I am a new member, heve been browsing this website alot in the past year. Many exciting projects being built and developed.
I have been a Ford guy for ever, building a 1968 XL with a 514 cubic inch race engine, nice to scare the neighborhood kids once in a while. Also built a 1970 Porsche 911 with a 3.4 engine, quite fast 12.48 sec at 118 mph in the quarter mile.
My latest project is a 1987 escort with a 1.9 engine.
I have purchesed an RS turbo exhaust manifold, and a stage 3 T3 turbo.
.48 exh housing and a 55 trim compressor.
The connecting rods are Cosworth Zetec parts - used for Focus zetec turbo rally car I think. They are 5.427" long, have standard Zetec rod journal diameter. The rods have a 22mm diameter pin bushing.
The early Ford 1.9 crankshaft has larger rod journals (1.885") than the 1988+ crank (1.7283"). The stroke of the 1.9 crankshaft is 3.46". To use the Cosworth rods I will offset grind the 1.9 crankshaft. This will bring the stroke to 3.50" and the correct journal size.
Custom pistons will be purchased. 3.23" (82mm) bore is standard.
Most likely I will bore to 3.25" (82.5mm) The pin height of the custom piston is an easy calculation. Block deck height is 8.378".
CH = Block Deck - (Rod Length + 1/2 Stroke)
CH = 8.378" - (5.427" + 1.75")
CH = 1.201" ( for piston even with top of the block)

I will use a CH of 1.18" ( alot of Honda pistons are 1.18")

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keep up the good work fella!!

keep the pics comin!

 

As above, another one for the resto / rebuilds section?

 

nice any pics of the car

 

I have also purchased a Haltech E6X management system. I am not sure if anyone has had experience with this setup.
I will use a later 1990+ 1.9 EDIS-4 setup (32-1 crankshaft mount)

An interesting note regarding camshaft selection. The ford 1.9 HO from 1987+ is a hydraulic roller design. The camshaft valve events are very close to the Newman turbo cam.

Ford 1.9 HO:
276/276, .437"/.437", 22-74, 74-22, and full lift at 116 degrees.

Newman:
276/276, .409"/.409", 24-72, 72-24, and full lift at 114 degrees.

I thought that was quite interesting.

The injectors I have are 550cc .
I will initially set up using batch fired injectors and wasted spark.
Will later add camshaft position sensor to use full sequential injection.
The later 1.9s had a cam position sensor in the head where the old mechanical fuel pump went.


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Sounds like this engine is going to be the puppy's peanuts

Wish American parts were more readily available over here, the american CVH from what little i have seen was more than enough to put ours to shame!!!

Have you got any literature on this 1.9 and the cam position sensor etc you can share with me? Would be greatly appreciated

 

Got 2 of them in me basement if interested Safe chav.

 

Canada 1. What cvh are you working on? Is it the s.e.f.i. of the earlier
86 (escort and lynx) unit. I used to import the things into the UK.

 

Got 2 what?????

 

I am using an early pre 1987 1.9 block and crankshaft.
Using a later 1990 + water pump and crankshaft damper/pulley assembly which has the 36-1 EDIS-4 setup. This later water pump etc.. lets me use a timing belt with the rounded tooth pattern. Also enables the use of a UK sourced adjustable camshaft gear.

 

2 X American 1.9's
one's an S.E.F.I. which is halfway between what we know as a cvh
and a zetec.
the others a brand new 1.9 what we know as a cvh.

I've probably got a cam sensor laying around somewhere as well.

 

I have completed intake manifold modifications. The manifold used is a 1987 1.9 EFI HO. A BBK 56mm throttle body has been chosen. The standard Ford throttle body is 50mm for the HO manifold.
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Keep up the good work m8 would like to see it when its all assembled!

 

Looks very impressive

what throttle body is that?

 

I have a new billet roller camshaft and have a comparison with the Escort GT "high performance" stock hydraulic camshaft.
A very large difference when looking at the camshaft lobe profile.


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Escort GT cam


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Escort Billet roller cam[/img]

 

Interesting....

 

This seems like a great project, keep up the good work and keep us posted.

 

Just got the head back - new stainless valves and bronze guides





Waiting for valvesprings and retainers - 110 lbs seat pressure, 210lbs open.

 

Bloody hell that was a fast update

 

Lol, almost 3 yrs later. Sounds like one of my projects lol.

 

you cant rush things mate

 

This has been an extremely long project!
Work and $$ and babies sometimes get in the way of progress.

Found a brand new never used cylinder head casting (roller lifter version with hemi chamber):
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New cylinder head developed after much work:
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Flowbench development results with high velocity port size:
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8.2:1 CR custom forged pistons by CP-Carrillo:
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Rods and pistons:
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Block:
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Degreeing camshaft to 112 degrees (4 degrees advanced):
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Assembled engine:
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Clutch 235mm:
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Custom 36-1 crank trigger:
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Ready to drop in with MTX3 gearbox:
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In engine bay:
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Management used:
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It started right up!
Set up the ignition trigger so 10 degrees advance is actually 10 degrees advanced!
Now need to hook up wideband O2 sensor to map the fuel curve.

Cheers

 

A very nice build there !

 

Awsome nice one perry be your so pleased its finnaly in and running now the fun can start to begin after running in

 

wow at last you got it running. Lets see some pics in the bay.

 

It has been a long process.

Need to finish boost piping and intercooler placement.
Also have to finish exhaust piping as well.

I wanted to hear it run before snow. We do get winter here

 

Awesome work Perry well done mate!

 

Like the inlet. Should gain a chunk of torque with the runner length

 

I want one of the inlets and cam covers for my garage

Will be handy for the future, they look great

 

Thank you all.

I need to decide on intercooler next.
My choices are:
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Took a while Perry!!

Those alloy sumps, are they easy to get hold of? Do they raise up for exhaust clearance towards the back of the engine (flywheel end)? I am sick of having sumps weeping oil slightly here and there. Just though the alloy with a decent rubber gasket would be a better option.

Top inter cooler looks a little bit restrictive due to the U turn the top inlet is having to make but at supersonic air speeds it might not be that detrimental. I'd go for the bottom one if possible for this reason.

 

Well I did get it running but had a few issued with the Variable Reluctor type trigger.
The idle was terrible and I didnt want to spend the next 50 hours troubleshooting.
The older Haltech units seem to have issues with VR sensors and 36-1 or 60-2 motronic style triggers. Very prone to picking up noise - ignition or alternator source.

So - the VR sensor went into the bin after being smashed to pieces with a large hammer!

That was very therapeutic.

I purchased one of these Hall effect sensors (which do not require magnets to operate).
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Wired it up to the Haltech and used the internal pull up resistor in trigger set up.
Fired right up and idles nicely!

Now all is well again.

 

Good job mate

Be nice too see the finished results

What car you putting it all in? Got any pictures ?

 

It doesn't look pretty on the outside yet.
It needs exterior paint and a decent set of wheels and tires.
The car is just a 1986 Escort L shell so far.

I found an escort EXP and took out the seats and door panels.
Interior picture:
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Should be fun

Cool project this

 

Getting closer lol.
Too many other distractions. Finally getting intercooling done. Waiting for BOV to complete the intercooling.

 

That rocker cove looks great...

 

Looking good perry

 

Love the dedication, and looks amazing. Keep going Perry.

Simon

 

Thank you all for the kind words.