1.9 tall block build - it runs!
15-02-2006, 08:12 PM
#1
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Thread Starter
1.9 tall block build - it runs!
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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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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Last edited by Canada1; 28-10-2013 at 01:40 PM.
15-02-2006, 09:15 PM
#5
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Thread Starter
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.
[img][/img]
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.
[img][/img]
15-02-2006, 09:28 PM
#6
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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
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
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17-02-2006, 01:46 PM
#10
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Thread Starter
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.
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.
17-02-2006, 08:36 PM
#11
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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.
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.
13-04-2006, 06:27 PM
#12
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Thread Starter
Intake manifold ported
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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24-05-2006, 09:32 PM
#15
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billet roller camshaft
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]
A very large difference when looking at the camshaft lobe profile.
[img]
[/img]Escort GT cam
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Escort Billet roller cam[/img]
20-03-2009, 12:01 AM
#18
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Thread Starter
cylinderhead almost completed
Just got the head back - new stainless valves and bronze guides
Waiting for valvesprings and retainers - 110 lbs seat pressure, 210lbs open.
Waiting for valvesprings and retainers - 110 lbs seat pressure, 210lbs open.
28-10-2013, 02:16 PM
#22
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Thread Starter
This has been an extremely long project!
Work and $$ and babies sometimes get in the way of progress.
Found a brand new never used cylinder head casting (roller lifter version with hemi chamber):
[/URL]
New cylinder head developed after much work:
[/URL]
Flowbench development results with high velocity port size:
[/URL]
8.2:1 CR custom forged pistons by CP-Carrillo:
[/URL]
Rods and pistons:
[/URL]
Block:
[/URL]
[/URL]
Degreeing camshaft to 112 degrees (4 degrees advanced):
[/URL]
Assembled engine:
[/URL]
Clutch 235mm:
[/URL]
Custom 36-1 crank trigger:
[/URL]
Ready to drop in with MTX3 gearbox:
[/URL]
In engine bay:
[/URL]
[/URL]
Management used:
[/URL]
It started right up!
Set up the ignition trigger so 10 degrees advance is actually 10 degrees advanced!
Now need to hook up wideband O2 sensor to map the fuel curve.
Cheers
Work and $$ and babies sometimes get in the way of progress.
Found a brand new never used cylinder head casting (roller lifter version with hemi chamber):
[/URL]New cylinder head developed after much work:
[/URL]Flowbench development results with high velocity port size:
[/URL]8.2:1 CR custom forged pistons by CP-Carrillo:
[/URL]Rods and pistons:
[/URL]Block:
[/URL][/URL]Degreeing camshaft to 112 degrees (4 degrees advanced):
[/URL]Assembled engine:
[/URL]Clutch 235mm:
[/URL]Custom 36-1 crank trigger:
[/URL]Ready to drop in with MTX3 gearbox:
[/URL]In engine bay:
[/URL][/URL]Management used:
[/URL]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
Last edited by Canada1; 28-10-2013 at 09:52 PM.
now the fun can start to begin after running in 
29-10-2013, 01:57 PM
#26
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Thread Starter
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
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
[/URL]
[/URL]
30-10-2013, 05:53 PM
#31
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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.
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.
Last edited by DazC; 30-10-2013 at 05:57 PM.
02-11-2013, 06:59 PM
#32
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Thread Starter
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).
[/URL]
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.
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).
[/URL]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.
02-11-2013, 08:01 PM
#34
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Thread Starter
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:
[/URL]
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:
[/URL]
Last edited by Canada1; 03-11-2013 at 03:30 PM.
16-08-2018, 02:55 PM
#36
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Thread Starter
Getting closer lol.
Too many other distractions. Finally getting intercooling done. Waiting for BOV to complete the intercooling.
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