My Escort - Updated 19-Nov-2013 - more videos added
13-03-2008, 05:33 PM
#1
My Escort - Updated 19-Nov-2013 - more videos added
INTERIOR:
Full leather Recaro interior:
Stack ST8130P* - Speedo / Rev counter / oil pressure / fuel pressure / water temperature (before radiator) / oil temperature / battery / fuel level / odometer / tripmeter / manual lap timer.
All idiot lights replaced with custom items.
Exhuast Gas Temperature gauge - Defi*
Water temperature gauge (after radiator) - Defi*
*Peak memory recall and alarm warning on all readouts, with record and play-back on APEXi and Defi items.
Boost pressure gauge - APEXi 2.5 bar*.
Electric sunroof.
Three position boost control - 1.6 bar, 1.9 bar or 2.2 bar.
Willans Harnesses.
Momo gear knob.
Pectel Monitor mounted in centre of dash.
WHEELS & TYRES:
Wheels: Compomotive MO cast alloy, 8" x 18", ET15mm offset.
Tyres:
Front: 245/35ZR18, currently Dunlop Super-sport Race
Front: 245/35ZR18, currently Dunlop Super-sport Race
BRAKES:
Front: AP Racing 378mm (15") CP3700-1010/11G8 grooved and ventilated discs (fully floating) with gold anodised aluminium bells. AP Racing CP6235 6-pot differential bores, liquid-cooled, WRC callipers, and stainless-steel braided hoses. Ferodo DS3000 (CP6235D46) pads.
Rear: AP Racing 315mm (12.4") CP3580-64/5G8 grooved and ventilated discs wth gold anodised aluminium bells. AP Racing "Ex-works" Grp A, Ford Motorsport CP3620 4-pot callipers with titanium pistons and stainless-steel braided hoses. Ferodo DS3000 (CP3215D50) pads.
System: Hydraulic, dual-circuit with vacuum servo assistance and Teves ABS. Reyland hydraulic handbrake actuation.
ENGINE:
Type: Ford-Cosworth YBP
Capacity: 2228cc
Bore / Stroke: 93mm/82mm
Compression ratio: 7.27:1
Max. power: 544bhp @ 7448rpm @ 31 PSI**
Torque @ max. power: 382lb.ft
Max. torque: 450lb.ft @ 5010rpm @ 31 PSI**
Power @ max. torque: 429bhp
Specific output: 244.5bhp per litre.
Power / weight ratio: 380bhp/tonne.
Cylinders: Four, in-line. CP 93mm pistons.
Cylinder head: Works spec medium ported head (carried out by Nick Waples), with race spec long duration solid lifter cams.
Block: Cast iron (200 Series), WRC tri-metallic head gasket and long-studded (10)
Bottom end: Farndon 82mm crank, WRC high pressure oil pump, Autoverdi 137mm rods.
Valve gear: Four valves per cylinder (35mm inlet / 31mm exhaust),
3-angle valves / seats operated by belt-driven twin overhead camshafts and solid lifter tappets operated by Isky valve springs. Big wing (5˝ litre) baffled sump and Bailey crankcase breather kit with braided hosing.
Fuel and ignition: Electronic fuel injection with Pectel T6 ECU, Pectel monitor, water injection, Ford Motorsport leads, distributorless ignition system and ALS. AGP 071 plugs, four Bosch 1000cc injectors and 3 bar MAP sensor. Live mapped on engine dyno by Harvey Gibbs
Cooling: Pro-alloy Motorsport 50mm radiator, Pro-alloy auxiliary radiator (see below - this cools water for cylinder head), SPEC-R header tank, swirl pot and water-cooled power steering reservoir.
Induction: K&N 2wd panel filter inside modified standard Sapphire air box with carbon fibre Grp A Escort airbox lid, T04E turbo (60 trim) with Maram 247 shaft 360° bearing etc, -31 actuator, Pro-alloy 65mm "super-wide" RS500 air-to-air intercooler and water injection (2 x 0.6mm jet). Boost controlled by Ford Motorsport air injectors.
Installation: Front, longitudinal
Exhaust: Hayward & Scott 4" downpipe splitting into twin 2˝" system with oval tail pipe (four silencers).
Water injection
SUSPENSION:
Front: Independent by LEDA gas filled adjustable dampers with Eibach 350lb springs. Macpherson struts, set to 3° negative camber, 2mm total toe in (fully adjustable rose jointed modified standard TCAs). Standard 29mm anti-roll bar with polyurethane bushes.
Rear: Independent, by semi-trailing arms, LEDA gas filled adjustable dampers with Eibach 171lb springs and standard 22mm anti-roll bar. Grp A 6° Ahmed Bayjoo rear beam set to 2°45' negative camber and 3mm total toe-in. Polyurethane rear axle bushes.
Rear bumpsteer:
Bump
60mm - 0.030" toe in
50mm - 0.023" toe in
40mm - 0.015" toe in
30mm - 0.009" toe in
20mm - 0.005" toe in
10mm - 0.003" toe in
Droop
10mm - 0.001" toe out
20mm - 0.002" toe out
30mm - 0.003" toe out
TRANSMISSION:
Type: Front-engine, four-wheel-drive
Gearbox: MT75, five-speed with Swedish (Fixit) gear kit.
AP six-plate paddle clutch with Reyland hydraulic actuation.
Front diff: Quaife ATB in thickwall casing, with 3.9 drop gears by Barra Motorsport
Rear diff: Quiafe ATB in standard casing with 3.9 final drive by Barra Motorsport
Internal Ratios (FIXIT Gearkit): 1st 3.00:1; 2nd 1.99:1; 3rd 1.33:1; 4th 1:1; 5th 0.825:1; Reverse 2.75:1; Final drive 3.9:1 giving 22.88 mph/1000rpm in top gear with 245/35x18s. Maximimum speed in gears at 8000rpm (rev limited to 8500):
1st 50mph
2nd 75mph
3rd 113mph
4th 151mph
5th 183mph
STEERING:
Type: Power-assisted rack-&-pinion
Lock-to-lock: 2.4 turns
BODY / CHASSIS:
Type: Pressed-steel monocoque, based on conventional Sierra / Escort, in two-door style.
Chassis construction: In steel, as part of monocoque
Dimensions:
Length: 4211mm Width: 1727mm Height: 1425mm Wheelbase: 2551mm Front track: 1453mm Rear track: 1472mm
Actual Weight: 1425Kg* (on road)
On track weight: 1395kg* (tool kit, spare wheel and rear
MDF shelf removed).
*Measured with half tank of fuel, wet weight without driver (75kg).
Last edited by Mike Rainbird; 19-11-2013 at 10:17 AM.
13-03-2008, 05:36 PM
#4
Rods and pistons have arrived 
:
Auto Verdi rods (same ones as used in the 800bhp Per Eklund Pikes Peak Saab), safe to 9500rpm (which is just as well
).
CP Pistons:
Should all start being built up over the next few weeks.
:Auto Verdi rods (same ones as used in the 800bhp Per Eklund Pikes Peak Saab), safe to 9500rpm (which is just as well
).CP Pistons:
Should all start being built up over the next few weeks.
Last edited by Mike Rainbird; 29-10-2008 at 04:56 PM.
Trending Topics
13-03-2008, 05:44 PM
#18
Fuel system all connected:
Heat shield to protect pump from exhaust:
Aeromotive fuel filter:
Transmission all in place, including Alumec diff strengthening plate:
Turbo heat shield:
Coil-pack bracket:
Turbo heat shield in place:
Still only half way there
. Fiddly bits take the longest!
Group A carbon airbox lid arrives tomorrow!
Heat shield to protect pump from exhaust:
Aeromotive fuel filter:
Transmission all in place, including Alumec diff strengthening plate:
Turbo heat shield:
Coil-pack bracket:
Turbo heat shield in place:
Still only half way there
. Fiddly bits take the longest!Group A carbon airbox lid arrives tomorrow
!
13-03-2008, 05:44 PM
#19
More pictures, but the REALLY annoying thing is that this work of art WON'T be on the car in time, due to the fact that I have to move all the HID gubbins for the 2wd base to fit, and I just don't have enough time, so the OE airbox will have to go in place until I get back 
. I expect Paul Ripley will be cranking one off right now .
. I expect Paul Ripley will be cranking one off right now .
13-03-2008, 05:45 PM
#21
After finally aborting trying to get Mountune to make the required 93mm liners, Perfect Bore were approached in the middle of May, drawings sent off to them and on Wednesday this week, they turned up 
. I only wish that we had approached them initially, as they turned everything around from SCRATCH in less than 4 weeks .
Behold, 93mm Nikasil liners, don't look much do they?
Now it is the small matter of getting them fitted to the block, so should be a matter of weeks and then the car will be ready again.
. I only wish that we had approached them initially, as they turned everything around from SCRATCH in less than 4 weeks .Behold, 93mm Nikasil liners, don't look much do they?
Now it is the small matter of getting them fitted to the block, so should be a matter of weeks and then the car will be ready again
.
13-03-2008, 05:48 PM
#26
Due to the oil cooler going in the above location (see previous pictures), this meant that the washer bottle had to be relocated, so I had the Pro-Alloy boys make me up a huge tank that takes care of the WI, windscreen washer, rear screen washer and headlight washer duties.
It retains the level sensor from the original washer bottle, which now meens I have a warning for when the water injection reservoir is running low. Practical and efficient.
It retains the level sensor from the original washer bottle, which now meens I have a warning for when the water injection reservoir is running low
. Practical and efficient.
13-03-2008, 05:49 PM
#28
A few updates .
Harvey didn't really like the Aeromotive pump, as it really needs the controller on a road car, so he changed it for a pair of standard pumps:
I also decided to have my manifold coated, whilst the turbo was away with Vince having some top secret AVA mods.
.Harvey didn't really like the Aeromotive pump, as it really needs the controller on a road car, so he changed it for a pair of standard pumps:
I also decided to have my manifold coated, whilst the turbo was away with Vince having some top secret AVA mods
.
13-03-2008, 05:50 PM
#29
I've just had my Mar-m 247 shafted T4 converted to full roller-bearing core.
This required the shaft being sent away to be ground down by the peeps that do lots of this kind of machining for F1 teams.
It has also had the secret mods carried out to the turbo housing to improve the flow (a la Euan's turbo), but I cannot post pictures of these at the moment, as I promised Alan I would not.
Enjoy the pictures of what I can though. And please be aware that you can have YOUR normal turbo converted to full roller bearing core as well - improves spool up by some 3-400rpm! If you want a quote to do yours, just ask .
This required the shaft being sent away to be ground down by the peeps that do lots of this kind of machining for F1 teams
.It has also had the secret mods carried out to the turbo housing to improve the flow (a la Euan's turbo), but I cannot post pictures of these at the moment, as I promised Alan I would not
.Enjoy the pictures of what I can though. And please be aware that you can have YOUR normal turbo converted to full roller bearing core as well - improves spool up by some 3-400rpm!
If you want a quote to do yours, just ask .
Last edited by Mike Rainbird; 08-09-2008 at 08:55 AM.
13-03-2008, 06:45 PM
#34
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Just incredible that that much can be done to an already great car, superb example of how to do something the right way. Well done and keep showing us.
14-03-2008, 08:26 AM
#38
10K+ Poster!!
Fabulous car Mike... subtle but devastatingly usable
One thing i'm really suprised at is your on the road weight of 1425kg with a half tank of fuel... i had my Evo V on the weighbridge at work and in full road trim with nigh on a full tank of fuel it was 1410kg... i always though the Escort was a fair bit lighter than the Mitsi
One thing i'm really suprised at is your on the road weight of 1425kg with a half tank of fuel... i had my Evo V on the weighbridge at work and in full road trim with nigh on a full tank of fuel it was 1410kg... i always though the Escort was a fair bit lighter than the Mitsi
