He's a first class beaut this guy.
He's a first class beaut this guy.
What, this video
http://youtu.be/_WMCNXGTWaE
Some people will always be better graham the hpe boys are using everything they can on the drag strips for times, they are running the bare minimum, English axles no tramp bars I'm sure they are running 4 speed boxes and are sitting on the limiter just before they go over the line. No doubt they build brilliant engines but all them tiny weight losses and the right gearing your going to have a rapid motor on the 1/4 mile.
Will be interesting to see how it drives, agreed it is how it goes that matters, rolling road numbers are almost meaningless vs when rubber meets the road, sure it will be very lively in the mk1 and not needing big rpm's it will last a long time between rebuilds
The short rod ratio is helping perk up the low end I am sure, long rods are better for high rpm cylinder filling, very large inlets & 15mm+ lift would be a must for big top end from high CC guaranteed, but that would be a completely custom big ££££'s build, this is a good sensible combination without costing the earth and will upset a lot of 16V motors worth at least twice the money I am sure
There is always more modifications that can be made but sometimes you have to draw a line and build something super reliable with big torque, big HP is great but it takes 3 times the effort and 2x the money to get it
"Horsepower sells cars, torque wins races" - Enzo Ferrari
you said it |
although the rods arnt exactly short, the rods are 131.5mm long so the rod/stroke ratio is almost identical to std pinto, i could of gone longer but would of had to sacrifice a compression ring or risk a fragile piston design, or at teh very least a custom piston to just gain a fraction more in rod length. im happy with the compromise
Last edited by Graham; 15-07-2014 at 15:28.
i might add ive seen all the FB BS, this wasnt a money no object ultimate build, and i never expected ultimate power, decent power, strong and reliable was the goal, within a sensible budget
how many engine builders reply to the question what can i rev it to? "with just see where it goes it wont break, 8500 wont trouble it" i think greenald took it to 8700 on one occassion, and 8500 most.
unlike all the drag strip queens that get scared after a quarter mile, this was built to spend hours not seconds having the arse revved off it, if andy said he was going to do a 24 hr race on it i wouldnt be bothered, just gutted if i couldnt get some seat time
Doing a 1 hour race at spa next year
Exactly, i tried not to comment on FB but couldnt help a little wind up.....light hearted though.
I'm the same i have been throwing some fuel on the fire on FB, he is really going off on one. I understand what you have done totally with the engine and i think it is a great motor with out all the costly bits ££££ that get you that bit of extra peak power. It is a better engine than my 2350cc 16v! A much better torque curve.
as far as im concerned this is stage 1, hell its not even fully optimized yet! and even if i say so my self, i rate the ashley 3 piece, however i do think we are reaching its limits in terms of peak power, but im not ready to consider changing it given that torque curve as it stands
there is one interesting point at work here, a p5/p6/ht1/e which are all essentually the same or what ever you want to call it does next to nothing below 4000 in most cases, too much lift at tdc etc etc, is what said of it, all i can say is the cam in this has MORE, and yet its not a peaky monster.
if i was to make one internal change it would be the inlet valve size, its on 44mm valves, and the only reason for that was the lack of anything bigger in the right length material and stem type. i know 44mm valves are costing me airflow
Last edited by Graham; 16-07-2014 at 08:26.
Exactly Graham it is a strong torque engine that will Move the Car from even low rpm's all the way up
Big cc bottom ends are under valved vs the cc and benefit from even really tight LSA's making lots over overlap, the chambers are larger and need more overlap to fill and also getting the inlet open sooner is a good thing to feed the larger cylinders, "big cams" perform from far flow rpm's with high cc bottom ends
Larger inlet valves would make it breath better at high rpm for sure but can always be done some other time If wanted, the main thing is that it is making big torque and doesn't need a lot of rpm's to make it go like hell out of corners
"Horsepower sells cars, torque wins races" - Enzo Ferrari
Gaz really does still have a bee in his bonnet doesn't he! One day he will get over it, bu the funny thing is though, the engine in his car is not even a harris one though is it? I thought it was built by Wayne Mitchell?? I think it is probably on there as that is the only place that hasn't banned him so he can rant all he likes!
Great engine Graham, just proves what can be done with a sensible budget like you say and it is only stage 1, i look forward to further instalments to this build!
Dan
Old Fords never die.....................they just get made faster!
I don't know much about pintos but that looks like a snorter!
Plenty of engine builders do that - it's how they say "bring me your business rather than going elsewhere!".
It looks like a tough job being a engine builder as on a good day they're a genius, on another day they are wet and f###ing useless!
I hear these kind of comments pretty much every time I visit a engine builder / machine shop!
Either way there's a reason Graham is building these engines so that's advertising enough! Pity I can't afford one!
Can't wait to hear how it gets on in the car and on circuit.
Last edited by HonkyWhiteTrash; 16-07-2014 at 11:38.
That's very impressive, the cam choice is ideal, the torque will punch that little Escort around tracks like never before.
Great work guy's
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nice build thread for turbosport well done graham
built a few of these engines still love reading these threads
so when do we get too see more pictures off the build. Pictures where abit shy in this thread , would love too see more pictures of the porting etc or was it nothing overly special?
its not dead till it's buried!
T.I.T engineering. "Feel the power!"
theres a couple of reasons for the lack of pics and light detail, firstly time constraints, rather than pottering around at home which cost me nothing, im now have £300 a day overheads, which means loosing an hour here and there taking pics and updating threads has become an expensive luxury i cant afford when there is other work which pays retail money, not to mention i needed to just get on and get it done, so i actually took almost no pics. secondly im not yet ready to go properly public with what i actually did, which is why i havnt shown all, i will when im ready
if you look at images from cnc heads, the only view they dont show is the short turn, i wonder why? well actually i dont, i know why, on most heads its the single most important aspect of porting.
what i will say is the port is NOT a shape i would use on a road car. what i have done is to sacrifice low lift flow in the name of mid and high lift, this might seem like a double whammy because you loose out on opening and closing, but its my opinion on a high reving high airflow engine, you only really loose on the opening, air has inertia, a large slug of air once moving will keep barreling into a cylinder through a nearly shut valve just like a turbo makes an inefficient port flow more, obviously its nothing like having a bar of boost though.
but as you asked i might take a pic of two i of one of the heads that never actually made it onto the engine.
Last edited by Graham; 16-07-2014 at 23:29.
fantastic, sounds real interesting. a lot of my pottering in the shed is based on your previous engine builds as they are usually extremely helpful, descriptive and full of pictures lol if you do get the time to post some pics it would be highly appreciated
its not dead till it's buried!
T.I.T engineering. "Feel the power!"
here one of the actual engine, note i have moved the manifold up, the plugging of the stud holes and redrilling was all done by hand, and as such makes the manifold a lovely snug fit.
it had to be moved up to give something to seal on, that said there isnt a gasket in there just some high quality sealant. im 100% aware that i could of used port filler to maximise moving the port up, but it can come out, so it wasnt a risk i wanted to take. although i havnt had any issues using triple or even 4 groove valves, for insurance purposes the valves collets and retainers are all paul ivy single groove, so if im going that far to bullet proof it i couldnt bring myself to start filling the ports with glue or whatever.
Last edited by Graham; 17-07-2014 at 08:43.
most of my builds i use i victor rienze gasket, with either std or arp stud kit, at 93mm the reinze does over hang the bore a fraction, that doesnt seem to be an issue, but it was a potiential failure i wanted to avoid. you can see the mls gasket in that picture, ive probably said elsewhere head bolts are nos ford spline, imho, a steel gasket and arp bolts are a bad combination, neither will give, so theres a fair risk the block will instead, as i said, just my opinion.
Last edited by Graham; 17-07-2014 at 08:49.
good picture, quite interesting. you've moved that port up quite abit.
its not dead till it's buried!
T.I.T engineering. "Feel the power!"
Loctite 5699, its nice and thick, put a thin smear on the manifold face and it wont ooze out all over the place, although not recomended as such, it seems to make a good exhaust manifold gasket sealant, in place of conventional gaskets which blow out
i've used rtv silicone on exhausts for years, works very well. I get about 6 months daily driving out of it on the manifold face.
its not dead till it's buried!
T.I.T engineering. "Feel the power!"
i'm tight.
its not dead till it's buried!
T.I.T engineering. "Feel the power!"
I've had the same tube for about 3 years now. best 7 quid ever spent. use it on rocker cover gaskets too. exhaust system joints. these felpro big bore exhaust gaskets are about 12 for 4
its not dead till it's buried!
T.I.T engineering. "Feel the power!"
Giving the engine a shakedown
http://youtu.be/EyPyOgdt9ik
Looks like a BIG increase in torque vs the old engine, quite a few people are going to wonder what you have done to the car!
Like the 7 speed, keeping the engine in it's sweet spot, also the torque delivery of the engine is nice a smooth
"Horsepower sells cars, torque wins races" - Enzo Ferrari
50lbftLooks like a BIG increase in torque vs the old engine,
depends on what you mean by big torque, we have big torque by pinto standards, but were hardly in turbo or tuned v8 territory
blimey that handles well, looks very stable given the conditions, is the weight difference noticeably different to the xflow?
its not dead till it's buried!
T.I.T engineering. "Feel the power!"
There's boat wrong with a xflow
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