Ford EsCoRt Mk1 --> BiG wInG pRoJeCt <--

Re: "The Dog Bone Grill" aka FoRd EsCoRt Mk1 by FrEdOoOo

:twisted: :twisted: :twisted: :twisted: :twisted: :twisted: :twisted: :twisted:
 
Re: "The Dog Bone Grill" aka FoRd EsCoRt Mk1 by FrEdOoOo

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De forma a não ficar parado, hoje decidi ir as compas :D

...e trouxe 2 pinças + 2 discos de travão dianteiros de Ford Fiesta MK3 :twisted: :twisted: :twisted:

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Devagarinho se vai ao longe...................... ;)
 
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Re: "The Dog Bone Grill" aka FoRd EsCoRt Mk1 by FrEdOoOo

Mais uns pequenos avanços....

:arrow: Pinças completamente desmontadas, decapadas e pintadas com tinta de alta temperatura
:arrow: Discos rectificados
:arrow: Chapas quinadas para substituir calha do guarda lamas lado passageiro

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Agora falta fabricar os suportes para aplicar as pinças no eixo traseiro
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um travão de mão com um cilindro
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...e habemus travão de mão hidraulico :twisted: :twisted: :twisted:​
 
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Re: "The Dog Bone Grill" aka FoRd EsCoRt Mk1 by FrEdOoOo

:twisted: :twisted: :twisted: parecem novos

bom trabalho, está a ir a bom ritmo 8)
 
Re: "The Dog Bone Grill" aka FoRd EsCoRt Mk1 by FrEdOoOo

Tu dá-lhe homme :twisted: :twisted: :p
 
Re: "The Dog Bone Grill" aka FoRd EsCoRt Mk1 by FrEdOoOo

tinha que ser eng. electromecânico :p parabéns pela maquina! se precisares de peças avisa conheço malta que também tem escort's pode ser que se arranje alguma coisa ;) abraço
 
Re: "The Dog Bone Grill" aka FoRd EsCoRt Mk1 by FrEdOoOo

Eu estava aqui a pensar com os meus botoes... e colocar um motor do XR2 ou XR3??? :S
 
Re: "The Dog Bone Grill" aka FoRd EsCoRt Mk1 by FrEdOoOo

Zé disse:
Eu estava aqui a pensar com os meus botoes... e colocar um motor do XR2 ou XR3??? :S
Clique para expandir...

A hipotese de um 1600 Kent Crossflow com pósinhos ganha cada vez mais força :twisted: :twisted: :twisted:

http://www.burtonpower.com/technical_1/kent_crossflow.aspx disse:
Kent Crossflow

This engine was introduced in the Ford Mk2 Cortina and differs from the earlier units by having the carb on the left and the exhaust on the right - hence, ‘crossflow.’
They also varied from Pre-X/Flows in that the combustion chamber was shifted from the head to the bowl of the piston and were know as BIP engines (Bowl In Piston). Early heads also feature a small combustion chamber in the head too.

Early blocks bore the casting marks 681F and capacities you’ll find are, 940, 1098, 1298 and 1599. You’ll find a X/Flow fitted to Mk1/2 Escorts, Mk2/3 Cortinas, Mk1/2 Capris plus late Transits. Most cars came with a single choke Ford IV carb although the 1.3 and 1.6 GT models had a 32/36 DGV Weber twin choke.

1970 saw the big change to the thicker-walled 711M block with square mains caps, large diameter followers, wider cam lobes and modified crank seal. Also, the head was now completely flat.
There are two main capacities of 711M, determined by block height – the 1600 is 7/16” taller and you can see the difference between it and the 1300 by the space between the water pump and head. Also, the 1300 has 711M 6015 AA cast in the side whereas the 1600 ends in BA.
The engine was also fitted to 1.3 and 1.6 Mk1 Fiestas in the 80’s with a 771M casting. These feature no side engine mounts plus a shortened water pump and timing chain/crank area.


The final versions, OHV, HCS and Endura are similar but shorter versions and share very few if any inter-changeable parts and reverted back to the original pre-X/flow design of a three bearing crank.

Kents are quite easy to tune to GT spec, which usually means the biggest capacity block, slightly bigger valves (usually taken care of with a performance head), GT cam/A1, free flow exhaust and twin choke Weber – you should see around 80-90bhp. Switch to a Kent BCF2 or a 224 and you’ll be approaching 110bhp. For all builds we would recommend ARP rod bolts and replacement of the front pulley for a one piece steel item. The valve train should be strengthened with steel posts, spacers and rocker shaft to cope with the additional stresses caused by high lift cams, HD valve springs and higher revs. A double timing chain kit should also be fitted for the same reasons. Performance heads are available in both iron and brand new aluminium and all can be ordered with unleaded seats.

You can use the old Cosworth A-series cam profiles too, which are long duration and lower lift. However the current Kent Cams, high lift and short duration type are friendlier on emissions with less lobe overlap resulting in reduced un-burnt fuel down the exhaust.
Add a stage 2 head and Kent 224 and you’ll be pushing 115bhp although the favourite X/Flow cam is the 234 for 118-120bhp. You should get this with a re-jetted twin choke although twin 40 DCOE Webers would be better. This is an all round great cam and engine spec for the road.

A 244 cam and stage 3 head results in 135-145bhp, although, these figures are best achieved with a recommended maximum 83.5mm bore and forged Accralite pistons, giving 1700cc. There is a cheaper option in that the compression can be raised using modified 1300 pistons in the 1600 engine, giving a ratio of around 10.3:1. Capacity is easily increased with cast pistons available up to +0.090” oversize which will give 1696cc.
40 DCOEs tend to be on their maximum choke sizes at this stage so many switch to 45s. However this does result in lower gas speed and less low down torque, which is important on the road.
All side draughts need a side exit distributor cap (available for Lucas and Bosch distributors) to clear the inlet manifold and for convenience it’s best to fit an electronic ignition kit such as an Aldon Ignitor or Lumenition. For a complete ignition solution, our constant energy, non-vacuum modified Bosch distributor and coil kit is ideal for most modified engines.
This is about as far as you want to go on the road since you’ll be stretching the 7500-8000rpm limit of the crank. After this and you’ll ideally need steel components, which we have a superb range including cranks, rods, flywheels and forged pistons. To complement these we also have full-race spec heads to take the Kent as far as possible on the race track – currently that’s about 185bhp+.
Clique para expandir...
 
Re: "The Dog Bone Grill" aka FoRd EsCoRt Mk1 by FrEdOoOo

Se nao me engano o XR2 já tem 120 cv se tiver em bom estado e com uns carburadores webber entao aí é que ele "abre"... é um motor que aguenta muita coisa e tem para mangas. ;)
 
Re: "The Dog Bone Grill" aka FoRd EsCoRt Mk1 by FrEdOoOo

Zé disse:
Se nao me engano o XR2 já tem 120 cv se tiver em bom estado e com uns carburadores webber entao aí é que ele "abre"... é um motor que aguenta muita coisa e tem para mangas. ;)
Clique para expandir...

Penso que seja um motor Zetec...

http://www.burtonpower.com/technical_1/zetec_e.aspx disse:
Zetec E
The name Zetec is pretty confusing because it’s now used by Ford as a badge on the back to describe a level of trim. On top of this, there’s a smaller capacity Zetec – described elsewhere – plus, late Zetecs were made to look like the latest Duratecs.
Early, ‘Silver Top’ engines (with an aluminium cam cover) were fitted to Escorts from 1991 onwards, late Fiesta Mk3s and then the Mondeo. These early units were known as Zeta (only becoming Zetec in 1993). The unit evolved into the Black Top unit (with a plastic cam cover) with the Escort phased out and Focus introduction. These later engines have longer rods and lower piston crowns, mechanical rather than hydraulic lifters plus the distinctive black cam cover.

Initially there were 90, 105 and 115bhp 1800cc Escort versions, with 115 and 130bhp 2 litre Mondeo units too. There were also 130bhp RS1800 Fiesta/XR3i variations with revised cams and re-mapped ECU’s. The hottest n/a version was the ST170 with solid lifters, steel rods, waisted valves and variable valve timing (VVT). The motor went on to power the Focus RS but in turbocharged form. Both the ST and RS engines were confusingly re-badged as a Duratec.


As far as tuning goes, it’s simple to bring an 1800 up to RS1800 spec with Ford cams or Kent FZ1802 cams – you would need a 130bhp ECU though, or aftermarket re-mapping. A power boost valve will help eliminate the flat spot between 3,300-3,500rpm.
You can actually use the standard injection combined with a new Weber Alpha kit that works with the OE inlet manifold. Fitments are for the silver top 1800s, and both silver and black top 2.0 engines. Power achieved is, approx 150bhp for a 1.8 130PS and 160bhp for the 2.0. However, these are really the limit of the standard induction and further increases are not possible, unlike their other kits. It has to be said that although these kits have been developed for the kit car market, we do not see any reason why they can’t be fitted to a FWD Zetec engined car. Webcon cannot confirm fitment but like us believe it should work. If you want to go beyond the range of the standard induction though, we can supply a Weber Alpha kit, which replaces the system altogether and is incredibly comprehensive – all is there for you to bolt it straight on, including manifold, ]

E tá um a venda aki :arrow: http://www.competiauto.com/viewtopic.php?f=14&t=15548&p=72433

Na escolha do motor tenho de ter em conta a passagem pelo centro de inspecção, e legalizar um "SWAP" não está muito facil ultimamente, daí o 1600 xflow quase igual ao 1300 e não muito diferente do 1100 ser a escolha ideal...
Além de que o motor têm uma margem de progressão muito boa e ser da época ;)
Clique para expandir...
 
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