It looks like your project is getting close to assembly time.
Before you assemble the engine, you may want to look at billet
main caps, to replace the weak and spindly factory Ford main caps.
I have included this link :

http://www.jayracing.com/index.php?m...roducts_id=179

Take a look at the differences.
The cvh 1.6 had much better main caps than the later zetecs do.
Here in NA the main caps are replaced in high output engines.

Keep up the good work, I look forward to seeing how it turns out.

Cheers

Perry

 

Canada1 - Hi Perry, thanks for the heads up - it is something i've looked in to and as yet i've been unable to find any clearly documented cases of main cap failure! I've spoken with some of the engine builders at M-Sport and some leading Zetec tuners in the UK and they have all said that they're happy with standard caps...

The extra machining work involved (and the prohibitive cost of the billet caps) to me is simply over-engineering for further reliability, there are other areas i feel i can spend the money better - but again, thank you for sharing - it's what these forums are about!


So - cracked on with the engine build today!

Now, i've always been asked for loads of pictures when building engines, so this is quite picture heavy

Got the block onto a stand:


Gapped the rings:


Pressure washed everything to ensure it was thoroughly clean:


ARP Main Studs in:


Main bearings laid:


Crank laid:


Bearings fitted into main caps:


Caps on and torqued:


Piston rings fitted and lubed:


Big end bearing in:


1&4 Rods and pistons in:


All in and torqued:


Then i ran into my first problem of the day!

The internal baffles in the sump don't clear the aftermarket ARP main stud kit! (My own fault for interchanging parts...)


So, with a bit of marking up:


We soon rectfied that!


Then it was time to fit new oil pump gasket, billet geared oil pump and a new crank seal:


That's another 6 hours of progress updated

More as it happens

 

Love it Will

Running on perfect time!!

 

good going hope more updates tomorrow

 

looking ace will

 

Nice updates Will, crack on

 

Coming along nicely Will.

 

Cheers pal - you down the meet tomorrow night?

Hows the saph coming on?



COCHYN - ring me about the ring!

 

Hey Will - looking good so far. I was under the impression that Cosworth had an involvement in developing the Powerworks kit - is the manifold something they didn't get much of a look at perhaps? Or is the poor flow something to do with design/packaging restrictions?

Hope to see it on the road and some output figures soon

Chris

 

looking good mate

 

.........is my internet playing up or is there a reason the gearbox bit has vanished?

 

Mine must be playing up as well,It was there last night.

 

i am no expert but isnt that center shell in the wrong way ?

 

There are two holes in the centre shell - it's fine

 

COPY OF LOST POST

The box as it arrived:


With the casing opened:


Bearing panel off:


Quaife ATB and standard crownwheel removed:


First pinion and ratio stack removed:


Input Shaft:


Second pinion and ratio stack:


Selector forks:


Casings steam cleaned and new parts mock fitted to check clearances:


Starting to split the ratios, sliding sleeves, synchros:


Exploded view:


Built back up on the new pinion:


The old parts:


Final clean up of the casings:


Then final build:






Good news is that we only had to machine 17thou off one of the pinion spacer rings to get the whole kit to fit!

Only slight problem is the slightly larger crownwheel on the diff is currently catching the vehicle speed sensor so am now on with finding an alternative solution to that.

All in all though - great result and to the best of my knowledge, the first short ratio'd ST170 box!!!

 

ahh good! didn't want you to have an expensive mistake! these posh engines just not the same as shonkey cvh

 

Thats coming along great mate. Which company did your porting for you?

 

Quick update from today!

Davemurphy007 popped up to lend a hand - massively appreciated!

I cracked on with a bit more on the engine build. Didn't put the head gasket on - just made a mock gasket out of paper to check for piston to valve clearances etc.

Threw an old tensioner and idler pulley on with the new cam pulleys.


Then the new cambelt went on and i timed it up.


Checked it with the inlet manifold section on to make sure the fuel rail would clear.




Dave in the meantime bless him had cracked on with finishing the interior removal.




My replacement dash arrived to resolve the problem of the 3 holes in the top where the Defis had been.


Mocked out where the kill switch will live:


And a very quick mock of how the dash will look (yes i know the carbon panel needs trimming down)

 

Engine is looking superb Will.

Good to see you yesterday and thanks for the box

 

moving along quickly, great progress

i hope its proper wrc paper that the gasket is made from

 

Yes mate - i got it hot out the printer - it had everything needed on it. Grp A, 909, WRC, TUV...

 

Looking good mate, be good to see it running once you have sorted it all out. On a side note do you have a spare oil breather/flame trap off the front og the block? My one was painted by ford on the recon block i have and is now peeling to expose 2 different colours. I'm not getting bufty, but.....

 

Yes mate - PM me your address and i'll post one down

 

Impressive stuff so far Will, estimated time of completion???

 

Moving anlong very well Will

Looks like you'll get done before me. I've only pulled the header panel and coolers out of mine

 

wow will that is looking mint fella.. real good work..

When i get round to my gearbox any chance of a hand as i dont have a clue.. its an mtx75 need to put the quaife diff in and clen the box...

Paul

 

Righto - just a quick update...

First of all - i thought i'd share the photos of the head that i took the other night:






The VVT delete spec cams:


Exhaust Port:


Inlet Port:


Porting of the Supercharger Plenum:


Where we found the most gains!


Light skim of the gasket face:


And in and amongst a load of other stuff today i managed to fit the ECU into the glovebox:


Happy chaos!!!

 

How come those runners are not equal will or is there no need

 

Doug - this is the problem!

When Powerworks made the kit, they made a kit to fit in the limited available space - in doing so, it appears that inherent comprimises were made...

Sure enough, on the flowbench, the straightest runners had the best flow, the S shaped ones, the worst. We got the flow restriction down from 33% to low to mid 20s (dependant on which runner) - still a horrendous restriction but an improvement never the less.

Further up there's a picture of just under half a bottle worth of material removed from the plenum!!!

 

What pistons are you running on it mate? Are they the ST170 ones?

Only ask as im looking for a set of rings for my FRS pistons and suspect they maybe the same

 

I'm running IASA pistons mate, the rings are from JE though

 

Yes i see that pal lol. So do they all flow the same amount now' or will this affect the outer cylinders at all mate? or is it still a compromise on the power it can flow.

 

There is still an inbalance across all 4 runners unfortunately - however, we have accurately established the differences and i will be able to dial in a percentage cylinder compensation through the ECU.

 

Are cool so i guess you just put less go go juice to the ones that flow more air?? or is it less lol

 

If it's flowing more air - i'd probably be better putting more fuel in

The good thing about the cylinder trims is that it will allow me to have more faith in the the wideband lambda readings and EGT feedback - instead of having to globally richen things up just to ensure safety i can keep it on the power knowing that all cylinders are running the same

 

This is shaping up to be quite possibly the best all round focus. Because it isn't a turbo'd motor with a big fuck off turbo it should drive pretty nicely at any speed and have a lot of go when needed. Shaping up to be quite a machine. I guess you are planning to keep this for a long time then Will after all the effort gone into it.

Truely a unique work of engineering excellence!

 

Ar ok i thought you would put less in to make it equal to the inner two cylinders. so you do it so each cylinder is working to its maximum potential? if thats the case i take it ( in this case ) the outer cylinders would make more power than the inners?

im prob completely off the ball here just trying to learn a bit lol

 

Pani - I want to keep it for a while yeah, however - we'll have to see how it goes as i'm actually going to Uni in September as a mature student - so, very sadly i may have to part with it Obviously it will be a last resort as there's been too much blood, sweat and tears gone in just to give it up!

Doug - we reckon there'd be another 50bhp available if the manifold was completely remade in a perfect world! The flow is improved and the differences are reduced but there still some imperfections...

 

Dose what i wrote make sense tho pal' it dose in my head but in reality is another matter fpmsl

 

Doug - i know what you're saying mate - hard to explain, but the output power at the flywheel is the end result of all the combustion cycles so whether one cylinder makes slightly more is irrelevant really as long as its not detting/lean. If you think about it, you will never really see consistant repeatability cylinder to cylinder as the chances of it drawing the same amount of air, referencing the same load site on the map etc. are remote.