My new Engine - 400 - 450 bhp
07-03-2005, 10:02 PM
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My new Engine - 400 - 450 bhp
Right im thinking of the following will be needed.. have i accounted for everything??????
Rebore
Bore Honing (cross hatch)
Machine 200 block for 6 studs
Crank grind / polish
Dynamic Balancing
Decompress and pocket pistons
Surface Grind Flywheel
Stage 1 cylinder head porting
New Little end bushes (4of)
Mahle Pistons and rings.
Crankshaft bearings. (U&L)
Big End Bearings.
Thrust washers. (U&L)
Oil Pump. (4wd)
Oil Pump Drive shaft.
Water pump.
Auxiliary shaft Thrust plate.
ARP Big end bolts.
Stud and nut kit.
Camshaft Bearings.
Gaskets and seals.
Thermostat and seal.
Distributor cap and rotor arm.
Phase sensor.
Cambelt tensioner.
Cambelt.
Cometic YBHB 57’ headgasket
Oil and filter
Full Cylinder head rebuild:
Pressure test
16 Valve guides
16 valve seats
16 valves re-cut to seats
Surface skim
Block Reface.
Head reface.
I already have vernier pulleys now the things im confused on are
do i need to long stud or can i just use std esc cos bolts??
do i need a WRC mountune gasket or will a Cometic one be fine?
cheers!
Dave
Rebore
Bore Honing (cross hatch)
Machine 200 block for 6 studs
Crank grind / polish
Dynamic Balancing
Decompress and pocket pistons
Surface Grind Flywheel
Stage 1 cylinder head porting
New Little end bushes (4of)
Mahle Pistons and rings.
Crankshaft bearings. (U&L)
Big End Bearings.
Thrust washers. (U&L)
Oil Pump. (4wd)
Oil Pump Drive shaft.
Water pump.
Auxiliary shaft Thrust plate.
ARP Big end bolts.
Stud and nut kit.
Camshaft Bearings.
Gaskets and seals.
Thermostat and seal.
Distributor cap and rotor arm.
Phase sensor.
Cambelt tensioner.
Cambelt.
Cometic YBHB 57’ headgasket
Oil and filter
Full Cylinder head rebuild:
Pressure test
16 Valve guides
16 valve seats
16 valves re-cut to seats
Surface skim
Block Reface.
Head reface.
I already have vernier pulleys now the things im confused on are
do i need to long stud or can i just use std esc cos bolts??
do i need a WRC mountune gasket or will a Cometic one be fine?
cheers!
Dave
07-03-2005, 10:04 PM
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ooohm almost forgot..
what cams shall I use?
stick to std?? or run BD10's or BD14s.. or is there another special cam selection i could use??
want smooth running and punchy over anything else
and can std mahles be pocketed ??
what cams shall I use?
stick to std?? or run BD10's or BD14s.. or is there another special cam selection i could use??
want smooth running and punchy over anything else
and can std mahles be pocketed ??
07-03-2005, 10:28 PM
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That looks similar to my Dad's build.
He had 7.5:1 on stage 1 port using standard cams on verniers and 33 held on a T34 dropping to 28 at the top end.
I do believe these items are no use to you if you are going to coil pack and WRC pick up though Dave as the cam sensor replaces the phase and the dizzy is obsolete with the oil pump drive...
If you ask about long studding you will get loads of conflicting advice as some people swear by them and some prefer standard bolts and others don't even use stretch bolts etc. Derek Burleigh sruvived 500bhp on standard bolts though so bear that in mind while also Martin Hadland pushed similar power on long studs IIRC.
My Dad blew a Cometic and fitted a WRC gasket. The WRC gasket is working as it should up to now. The Cometic could have been an isolated case as many have had no issues with them but we wanted to play it safe so fitted the WRC after the Cometic blew.
Standard Mahles can be pocketed...
If your engine needs anymore than listed, I believe your chosen tuner would advise you before carrying out the work...
He had 7.5:1 on stage 1 port using standard cams on verniers and 33 held on a T34 dropping to 28 at the top end.
I do believe these items are no use to you if you are going to coil pack and WRC pick up though Dave as the cam sensor replaces the phase and the dizzy is obsolete with the oil pump drive...
Distributor cap and rotor arm.
Phase sensor.
Phase sensor.
My Dad blew a Cometic and fitted a WRC gasket. The WRC gasket is working as it should up to now. The Cometic could have been an isolated case as many have had no issues with them but we wanted to play it safe so fitted the WRC after the Cometic blew.
Standard Mahles can be pocketed...
If your engine needs anymore than listed, I believe your chosen tuner would advise you before carrying out the work...
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08-03-2005, 08:24 AM
#17
Super-duper Mountune ones that do EVERYTHING that you asked for 
. They have quite a bit of lift though, so need cut-outs and Isky springs. Give brilliant power through-out the rev range. Just ask Mountune about them, they are the dogs danglies . They used to be listed on their website, but having done a search, I can't find them now... 
I had them in my Escort when it was the power level you are after .
. They have quite a bit of lift though, so need cut-outs and Isky springs. Give brilliant power through-out the rev range. Just ask Mountune about them, they are the dogs danglies . They used to be listed on their website, but having done a search, I can't find them now... I had them in my Escort when it was the power level you are after .
08-03-2005, 09:11 AM
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- no need to longstud
- a k2 cam is a high torque rally cam aint it (mike would say use them cos scs use them in their "400hp" builds - see dingys car
)
- proper wrc gasket for sure
- add a new wiring loom to the list to go with the new sensors and new engine!!!!
looking good though dave
- a k2 cam is a high torque rally cam aint it (mike would say use them cos scs use them in their "400hp" builds - see dingys car
)- proper wrc gasket for sure
- add a new wiring loom to the list to go with the new sensors and new engine!!!!
looking good though dave
08-03-2005, 09:56 AM
#22
Matt,
Actually, the cams in my Escort originally helped make 436bhp and 419lbft on a 0.55 a/r TO3/4B and using Bosch 400 injectors
. However, this was in the days of decent fuel and it ran 7.7:1 compression and held 26psi at 7000rpm .
The cams were detailed as giving a good spread of power from 3k to 7k and if fitted to both the inlet and exhaust, give the car a VERY distinctive engine note (doesn't sound like a "normal" Cossie with K2s) - has an aggressive growl to it is the best way I can describe
.
When I got the car, it had to be instantly decompressed to 7.54:1 to account for the drop in fuel quality
.
Actually, the cams in my Escort originally helped make 436bhp and 419lbft on a 0.55 a/r TO3/4B and using Bosch 400 injectors
. However, this was in the days of decent fuel and it ran 7.7:1 compression and held 26psi at 7000rpm .The cams were detailed as giving a good spread of power from 3k to 7k and if fitted to both the inlet and exhaust, give the car a VERY distinctive engine note (doesn't sound like a "normal" Cossie with K2s) - has an aggressive growl to it is the best way I can describe
.When I got the car, it had to be instantly decompressed to 7.54:1 to account for the drop in fuel quality
.
08-03-2005, 11:15 AM
#24
Mine hit 32 psi last night held till 7600
LOL.....
Used to be 24 @ 7200....
I like the K2 how it comes on but needs somert like a bd14 exhaust to hold on to the power
cause the torque disappears....unlike the boost on my t34
LOL.....
Used to be 24 @ 7200....
I like the K2 how it comes on but needs somert like a bd14 exhaust to hold on to the power
cause the torque disappears....unlike the boost on my t34
08-03-2005, 11:30 AM
#25
Matt,
FYI This is what has been adopted as a known standard .
SAE Net Horspower
In 1972, American manufacturers phased in SAE net horsepower. This is the standard on which current American ratings are based. This rating is measured at the flywheel, on an engine dyno, but the engine is tested with all accessories installed, including a full exhaust system, all pumps, the alternator, the starter, and emissions controls. Both SAE net and SAE gross horsepower test procedures are documented in Society of Automotive Engineers standard J1349. Because SAE net is so common, this is the standard we use to compare all others.
SAE Gross Horsepower (the way most aftermarket engines are dynoed, as it is for full load mapping purposes and not really for power figures )
This is the old process that American manufacturers used as a guide for rating their cars. It was in place until 1971. SAE gross also measures horsepower at the flywheel, but with no accessories to bog it down. This is the bare engine with nothing but the absolute essentials attached to it; little more than a carb/injection system, fuel pump, oil pump, and water pump. Because the test equipment on the engine is not the same as in SAE net, it is impossible to provide a mathematical calculation between SAE net and SAE gross. As a general rule, however, SAE net tends to be approximately 80% of the value of SAE gross. SAE J245 and J1995 define this measurement.
DIN Horsepower
This is a standard, DIN 70020, for measuring horsepower that very closely matches SAE net. The conditions of the test vary slightly, but the required equipment on the engine and the point of measurement (flywheel) remains the same. Because the test conditions are so similar, it is safe to divide DIN horsepower by 1.0139 to arrive at SAE net. This value is so close to equal that for all but the most technical purposes DIN and SAE net are interchangeable.
I believe this clarifies things adequately for even someone like yourself.
Obviously as you know, this is why I made sure my last engine was dynoed with most of the ancilliaries on .
FYI
This is what has been adopted as a known standard . SAE Net Horspower
In 1972, American manufacturers phased in SAE net horsepower. This is the standard on which current American ratings are based. This rating is measured at the flywheel, on an engine dyno, but the engine is tested with all accessories installed, including a full exhaust system, all pumps, the alternator, the starter, and emissions controls. Both SAE net and SAE gross horsepower test procedures are documented in Society of Automotive Engineers standard J1349. Because SAE net is so common, this is the standard we use to compare all others.
SAE Gross Horsepower (the way most aftermarket engines are dynoed, as it is for full load mapping purposes and not really for power figures
) This is the old process that American manufacturers used as a guide for rating their cars. It was in place until 1971. SAE gross also measures horsepower at the flywheel, but with no accessories to bog it down. This is the bare engine with nothing but the absolute essentials attached to it; little more than a carb/injection system, fuel pump, oil pump, and water pump. Because the test equipment on the engine is not the same as in SAE net, it is impossible to provide a mathematical calculation between SAE net and SAE gross. As a general rule, however, SAE net tends to be approximately 80% of the value of SAE gross. SAE J245 and J1995 define this measurement.
DIN Horsepower
This is a standard, DIN 70020, for measuring horsepower that very closely matches SAE net. The conditions of the test vary slightly, but the required equipment on the engine and the point of measurement (flywheel) remains the same. Because the test conditions are so similar, it is safe to divide DIN horsepower by 1.0139 to arrive at SAE net. This value is so close to equal that for all but the most technical purposes DIN and SAE net are interchangeable.
I believe this clarifies things adequately for even someone like yourself
.Obviously as you know, this is why I made sure my last engine was dynoed with most of the ancilliaries on
.
08-03-2005, 11:41 AM
#26
Matt,
405bhp at low 20's psi my ringpiece
405bhp at low 20's psi my ringpiece
Psi is a function of engine restriction Matt. If the engines making horsepower the boost will usually go down as the compressor runs off its map and can no longer supply the air required. IE:
A compressor wheel that flows 40lb per min of air at 3bar absolute will be shifting about 400bhp of air at 30psi if teh engine can consume it.
"IF" the engine consumes more than 40lb of air then the boost pressure seen at the inlet valves will start to decrease as the consumer (engine) outstrips its supply (Turbo).
The only solution here is to overspeed the turbo massively and run it outside its efficiency area.
Hope that clarifies that Mike is probably correct..lol
08-03-2005, 01:01 PM
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Originally Posted by Stu @ M Developments
Dave with an Escort Cos? 
That could be you i guess..
That could be you i guess..
and the same Dave that you sent an email to, re: an engine rebuild i have also called just now and left the same message
08-03-2005, 02:30 PM
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Originally Posted by Stu @ M Developments
Sorry, been mad busy pal, in our defense you could have asked kenny any questions and got far better answers though 
I'm just the teaboy
I'm just the teaboy
08-03-2005, 02:42 PM
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Originally Posted by DaveEscos
deano, arent the studs usually the middle 6 leaving the front and back two for std bolts??
08-03-2005, 03:07 PM
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Hi Dave let me explain...
They long stud the middle six and use std out 4 as these do require less clamp than the middle..HOWEVER all 10 have to be done if you run a nikasil lined block because the liners actually touch each other,they are that thick!.....NOT ideal imo as you can then get water way issues!
They long stud the middle six and use std out 4 as these do require less clamp than the middle..HOWEVER all 10 have to be done if you run a nikasil lined block because the liners actually touch each other,they are that thick!.....NOT ideal imo as you can then get water way issues!
