keep you posted.

Today I went to swap my PAS flow valve for one of the new ones I had bought:



Only problem I quickly realised is the threaded section on the new KRC ones are nowhere deep enough to bite into the threads on the pump.



I could maybe get one turn and that was it. Oh well back to the drawing board. Will try again.

The drive I had today was enjoyable but highlighted how vague things are steering wise around the centre line. I think I've got a combo of rack/flow/geometry issues ganging up on me.

After I got in I thought I'd try a do a video of the sound of it, but don't think I got close using my iPhone! I'll post it up anyway...

Glenn_

iTrader: (1)

Them vids are cool. I love the sound of a V8.

JONBOR

That's what I call music !!

Regarding the funny steering feeling are you sure the castor angle is not altered due to the adjustable compression struts ? I think this might make the steering feel strange.

IainRS1700T

Yeah it's v possible mate.
Everything's adjustable up front in that respect. I need to get back in touch with Craig and get the no's from him where everything ended up. Only the tca's are std, but the top mounts and comp struts should offer plenty of options.
Once the heads/cam are sorted, that's my next job..
Cheers
Iain

MK MOTORSPORT

iTrader: (1)

hi
how are you using comp struts with out adjustable tcas ,forget more power get the chassis sorted first no good having more power if chassis cant cope

IainRS1700T

I'm on it Mark! I agree with you completely.
The car's actually going in to have the engine fettled tomorrow, so as it'll be there sometime, I've got the chance to research my options (and count my pennies).
I was hoping the new PAS valve would get me a long way towards it, but after driving it again today (minus the the new valve) I think some of the characteristics are down to geometry but it hasn't been until I've begun to get to grips with it over the past month that I could get a feel for what is working and what needs more attention.
Because of work commitments and the likely weather conditions over the next two months it makes more sense for the engine work to happen now whilst I don't need the car, and then I can tackle the TCA's/handling etc when I get it back to coincide with some planned time off
Even I can manage to fit TCA's but I'm no engine builder!
I'd like your alloy adj TCA's to fit the 3dr hubs and have comp struts to suit. That would future proof my ambitions with the 909 style ARB set up also, but I'm not sure I can afford it, so I may have to go a bit more basic than that initially. We'll see...
Cheers
Iain

Mark V8

iTrader: (2)

IainRS1700T

A little update (with a big consequence...)

The chaps at Tim Adams Racing had the 351w whipped out in no time at all, and stripped it down for inspection to see what needed doing..

Sadly it seems quite a lot - at least in order to survive any track day action.

There was nothing major awry (apart from a nut and washer they found in the sump, and loose steering rack bolts - which will account for my above noted steering tendencies no doubt - but the less said about that the better). But the bores needed re-doing, and the crank needs a polish. Then the list started growing in order to deal with the track day side of things. With the re-bore comes new pistons, new rings, new bearings etc and yet originally I didn't envisage touching the bottom end of the engine.

After doing that it'd be hard not to think about better sump baffling, new rods and all of a sudden the list gets longer and that doesn't even get me to the point of it going in - and that was new heads and a cam!

Kyle (at Tim Adams) walked me through what was needed, and as the £££ were beginning to mount up he came up with another option for me..

I think some of you might know where this is going if you clocked my edited title ..




I'm leaving the Ford V8 behind...





And going to the dark side with a (whisper it...) GM LS engine!!

Should I be ducking for cover I wonder?!!!

They're putting a package together for me which was way too good to ignore. Too good in all respects: strength, power, torque, running characteristics and so on, and they have remained conscious of my (lack of) budget and tried really hard to get back out in the car.

So what am I getting? It's going to be an LS1, which they rebuild with ARP rod bolts, race bearings, uprated camshaft, uprated valve springs, total seal piston rings, larger throttle body, Canems ECU and loom (which was something they helped developed with them originally), Corvette batwing sump (baffled and gated), plus all ancillaries (Starter alternator etc).

Needless to say this has blown my budget out of the water, and I'll take a bit of a hit, but I'll take some comfort in the fact that I had at least a good gear box and diff, running gear etc that will work with the new set up. As a billy bonus it turns out I had a TKO600 instead of the 500 I thought I had so there's plenty of room to manoeuvre in future if needed. A new bell housing will bolt straight on and re-use my original clutch slave cylinder etc, and the guys are going to sort me clutch out to suit.

It will also be dyno set up and mapped. You might wonder why not a different LS or one with more power etc, as there's loads of choice out there, out everything ends up being for "just another.. £200, £500 etc" and I have to draw the line somewhere. The guys know these inside out, and reckon 420bhp and 420ft/lb torque, and red line at 6400rpm. This is a great place to start out for me, and way more than I would have had with the 351w, with much sweeter running characteristics, not to mention approximately 65kg lighter as well.

Of the installation jobs Ashley there will be tackling that side of things, and will be tasked with mounts, oil system, cooling, fabricating an exhaust system to bring the LS headers to meet my existing system, as well as loom etc. In fact just about getting everything in and to the point of being able to drive it away. As much as I love to tinker I don't have the space, time, let alone expertise to do this myself and still get out in the car this year.

It brought a tear to my eye to think about all the work and effort (not to mention money) that has gone into getting the 351w to work in the Sierra. And to be fair if I was interested in posing around, going to shows and the odd Sunday spin it would have done fine as it was, but as it was always about more than that I feel this is the best way. It wasn't an easy decision to make though, but I know it's the right solution.

Hopefully some of the stuff can be re-cycled for the new engine (like rad and oil cooler), and what's not needed can be sold on to claw some money back. The bell housing, clutch, flywheel are all as new, and there's plenty of decent engine related stuff as well such as my collection of carbs, the intake, etc which will all be worth something to a kit car builder and the like.

Hopefully the next update will have a bit more vroom vroom about it!

Cheers everyone - and don't hate me for going GM
Iain

Sonic Boom

iTrader: (11)

LS are awesome mate definitely the way to go if you're going to fit a V8
An LSX 454 would be nice

Rich

Mark V8

iTrader: (2)

If I was to start again I would use a LS engine


Bang for buck they can't be beaten


The reason I have a SBF is that I was originally going 4WD and it had plenty of room for the front diff - I'm stuck with it now!


Edit to add vid