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Hi Ben,
Crossflows eh? Where do i start???!!!
I have run many a mk2 escort with 1100,1300 and 1600 crossflows, great little engines that rev freely but big power isnt all that easy. Obviously they are in slightly differrnt form as you know but i think the principles are very similar.
Start off with a full Ashley manifold and system and then a bolt-on K&N filter. Without an engine out job this is as far as most people go. You can however add electronic ignition to control things properly.
Next step is a re-profiled cam and to lighten and balance everything down below. Not sure if you can easily put twin webers on the engine in an XR2 but this is the way to go when the engine is in RWD form.
Other than this, a common thing is to bore them out to 1360cc and put high compression pistons in. I think from an 1100cc??
Sorry i cant be more help, but good choice with a mk1 XR2. This is the only fiesta i would even consider.
(srtip it out, full cage, buckets
= job done)
By the way, i have a 1760 x-flow with a big-wing sump, high comp pistons, L&B, steel crank and rods and twin 40s in the garage. Reputedly burton built. Interested???
Good to hear from ya mate!!
I got a 1600cc X/flow in it, and its such a mint car (no rust anywhere...and i mean anywhere!!!!)
The carpets are spotless, the seats are a bit darker than normal, but no rips nothing. 3 set of pepperpots that come with it...the lot....all for 600 quid!
Anyway, i was talking to vulcan engineering about thier maxiflow heads and there about 300 quid...for 12 odd hp with standard cam. But talking to the genius from puma racing we figured a full 1760, big valve head, high comp, twin webbers the lot would be about 3 grand...and being a student, no way!
I am very interested in your engine!! but scraping the cash together right now might be very hard. How much you looking for. The twin webber will go in easy with a new inlet manifold. An i was looking at the ashley system, 140 quid for the lot! inc manifold.
ANyway, hows your escort commming along?
Maybe you could help me out with the crossflow sometime, or just have a look and see whatyou think, its my first ford, but i read practical classics so like to think i could be comfortable with them...thank god ford make simple engines!!!
By monday i will have 3....pretty good yeah! i gotta stop, im so sick of being out of money, but hten again, i wouldnt wanna do anything else. Ill sell ya my whole clio RT in a while when its finished.
Top spec will inc 190HBP on nitro, and 140 without!
i might get some arrows con rods and a billet crand so i can push 200bhp+ on nitro....maybe a big valve jobbie....and when im done, no way am i breaking the car.
i know a bloke who is an ex-rally driver, he knows litterly everything there is to know about crossfows and lotus twim cam engines, he was telling me of all the engined he built (alot) the best he got from a 1600 was a bit under 150 bhp and a 170 odd from a 1800 conversion, this was all done with reasonably mild cams as it needed to retain lots of torque, i think the basic mods were twin 45s modified inlet manifold, head work, various other bits that escape me 1 box system all reasonably cheap, also a bloke i work with has got an old TVR with a heavily modified 1600 crossflow, and he had alot of it done by tuning companies and that cost him £4000 and that was 10 years ago!!! he was banging on about how its got mushroom pistons or somthing like that and he was gonna get a steel crank but at the time they were £2000 and now thier £200 or somthing,
basicly anything you want to know i could fine out for you, i expect they will be able to help with spares etc,
£600 was a steal, i remeber doing a search for a nice Mk 1 and the half decent ones were £2000+!!!! what you have is an appreciating classic,
lofty
yeah, he wanted 695, but i pretended to be so interested (well, i am really) and promised ot take good care of it, talked the talk. And got awy with 600 smakers!
anyway, the standard crossflow has such small inlet valves (38.2mm) and the largest you can get in there without the two valves touching is about 42mm but that is really pushing the limits. Anyway, you can fit offset guides to put 44mm inlets in but it requires so much work and costs a bomb. and the inlet ports are only 27mm wide/28mm deep, so opening them up is essential. And 1800cc is really really pushing the cylinder wall thickness, i duno if they will even go that big, the largest i have heard of is 85mm in a 1762cc capacity. Anyway, any help any of you, like contacts, or parts (secondhand or cheap, being skint) would be most appreciated....and general chit chat like this is most enjoyed.
cheers
Alright Ben,
Blimey, we should start a x-flow forum!! Didnt realise you lot were still interested in one of fords best designs!
This engine of mine. I was told by a friend of a kfriend (you now how it is) that there was a mk1 escort for sale near where i live going very cheaply and that had a very trick burton engine in it. I HAD to see it.
I went round with a tool box and a trailer but didnt have enough bits to get the thing runnig again (it hadnt started for a year and the bloke ahd filled it FULL of oil to stop it ceasing solid) It wanted fuel lines and starter wiring etc.
I got the car back to my mates rally school where it took us about 2 hrs to get the thing running. Ran it for about 5 secs to check it was ok before i paid for the rest of it. Then took it out of the car and never got round to dropping it into another escort.
So i dont really know what the real spec is. the guy i got it from didnt have a clue and told me what he had been told. that it was Burton built to a ery high spec.
The block is painted red and it has a chrome rocker cover. Other than that and the carbs it looks standard. Oh, i think it has a Aldon dizzy and i can see the lightened flywheel.
Anyway, the XE powered mk2 is almost finished. Went down to S yesterday to fire it up for the first time. Throttle boddies sound incredible!!! Even without a back box and while running it in!!!
After all that, it isnt the roller throttles that are fitted, its just the normal Lumenition throttles with MBE management.
They seem to run spot on, very smooth and the ECU sorts out any drop in revs or fluctuation of fuel pressure/air temp really well. Although at the moment, we are at running in RPM which is 3500. Very frustrating. we took it to 4000 after 100 miles and it flys. S reckon its between 225 and 230 bhp. But the advantage is it pulls from nothing and has a lot of torque all the way through the power band.
Next step is steel rods and differnt crank to get to 250 bhp. But we will try this first!
i live near oxford, the engine is in Bicester, (just north of Oxford). I am over there all the time, as its where we built the rally cars.
I am looking for about £400-450, as i said i dont honestly know its full spec so its a bit of a gamble for me to see and someone to buy!
Let me know what you think
All sounds good!
you can get custom con rods from arrows, not to pricy and very very strong!....duh, sorry you already know that....
Anyway, i think the butterfly TBs was a much better choice as in rallying your always adjusting the throttle!
And i am very interested in the engine, if i come up sometime, maybe a weekend, and can somebody help me fit it cause i dont have any of the tools i need in bristol. Then i could pay at a premium for the help.
Went for a drive in the XR2 today, surprising and disappointing at the same time. Loads of torque, beautiful noise, and burble on overrun. but you can feel it wheese at around 6000rpm (should i rev it this high?). I really need more power already!!!!
handling is amazing! and inside is comfy. But i really wish i had a 5th gear.
Would really like it if you could have a look at it sometime, as your quite a ford man.
Cheers
I will have a little look at your car no worries! But be warned, i am new to fiestas also, its Mk1 and 2 escorts i know better than the back of my hand.
Is it the supersport model you have got? I hear these are pretty rare and very nice.
What does it need to get the RWD engine into the FWD car. At a guess i should think different engine mounts, bell housing and clutch cable, maybe a smaller inlet manifold. Fiesta alternator perhaps? I can be around most weekends, whenver im not rallying really, let me know what you want to do.
BTW, any ideas with a small question on my clio 16v (1993). If you look under the PAS resevoir there is a 2-pin connector. Seems to be attached to a bracket. The mating half to this connector is attached to the main loom but on my car the two halfs arent connected. What is this and do i need it? Im thinking it maybe PAS fuild level? Ive never had the light come on but i keep it topped up.
no, not the super sports medel, i thought that model came out before the XR2 and the XR2 was born from it.
i think the engine ewill slip in and we just bolt the ancilaries to it from the fiesta, use the fiesta gearbox. If there the same engine, it should all fit.?
Dunno about the PAS, but your guess seem about right, couldnt be anything else.
Best thing to do is give one of the companies out the back of classic ford (one of my bibles!) a ring to see what they reckon about the transplant.
Ill have a dig see and and if i can uncover any info about the job in hand.
As you say, underneath all the acnilleries is the same engine right?
Reckon its got to be worth a go at least...
yeah, its 20 now......not my baby, more like a friend who i never knew i had. I think, just swapping everything over will be ok. I mean, its the same block, so it should ude the same mounts in the fiesta. APart from that, i looked and there aint much space to run DCOEs. W might need some down draught carbs instead. Oh, out of interest, me and some mates have been argueing over what DCOE means, could you clear it up.
The 5 speed drops in i think, not too much, and its a common conversion so there is a kit available.
And i read in the back of CCC (maybe its still for sale) a black MK1 fiesta, with a x-flow, 1700cc, pumping out 181bhp at 8500rpm....surely, this cant be true!!!
it would be famous then right.
I have looked out some text as to exactly what all the numbers mean.
"All Weber carburetors carry a basic model number which is stamped at the base of the carburetor on its mounting flange. The most well-known is the good-old "48 IDA", a masterpiece of design and a marvel of precision machining that has been around since the early 60s with only minor revisions. In this case, the number 48 indicates the carburetors size. It tells us the carburetor has a bore diameter and throttle plate size of 48 millimeters (about 1 15/16"), while the IDA suffix tells us that it is a high performance downdraft carburetor. There is also a 40 & 46 IDA/3C. Again, a high performance downdraft, available in 40 and 46 mm sizes. The 3C means this ones a "3-choke" (the in-line three barrel). The 40, 42 and 44 DCNFs are compact twin-throats which feature a cold-start. As the prefix numbers indicate, they are available with bore diameters of 40, 42 and 44 mm. Then there are the sidedrafts - all Weber sidedraft carburetors carry the suffix DCOE, their prefix numbers (sizes) ranging from 38 mm all the way to 55 mm (thats close to 2 1/4"). So you see, all those numbers and letters really mean something. Its all pretty simple.....So, the next time someone mentions hes running Webers, ask him whether hes running DCOEs or IDAs and pick up a few bench-racing pointers"
Its all taken from this web site. see what you think.
http://www.teglerizer.com/dcoe/inglese/inglesetuning.htm
181 bhp seems very high to me. A highly tuned 2 litre pinto doesnt make much more reliable power than this. you would need nearly 1800cc to get that power i think, then the cylinder walls are dangerously thin...but you never know what some people do.
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