Originally Posted by DazC
We didn't have many different head types over here apart from mild changes to the port shapes and a lean burn head wich had a heart shaped combustion chamber. It would be good to see this split port head.
Checkout
www.cardomain.com/id/jeffescortlx/3 and other pages on his site for more info, he has a lot of it. The intake and exhaust valves from the 1.9sefi -> 2.0 cvh was a BIG increase in size, as well as a more hemispherical combustion chamber (similar to the true hemi shape of the 1.9ho cvh stateside)
Originally Posted by DazC
As standard the RS Turbo 1.6 CVH ran on Bosch KE-Jetronic and Ford's own ESC 2 ignition ECU. They used a hall effect sensor in the distributor to trigger the spark rather than a crank and cam position sensor. They then switched to EEC4 management on the Fiesta RS Turbo but I can't remember how, if at all, they monitored the cam position. The later blocks had a crank position sensor below number 4 exhaust port and monitored notches on the flywheel.
That's good to hear. Our 2nd gen and onward escorts (on the mazda protege chassis) utilise the eec4 technology with the maf, crankshaft positioning sensor (located on the block, magnetic pickup off of the harmonic balancer [accessory belt pulley]), camshaft positioning sensor (this reads somewhere after the #4 intake/exhaust on the camshaft, and i believe ford fitted it where the oldsetup fuel pump drive was located, i believe it is also a magnetic pickup, not too sure), o2, etc.
Originally Posted by DazC
I have looked on your cardomain site and noticed a couple of things. The CVH RS Turbo standard turbo has a 0.36 turbine housing and a 0.42 compressor housing. I assume your turbo you have is nopt a standard unit?
You are correct. I believe my turbo was off a mid 80s volvo, and was rebuit. It's in pretty good condition and I don't believe it needs a rebuild. The specs of it are perfect I think for starting off and then some as well.
I have a question for you guys that has been floating around on feoa, were the t3's that came with the rst's offset on the turbine flange meaning making the turbo sit level? Or was it left at a slight angle? Lot of guys over there say that's a disadvantage causing earlylife shaftplay issues, but I don't buy it.
Originally Posted by DazC
Also the Cosworth YB engine has no similarities with the CVH at all. It is a Pinto block which is a 2 litre variant of what I believe is the Lima engine in the XR4Ti's. The head casting is one on it's own. The 16 valve Zetec is very similar the the CVH however.
Yea you're right, but I just had to throw that up on the cardomain because they do resemble each other, but don't all blocks typically? I got a little carried away with my new friend cardomain, gunho heh
Originally Posted by DazC
There are countless topics on here related to the RS Turbo CVH. People on here have a lot of experience with them and convert them from Bosch KE-jet to Autronic and various other engine management systems. The RS engine is only a 1.6 litre engine but has been known to produce over 300bhp using steel internals. Some people use the 1.9 engine and others use the Zetec block and modify it to fit the 8 valve CVH head and make a 2.1 litre engine. Others just build a complete 2.1 litre full Zetec turbo.
I've heard a lot about the ZVH varients as well. Sounds like you guys are there with the ingenuity aspect of things
Hopefully I can leech a lot of info from ya's more down the road
So you guys import the 1.9 block from the us? you guys should also have a look at the spi.. it is truely an upgrade over the 1.9 both in headflow design and the lowerend.