Time Attack ST170 Build - 17/05/11 - More Engine Loom & Dash Stuff
08-03-2009, 02:52 PM
#321
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Zetec block
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
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
09-03-2009, 01:06 AM
#322
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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
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
11-03-2009, 11:10 PM
#329
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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
Hope to see it on the road and some output figures soon
Chris
13-03-2009, 05:54 PM
#332
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13-03-2009, 11:50 PM
#335
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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!!!
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!!!
14-03-2009, 09:31 AM
#336
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15-03-2009, 01:41 AM
#338
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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)
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)
15-03-2009, 12:51 PM
#342
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.....
15-03-2009, 01:51 PM
#343
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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.....
15-03-2009, 04:31 PM
#346
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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
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
15-03-2009, 08:19 PM
#347
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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!!!
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!!!
15-03-2009, 08:37 PM
#349
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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!!!
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!!!
15-03-2009, 08:58 PM
#353
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or is it less lol
15-03-2009, 09:09 PM
#355
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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
15-03-2009, 09:16 PM
#356
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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!
Truely a unique work of engineering excellence!
15-03-2009, 09:17 PM
#357
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
im prob completely off the ball here just trying to learn a bit lol
15-03-2009, 09:22 PM
#358
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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...
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...
15-03-2009, 09:39 PM
#360
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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.