RS Motorsport :: Classic Speed Restored

Thought I was due to start a thread on my escorts.
Plus I just got my Jenvey direct to head TB's today which Ive been showing off at work like a brand new baby.
the escorts.

The green one i bought from a lad in berri, absolute bargain.
He did a an above average probably better than I can do bare metal body prep.
was a hell of a drive back to adelaide as I broke the fan belt and for some reason the radiator would not flow water other than the head via the cabin heater which then exploded. some on the road mechanics and a pair of stockings and 8hrs later I was home










a couple of the red over price, I got ripped off ,unregestirable piece of good looking shite, pitty the D!ckhead didnt know how to use a spanner as every bolt he touched was either cross threaded or used metic to imperial ... grr.. Shane if you pop up to defend yourself
I will really get personal.

I'll add some more of the escorts when I sort my photo's out, but we've all seen mk1's be4

Ahh the throttle bodies..


They are absolute cannons when looking at them in your hands 45mm at the butterflies and they are just the baby ones that will end up on the mantle piece. The 48's are just too big without head work being done first and the car has to pass for rego first.

supertech 11.2c/r pistons I like these as well, but I should have grown some ball and got the 12.5 c/r instead but...



the 36mm +1mm supertech valves




Im hoping I get this done by the time motoGP/bathurst come around but Ive just been told Im working away from home soon for a few months possibly 2 1/2 years.
Stupid trainline upgrade

later
regards Paul

Hi Paul (no i'm not you!)

Looks like the basis for a couple of good projects - keep the pictures flowing

A few shots of the motor
I've measured it up and I have 1 1/4inch between the bell mouths and the inner guard just barely enough to fit an airbox









Standard oil pump for presure is used, with a Peterson twin scav dry pump fitted. I will be fitting it to the intake
side of the motor (left) as I will get a straighter run out of the piping.

The last two photo's show the bearing cradle/cage and the well seperated oil returns


Im planning on running an electric water pump.

At this stage oil tank will be in the engine bay
I haven't decided, I would like to run it in the boot but
I just dont like the idea of running piping that far under the car.

Ive got a bit of very light rust on my exhaust cam, but its only on the stock cam and bucket.

Price of living so close to the beach.
Better start thinking about protecting the escorts with something I guess.

The Duratec is 2.0L and will be fitted with a rx7 series5 5speed turbo (close rib) g/box it will be around. 170-190hp@7000rpm with just the 45mm iTB's.
Add cams, pistons, conrods 260-270hp@8500rpm.
Steel crank, Bigger 48mm iTBs and I will probably head closer to 290-300hp and 9500rpm

Plan of attack is get it rego'ed with the Duratec standard internals and stock body changing only what i need too.

Aftermarket ECU , I have a haltech but thats going in the bin, And I will either get a Vi-PEC (linkECU) or more than likely a Adaptronic made by Aussies, good forum, as well as being way above average for firmware fixes

Regards Paul.

These were my orignal throttle bodies
I made these for about $200.


I got access to a lathe and a mig for an hour and took 3hrs


edit : Intended to set these up on a pinto for testing
regards Paul

If your going to throw that haltech in the bin i'd much prefer it in my hands what you doing with your tester itb's after you've tested them on a pinto?

Hmm... shiny forged crank. Notice the FoMoCo stamp
not really sure what I think of this yet...pitty it wasnt dual counterweight's
Some of the Mazda propaganda for the MX-5 stated allowed mazda to lift the rpm limit by 500rpm to 7500
Stock crank will go to 8500 anyway, its the con rods and pistons that cant cope.

Hi Paul,
What ended up happening with your mk1's?

Sorry didnt see this post but

I got hit by a courier ute at 70km/h flew through the air and then hit again by the nutjob and pushed along the ground until he decided to stop. Which I wasn't hurt that badly but yeah compo battle for 3years and no work slowed things down.
I spent a year with the pinto in the green escort just running Adelaide Hills untill the po-po had a little chat with me.

Ive been doing a lot of parts collecting mostly the wrong ones.

But the engine is with Performance Techniques, Peter shaffer is doing the head flowing, looks like some very good numbers will come out of this head but It needs much bigger throttle bodies and hes handballed the bottom end off to be rebuilt with my 11.2cr pistons cosworth connecting rods, steel crank.
Im doing a custom 4into1 exhaust, airbox and camshafts all tuned length for 8800peak which should be 270ish hp with the 45mm iTB's

Fuel system is finished bar maybe fitting a capri fuel tank, but the stock escort fuel tank works without swell pot so undecided.
Adaptronic ECU has been wired up by me and duratec fitted started and running on stock internals, so I have a base map of sorts. electric water pump (why?), drysump and pump fitted and working.
So yeah been a productive year last year for work on the car

I pretty much suck fail at fab work so far, so Im short a gearbox mount and pedal box, brake lines atm

good stuff Paul.
are you getting the exhaust done at advanced headers across the road?
i'm very interested to see how you go, my head will be going down there soon to get some porting work done so keen to see how you go with numbers and costs...
i was also going to go down the adaptronic route with my ECU, what did you go for in the end, just the 420d or some thing a little bit better?

Gazz

Are Advanced Headers any good? know anyone who has used them. Im keen to find someone who does tuned length and not just fit sort of tuned but it fits exhaust

I wanted the 1280 originally but was talked into the 440. Not sure if I would of been better off with 1280 but the 440 was cheaper. they also have their newer modular ecu's out now.
The 440 seems it will do everything I want it to do and its feature rich for the money.
knock control , self learning fuel tables, self learning spark (if it works), variable fan and water pump control with a bit of fiddling around. I may run out of outputs for doing air idle control
If you get a 420d or 440 I will be able to help you out with a base map which will get you started up.
Their custom wiring loom is wired wrong from the factory so I can show you how to fix that as well (its just a shield wire and ground issue so its not too hard) and that will remove all the noise in the circuits.

As for Schaffer $1600 for the flow job +plus pac beehive springs to suit.
Hes starting on mine this week ...finally ...so I will have stock flow numbers and +1mm intake flowed numbers as well as numbers for my 45mm throttle bodies at 28vac to post in the next couple of weeks.
a clayed head will flow over 300cfm at 12mm lift, but my 45's wont flow that high they will flow 250 probably lower
I will soon find out.

Im considering a custom cam as I cant find the lift and duration I want atm in any of the off shelf cams.
and Im pretty sure 52mm throttle bodies will find there way into the build later on.

not sure about advanced headers, just thought you might go there seeing as they are next door, im sure they could accomodate you.
i have used AAA exhausts in richmond for an exhaust from headers back and they did a good job on that, but never got headers made.... i will need to now though same as you.
i was going to go for the 420d as it seems to have everything that i need. didnt see the need for traction control or flex fuel. it has dual maps so i can run e85 or regular fuel, just wont be able to mix it. the modulars look like a good thing, again, bit over the top for what i need though.

i went straight for the DTH 48's as i thought that the 45's might end up being a limiter for hp. curious to know.
that seems like a reasonable price if he is going to do valves as well. thanks for sharing.

I dont think it does dual maps when in TPS mode, it does do dual map in MAP mode.
I believe it has something to do with TPS still using the map sensor and you program map1 based on manifold pressure
and map2 on TPS.
My advice is buy the ecu last (1 week after you need to install it ) and buy what you think will do the best job for the money.

One of the good / bad things about Adaptronic is they remote connected to my ECU (Mark was in Indonesia somewhere) to tune the engine, Good that we finally got a stable idle with correct triggers and firing order, Bad that he basically cost me stock engine internals (glazed bores) while I was trying to convince/prove to them they had a firmware error (which was leading to every cylinder firing at different timing point) was fixed overnight.
Pitty that was after 5 sessions tuning at an hr and half each. And me telling him you cant keep doing the same thing and expect a different result.
So set me back 6 months waiting to get time with Schaffer. That is the reality of aftermarket ECU's they are only as good as the engines they test them on.
Do I still like adaptronic =Yes, Do I want to punch them in the face to the value of my motor=Yes

As for Schaffer I provided the valves , so that was purely for the port work.

Just buy a Motec and save yourself the hassles

In the end and with hindsight I would actually agree with you.
The cheap route is not always the one that saves the most money.

your right. it seems to require both MAP and TPS maps when tuning to get greater resolution for an ITB NA engine.
so i guess new maps would have to be uploaded from computer when changing fuels.

might have to do some pimping for a Motec.