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| EB on boost |
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I know someone who is selling a whole cosworth setup [4X4] It comes with big turbo,EMS ecu etc etc car makes 427rwhp on 25psi with a 40hp shot of gas. Its in a Mk1 ecort at the moment. Down side is he wants 15K for everything...
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| low0069 |
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Sounds perfect!!
Too bad money doesn't grow on trees. |
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| tickford_6 |
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Posts: 6449 Joined: 11th Nov 2004 |
tjb45 wrote: I've got a friend with a turbo'd pinto, he has spent a fair amount of money on it, and I can tell you its not as impressive as I thought it would be. Its not bad, but I think the zetec has a lot more potential far eaiser.
a good street turbo pinto should be making around 400 to 450 hp if it's not the wrong person built it. considering the race versions these days are making over 900hp |
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| CHEF |
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maybe its only got a little turbo on it... its easy to bugger up a turbo job on a small motor... turbo matching, tune ect
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| EB on boost |
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What boost pressure was he running?
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| Sierra |
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tickford_6 wrote: the're a resonably strong engine. with a rev limmit of around 6500rpm befor the rods start to become an issue.
N/Ayou are limmited to around 160hp because to get any more power you WILL need more revs and the rods just will not do it.. The SOHC 2L is stronger than you think. A standard bottom end is good for 7000 rpm all day, the rod bolts are the actual weakest link. Replacing the rod bolts with cosworth items will see reliability to 8000 rpm of the standard bottom end. In a normally aspirated engine, the horsepower is all in the head and cam. At 190+ hp the engine is more intended for competition use rather than street use. However a well built streetable 160 hp 2L in a light bodied Escort will surprise a lot of people 
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| tickford_6 |
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Posts: 6449 Joined: 11th Nov 2004 |
Sierra wrote: tickford_6 wrote: the're a resonably strong engine. with a rev limmit of around 6500rpm befor the rods start to become an issue. N/Ayou are limmited to around 160hp because to get any more power you WILL need more revs and the rods just will not do it.. The SOHC 2L is stronger than you think. A standard bottom end is good for 7000 rpm all day, the rod bolts are the actual weakest link. Replacing the rod bolts with cosworth items will see reliability to 8000 rpm of the standard bottom end. In a normally aspirated engine, the horsepower is all in the head and cam. At 190+ hp the engine is more intended for competition use rather than street use. However a well built streetable 160 hp 2L in a light bodied Escort will surprise a lot of people prolonged use at or over 6500 will break the rods on or just above the point were the big end narrows down to shank.. the later injection 2L with the larger cast rods is slightly stronger and will see 7000rpm. besides that, they are all getting old now and the rods remaining life in a performance engine would be small any way. aftermarket rods are cheap compared to finding and building a new engine after a rod lunches it dont know who told you the rods would do 8000rpm for any length of time but they are wrong. 230hp at 7400 with a 100 of that being there from 3000rpm is still alot more streetable then alot of so called streetable datsuns and geminis with alot less power. it all come down to head in with the pinto get that wrong and you'll have a usless peaky engine. get it right and you'll street over 200hp Last edited by tickford_6 on Sat Sep 17, 2005 11:28 pm, edited 1 time in total. |
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| EB on boost |
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Apparently,the pinto blocks crack if they are pushed beyond 400hp...
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| tickford_6 |
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Posts: 6449 Joined: 11th Nov 2004 |
EB on boost wrote: Apparently,the pinto blocks crack if they are pushed beyond 400hp...
yeah apparently.... i've seen alot more power than being put through them with no drama. 550hp on 30PSI for 2 full drag seasons with no rebuild. the 205 block from the injection engine or cosworth engine will take alot Last edited by tickford_6 on Sun Sep 18, 2005 2:11 am, edited 1 time in total. |
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| EB on boost |
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Yeah,the injection blocks are alot tuffer...the 4x4 engine is a weapon of an engine...
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| Sierra |
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tickford_6 wrote: Sierra wrote: tickford_6 wrote: the're a resonably strong engine. with a rev limmit of around 6500rpm befor the rods start to become an issue. N/Ayou are limmited to around 160hp because to get any more power you WILL need more revs and the rods just will not do it.. The SOHC 2L is stronger than you think. A standard bottom end is good for 7000 rpm all day, the rod bolts are the actual weakest link. Replacing the rod bolts with cosworth items will see reliability to 8000 rpm of the standard bottom end. In a normally aspirated engine, the horsepower is all in the head and cam. At 190+ hp the engine is more intended for competition use rather than street use. However a well built streetable 160 hp 2L in a light bodied Escort will surprise a lot of people prolonged use at or over 6500 will break the rods on or just above the point were the big end narrows down to shank.. the later injection 2L with the larger cast rods is slightly stronger and will see 7000rpm. besides that, they are all getting old now and the rods remaining life in a performance engine would be small any way. aftermarket rods are cheap compared to finding and building a new engine after a rod lunches it dont know who told you the rods would do 8000rpm for any length of time but they are wrong. Nearly two decades of racing and building these engines have confirmed that. In my race engines I have always spun them to 7500 with the standard rods using the cosworth bolts and never had one fracture. Going back to the mid 1970's when Frank Lowndes (Yes Craigs dad) was developing the SOHC 2L of the Bathurst class winning Escorts he was also running standard rods in those. However not all standard rods where built the same, the ones that were manufactured in Germany were physically identical but made of a tougher alloy, these were the ones to use for continious high revs. Frank helped us a lot in the early days when a group of us started racing Escorts, he was also a master at tuning webers 
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| tickford_6 |
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Posts: 6449 Joined: 11th Nov 2004 |
Sierra wrote: tickford_6 wrote: Sierra wrote: tickford_6 wrote: the're a resonably strong engine. with a rev limmit of around 6500rpm befor the rods start to become an issue. N/Ayou are limmited to around 160hp because to get any more power you WILL need more revs and the rods just will not do it.. The SOHC 2L is stronger than you think. A standard bottom end is good for 7000 rpm all day, the rod bolts are the actual weakest link. Replacing the rod bolts with cosworth items will see reliability to 8000 rpm of the standard bottom end. In a normally aspirated engine, the horsepower is all in the head and cam. At 190+ hp the engine is more intended for competition use rather than street use. However a well built streetable 160 hp 2L in a light bodied Escort will surprise a lot of people prolonged use at or over 6500 will break the rods on or just above the point were the big end narrows down to shank.. the later injection 2L with the larger cast rods is slightly stronger and will see 7000rpm. besides that, they are all getting old now and the rods remaining life in a performance engine would be small any way. aftermarket rods are cheap compared to finding and building a new engine after a rod lunches it dont know who told you the rods would do 8000rpm for any length of time but they are wrong. Nearly two decades of racing and building these engines have confirmed that. In my race engines I have always spun them to 7500 with the standard rods using the cosworth bolts and never had one fracture. Going back to the mid 1970's when Frank Lowndes (Yes Craigs dad) was developing the SOHC 2L of the Bathurst class winning Escorts he was also running standard rods in those. However not all standard rods where built the same, the ones that were manufactured in Germany were physically identical but made of a tougher alloy, these were the ones to use for continious high revs. Frank helped us a lot in the early days when a group of us started racing Escorts, he was also a master at tuning webers so why not say that the first time then.. you could of been the reason some ones engine had a rod failure by saying what you did. you'd know the name David Visard would you not. or perhaps Dez hammil?? both of them respected experts on the pinto, both of them advise not to use the stock rods over 6500rpm.. even with a well lightened small end and light wieght piston and pin i've seen then break in a nuber engines. say what you will but i won't use them nor will i recomend that any one els trust them at high rpm. it just not worth it. there are to many easy and cheap replacments. 302 windsor rods. most places will give the thing away fiesta diesel 1600 rods are cheap and easy to get from the UK. both of those are longer and help to fix the poor stroke rod ratio in the pinto. any after market H or I beam rod, cheap easy to find. there is no point cutting corners when there are so many easy fixes |
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| EB on boost |
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What mods have to be done to the 302 rods to fit them in a pinto? are we talking cleveland?
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| tickford_6 |
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Posts: 6449 Joined: 11th Nov 2004 |
302 windsor rods.
they are longer and if i recall correctly the big end is slightly wider. so you need to have the big end narrowed down and a piston with the right compression height and pin size, have the small end bushed and use fully floating pins. you can also use datsun rods from an L18. personly, the best option is to get some aftermarket I-beams in the same messurments as the cosworth YB rods. or if you are really keen get them with a smaller big end and have the your crank offset ground to get 2 or 3mm extra stroke and use a 80thou over bore you'll get close to 2.3L out of it that way it's a very common practice in the UK and the results are very good |
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| Sierra |
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tickford_6 wrote: so why not say that the first time then.. you could of been the reason some ones engine had a rod failure by saying what you did.
you'd know the name David Visard would you not. or perhaps Dez hammil?? both of them respected experts on the pinto, both of them advise not to use the stock rods over 6500rpm.. In all honesty I forgot to mention that in my first post! And yes I am familiar with David Vizard and his work .... having implemented several of his idea's over the years.
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