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 Post subject: turbo charging?
Posted: Mon Feb 14, 2005 6:26 pm 
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does any1 know wat i need to turbo charge my 2ltr ford escort and where i can get it. also does any1 know how to.
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Posted: Mon Feb 14, 2005 6:49 pm 
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hahahaha ... someone who used to race at bathurst in the 70s might know!! lol

 

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 Post subject: SVO
Posted: Mon Feb 14, 2005 7:15 pm 
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In the 70's they warn't turbocharged and the fast ones would have been BDA Cosworth engines anyway...
Copy what they'v done on the Siera or SVO Mustangs ...The first part to find is efi inlet etc..Have you asked a U.S importer if they can import a 2.3 SVO Mustang engine...It would be far cheaper...

Info..

http://www.corral.net/svooa/svo_fact.html

 

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 Post subject: Re: SVO
Posted: Mon Feb 14, 2005 10:51 pm 
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EBXR8380 wrote:
In the 70's they warn't turbocharged and the fast ones would have been BDA Cosworth engines anyway...
Copy what they'v done on the Siera or SVO Mustangs ...The first part to find is efi inlet etc..Have you asked a U.S importer if they can import a 2.3 SVO Mustang engine...It would be far cheaper...

Info..

http://www.corral.net/svooa/svo_fact.html


you can't legaly put a 2.3L pinto into an escort.
and although it's a pinot as such it not the same block as the 2L.
the block is longer and to get the shifter in a normal position you can't get the ballancer to clear the front sway bar.
you would have to modify a 2L fly wheel to get a clutch to fit with 2L bellhousing and 4 or 5 speed gaer box. (escort/sierra)
been there done that. ended up taking it out and selling it. the engine is now in a hulix 4x4.

it is very easy to turbo the 2L and get lots of power. 350hp is not uncomon on a street engine. and a company in the USA has a drag car running a 1000HP turbo engine

If you could get an imported big block pinto you would be better of getting the 2.5 or 2.8L version and putting 2.3 covers on it and leaving it N/A.
you can also get a 3L stroker kits for them.
esslinger engineering sell them. they have one of them running
10 000RPM and 600hp N/A

 

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 Post subject: Re: SVO
Posted: Tue Feb 15, 2005 1:31 am 
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tickford_6 wrote:
you can't legaly put a 2.3L pinto into an escort.
and although it's a pinot as such it not the same block as the 2L.
the block is longer and to get the shifter in a normal position you can't get the ballancer to clear the front sway bar.
you would have to modify a 2L fly wheel to get a clutch to fit with 2L bellhousing and 4 or 5 speed gaer box. (escort/sierra)
been there done that. ended up taking it out and selling it. the engine is now in a hulix 4x4.


Why can't it be done legally?

Just out of interest, what if you imported it with the 5 speed and tried to get it to fit.

I know the swaybar is what stops the struts from moving backwards on the Escorts and sets the castor, but what is stopping you from lowering the sway bar to make the clearance.
You need after market swaybars to adjust castor, always knew this but had problems with castor after fitting BC 2.0L sedan front and rear suspension to a Mk1 panel van, much fun as it isn't just a bolt up job. (From the factory Escorts do not have much in the way of wheel alignment adjustments, toe and sometimes a small amount of castor can be change, camber is non adjustable)

And before someone asks, BC is the later Mk2 Escort, BC got the 1.6L or 2.0L option, Mk2 only got 1.3 and 1.6, easy way to spot a BC from the outside is the fake fuel cap and fuel tank is under the boot floor, filler is behind the number plate, Mk2 was like Mk1, the fuel tank was fitted inside a rear quarter in the boot and filled from that quarter filler. There was other changes but harder to spot. Compliance plate will show BC not Mk2.
2.OL struts were slightly larger and had thicker discs than 1.6L or previous models, these were the struts to find for Escort mods as they were less likely to bend, finding perfect 2.0L struts were still a rarity.

I used to own Escorts and had tunning books on them (Tunning in Britain means highly modifying engines and suspension), but I have only owned one 2.0L (it s**t itself on the flogging home), I have modified a few 1600 Kent engines over the years with some good results, they are an awesome engine for 1600cc and pushrods, but it is far easier to get HP out of a 2.0L, but never the handling because the 2.0L weighs more than an extra 30kgs alone, doesn't sound much but on a car that weighs around 900kgs or less, 30kgs over the front makes a difference, you could fit a turbo and still weigh less.

 

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 Post subject: how much?
Posted: Tue Feb 15, 2005 5:10 pm 
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how much would it cost to get big block pintos and howmuch to get em imported and how much do the kits cost
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 Post subject: Re: SVO
Posted: Tue Feb 15, 2005 7:34 pm 
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Damage wrote:
tickford_6 wrote:
you can't legaly put a 2.3L pinto into an escort.
and although it's a pinot as such it not the same block as the 2L.
the block is longer and to get the shifter in a normal position you can't get the ballancer to clear the front sway bar.
you would have to modify a 2L fly wheel to get a clutch to fit with 2L bellhousing and 4 or 5 speed gaer box. (escort/sierra)
been there done that. ended up taking it out and selling it. the engine is now in a hulix 4x4.


Why can't it be done legally?

Just out of interest, what if you imported it with the 5 speed and tried to get it to fit.

I know the swaybar is what stops the struts from moving backwards on the Escorts and sets the castor, but what is stopping you from lowering the sway bar to make the clearance.
You need after market swaybars to adjust castor, always knew this but had problems with castor after fitting BC 2.0L sedan front and rear suspension to a Mk1 panel van, much fun as it isn't just a bolt up job. (From the factory Escorts do not have much in the way of wheel alignment adjustments, toe and sometimes a small amount of castor can be change, camber is non adjustable)

And before someone asks, BC is the later Mk2 Escort, BC got the 1.6L or 2.0L option, Mk2 only got 1.3 and 1.6, easy way to spot a BC from the outside is the fake fuel cap and fuel tank is under the boot floor, filler is behind the number plate, Mk2 was like Mk1, the fuel tank was fitted inside a rear quarter in the boot and filled from that quarter filler. There was other changes but harder to spot. Compliance plate will show BC not Mk2.
2.OL struts were slightly larger and had thicker discs than 1.6L or previous models, these were the struts to find for Escort mods as they were less likely to bend, finding perfect 2.0L struts were still a rarity.

I used to own Escorts and had tunning books on them (Tunning in Britain means highly modifying engines and suspension), but I have only owned one 2.0L (it s**t itself on the flogging home), I have modified a few 1600 Kent engines over the years with some good results, they are an awesome engine for 1600cc and pushrods, but it is far easier to get HP out of a 2.0L, but never the handling because the 2.0L weighs more than an extra 30kgs alone, doesn't sound much but on a car that weighs around 900kgs or less, 30kgs over the front makes a difference, you could fit a turbo and still weigh less.


it can't legaly be done because of engine capacity to weight ratio.
the math to work it out is different for turbo engines. when we tried to do it the bigest turbo engine you can fit is a 2L. the biggest N/A is a 2.3L.

so if you really wanted one the 2.3 engine just get an N/A one and put a 3L stroker kit in it. that way it still looks like a 2.3

you won't find many with 5 speed gearboxes on them. all the ones we found had autos.
you can have the 2L flywheel moddified to fit so you can use the 2L clutch and 4 or 5 speed gear box.
the problem with lowering the sway bar is ground clearence. to get the clearence you need, it would be fine with stock springs but once lowered springs are fitted it becomes a problem.

the other problems you will have is the sump from a mustang will not fit an escort, and with a custom sump also come the custom oil pickup. you would also need to fit an aftermarket managment system becuase as we found out no one is australia know any thing about the management that come factory, letalone trying to find a wiring diagram.

the brakes on the car will also need a very big upgrade. much more then the usual capri fronts and RS2000 rears. the diff is also way out of its league with a 2.3 turbo and you'll need to find some thing els for that.

the dump pipe from the turbo runs striaght through the steering sharft. and the turbo sits right in the midle of the brake booster mount.

you can't get water pumps for the engine here but a small block pinto (2L) put can be 'made' to fit.

we piad 800 for an engine we were told runs. but the guy had lost the intercooler

 

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Posted: Tue Feb 15, 2005 10:15 pm 
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The engine I fitted years back was a converted 2 ltr with all the efi, turbo etc changed over...It had 3 ltre Capri brakes and everything was moved forward approx 70mm including cross member [ the front bolt in chasis rail become the back one]...The engine mounts were however bent back so engine roughly fitted in same possition..This was in Mk l Escort early one with NO sway bar originally fitted.But one was fitted with conversion..Radiator was moved forward also..
It was built as a rallycross car so front suspension was built to take a pounding...The Capri part numbers in this case where the same as twin cams at the time...We used single rail box and shortened B/W Mk lll cortina axles in Falcon housing..Also kept four stud bolt pattern..This car latter was fitted with 289 V8 c4 auto same diff.The engine's back two cylinders where behind old firewall location..Which was also refabricated further back...

 

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Project 1UZ-EF has started.. S475 Turbo 4.0 V8 Mustang Celica.....

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Posted: Wed Feb 16, 2005 8:55 am 
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EBXR8380 wrote:
..This was in Mk l Escort early one with NO sway bar originally fitted.But one was fitted with conversion


Sounds like an awesome conversion, but how could have it had no swaybar? That is the only thing stopping the struts from moving forwards and backwards, like the radius rods do on X series, did it have something similar?

 

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Posted: Thu Feb 17, 2005 10:57 am 
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Damage wrote:
EBXR8380 wrote:
..This was in Mk l Escort early one with NO sway bar originally fitted.But one was fitted with conversion


Sounds like an awesome conversion, but how could have it had no swaybar? That is the only thing stopping the struts from moving forwards and backwards, like the radius rods do on X series, did it have something similar?


Ahh thought you knew all about Fords ha ???Haha
If you check in Escort manual the early Escorts [maybe British made?] had a bar from the track rod if thats what its called ? Back to the chassis rail.. It was about 300mm long.Yes the front end had NO sway bar and drum brakes..I tell you anything over 80 kmrs was bloody dangerous in stopping dept... Some used this system along with front sway bar to make front end real strong...
These early models had to change front ends as whem track rod ball joints wear there wasn't any spares so they had to convert to sway bar suspention... Graeme...

 

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As in ZOOM 126 edition
331 Dart block,3.25/ 4340 steel crank, Oliver rods,TFS ported track heat heads, TFS track heat inlet Twin SC61 turbo's
Project 1UZ-EF has started.. S475 Turbo 4.0 V8 Mustang Celica.....

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Posted: Thu Feb 17, 2005 3:14 pm 
Getting Side Ways
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NSW, Australia

EBXR8380 wrote:
Damage wrote:
EBXR8380 wrote:
..This was in Mk l Escort early one with NO sway bar originally fitted.But one was fitted with conversion


Sounds like an awesome conversion, but how could have it had no swaybar? That is the only thing stopping the struts from moving forwards and backwards, like the radius rods do on X series, did it have something similar?


Ahh thought you knew all about Fords ha ???Haha
If you check in Escort manual the early Escorts [maybe British made?] had a bar from the track rod if thats what its called ? Back to the chassis rail.. It was about 300mm long.Yes the front end had NO sway bar and drum brakes..I tell you anything over 80 kmrs was bloody dangerous in stopping dept... Some used this system along with front sway bar to make front end real strong...
These early models had to change front ends as whem track rod ball joints wear there wasn't any spares so they had to convert to sway bar suspention... Graeme...


Now let me bet these were imported British Eskys, as I don't think I have ever come across a Mk1 with drum brake front end, it would have been easy to know as it wouldn't have had a brake booster, guessing it had round headlights as well, another thing that never came here except if it was a Lotus Escort etc. Australia still had the Mk2 Cortina when Escorts first came out in Britain in the late 60's.

I should look for my old books, I know some have went walkabout, most of them were as old as me.

 

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Posted: Thu Feb 17, 2005 11:14 pm 
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Actually it had oblong lights as it was the big block 1300cc hahaha...They came out with 1100cc also....
The front end lasted about a week...Yep no booster...no brakes either Lol...

 

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331 Dart block,3.25/ 4340 steel crank, Oliver rods,TFS ported track heat heads, TFS track heat inlet Twin SC61 turbo's
Project 1UZ-EF has started.. S475 Turbo 4.0 V8 Mustang Celica.....

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