New Guy.

[AiToR51]

every time I read about a success pinto turbo history without spending a lot (there are second hand cosworth pistons and conrods not expensive) I regret of turboing my 2.0 DOHC and its soft/delicate conrods 


I like also a lot your work on the 2.9 

[Grey]

Thats a very good result. The stock pinto cam is pretty good for turbocharging.

I agree. Big turbo though. Kicked in hard at 5000rpm so i guess thats one of the reasons.

EFi pinto cam?

Yes, EFi cam.

every time I read about a success pinto turbo history without spending a lot (there are second hand cosworth pistons and conrods not expensive) I regret of turboing my 2.0 DOHC and its soft/delicate conrods 


I like also a lot your work on the 2.9 

Thanks mate! 

[Dave]

At 98 octane and 2.35 bar of boost it gave 357whp @ 5400rpm and 472wnm.
Very good in my eyes when using only a std pinto cam, what do you guys think?

So whats that about 410bhp & 400lbs at the flywheel on 34psi.

There decent YB figures, hp is a little low as can be expected but torque is around YB level at that boost.

So yeah good result.

[robrs2]

It's dam good, I'll have one please

[Grey]

Long time since last update. Well, much have happened since last time but not much with the 29er engine. At the moment the work takes a lot of time and I also got stuck in a CVH 1.6 Turbo build for my Fiesta MK1 so when that engine is done the next step will be to fix the 29er.
The 29er turbo I bought was indeed improved for turbo, but in the old fashion way. Lowered compression by taking off material of the piston, heads and putting double head gaskets. Not a good way so I will just go for the BOB pistons.

[Grey]

As you might know I'm building a RS-T Fiesta MK1 to have at track days and kick some Ferrari and Porsche butts on my way home from work. At the moment it is taking all my spare time. However, I prepared for a remake of the 2.9er and it will be next when the Fiesta is done.


My choice of car, Fiesta MK1, was because of its small size and also its fun to drive. This object was also very nice without rust and only 95000km on the speedometer. The 1.1 Valencia engine didn't make me happy so I collected some RS-turbo parts, a XR3i camshaft and mixed it together with an EFi engine. Result is this:

EFi CVH block with trigger and a home made oil return for the turbo.


Almost finished result.




Turbo is a Mitsubishi TD04HL-16T from a Volvo T5. Good for at least 300BHP.



Also I have upgraded to a BC5 gearbox. I could not stand driving it with 4 gears!  




So, I will just keep on updating about this little one until its time for the granny again!  
Next update, the engine should be finished. At the moment i have put in 12.9 head bolts, XR3i camshaft and RS-T pistons. With the Mitsu 16T turbo it should give me about 200bhp @ 15psi which will be more than enough. At start i will not run with the turbo though, winter is coming and 100bhp or 200bhp will not make any difference. Also I'm going to show you how easy it is to run a programmable EMS (Engine Management System) without doing anything to the harness, Plug N Play is my melody, and i got just the right thing to make it possible. To make it possible I will install a EDIS4 system that is very easy to work with. More about that next time.  


Cheers!

[capri v8 driver]

That would be fun to drive. 

[Grey]

I lifted the engine from the frame, mainly to be able to mount the rear crankshaft seal. Strange lego-construction of the entire engine can seem yet it is very simple that apparently works fine. 


In order to run EFi you have to have some type of trigger, the easiest is to take the built-in trigger that sits against the flywheel. A VR sensor that triggers against a 36-1 wheel that is simply molded into the flywheel.


The trigger is mounted on the engine block through an adapter triggering against the flywheel.


You can easily see where -1 spike is.


Then it was time to mount the clutch. I managed to stumble on a new RS-T clutch, so it will go there at first. It should hold for at least 150bhp.


The oil pan needed a fix, but after an hour it looked like this.




I was going to run without the heat exchanger at the oil filter, but since some water hoses go there and that winter is rapidly approaching, it's perfectly fine to get the heat up a millisecond faster.



Next update will be some numbers in the dyno!  

[Grey]

Well, it was time to let "FIA" show what she was made of. This day it was make-or-break!  

The first pull was not that very impressive, 34.15whp and 66.7wnm. After some spark retard things got better! Top note for the day was after increasing 4 degrees, she landed on 37.67whp and 69.5wnm, but on the second pull she gave less whp but more wnm: 36.77whp and 72.7wnm which is the official result. (don't bother the wnm text at the whp line, it is actually a typo from me when i got carried away!  )


If you look close you can see some interesting things about this engine that I can explain. The WNM top is because of the camshaft. It was constant for every pull and every engine got it more or less. On this engine it was more noticeable. The WHP decrease after 5600rpm is due to valve float, I actually heard it every time passing 5700rpm. Valve float at 5700rpm is not that very good. I guess it was not built for much power. 

If you calculate it with 15% drive losses it will be about 43bhp and 85nm which is very close to factory specs: 53bhp and 80nm. Since the lady is 32 years old i think it is probable. However, it is not much to drive around with so now it's time for some RS-turboing!  

[Grey]

I will make a fast update of what happened with FIA...

There is such a scarcity of space so there is a lot of thinking to get everything in place. To get it all as smoothly as possible I have tried to use the original stuff. This is not the easiest but I've managed to come across the right parts that should fit . The biggest problem has been finding a generator that fits, which I have now taken from a 89-90 Fiesta with the 1.4L CVH engine . This generator is extremely tight and pointing downwards and backwards instead of on the Escort or newer Fiestas where the generator is pointing upwards and forwards.

But , I've obviously not been idle just for this. No, now is the engine and the gearbox together and seals at the drive shafts are changed so now it will not leak any more there. Meanwhile, I've built a engine mount that fits the standard chassis mount. I took the original XR3i bracket, re welded it and boxed everything so it holds good. Instead of hanging the engine, it now rests on a rubber mount, which feels much better.


I have also done a bit of castling where the expansion tank had taken the place of the battery , the battery has been taken washer fluid reservoir and place the washer fluid reservoir has become less and must be put behind the tower on the left side where the expansion tank was from the beginning. Pictures will come.

On this picture you can see the huge washer fluid reservoir bottom right. It is gone and is replaced by a battery.


Because I 'll run an EFI setup, I had to fix a fuel pump and a return tube. This was easily done by inserting an in-tank pump, in this case a Scorpio Cosworth pump which should suffice well for the power I intended to pick .
For this I made a fuel return and everything worked very good when I tested it, it is smooth when the entire fixture sitting on the side so you do not even need down with the fuel-tank. :)


The engine as it was Nov 26, 2013.


I even made a hole in the firewall for the harness so the next update should be a little electricity (both EDIS4 and generator) , yeey ! 

[Grey]

As you can imagine my happiness then FIA was running again. Power difference is noticeably larger . 1st gear is now pretty useless while 2nd gear has on good road conditions good grip. The speedo out has not been a problem, even though 160km/h is not fancy it's a big difference compared with before when 140km/h was a slow process to reach. The sound is extremely cozy when the cam starts to work at 3000rpm and the engine produces a combined howling / roaring through the 2" pipe. Overall impression is quite simply NICE. 

Since I have not updated in a while, it will now come in retrospect.

Getting there The engine and gearbox were not directly a problem, it was when everything else was going to fit under the bonnet it became a problem. One must understand that when you put in a far too " big " engine in a too small engine room it gets full pretty fast. Yesterday I put in the last pieces and I can assure you that it will be a challenge to put in a turbo setup. Anything goes but it's been pure luck that I have found the correct parts to fit.


Everything went well when the engine was stripped but when the intake, alternator, manifolds, radiator, fan, coil, harness, water hoses, expansion tank, battery, washer fluid tank, air filter and air supply would fit so there was not much room to spare. All is well stuffed but without the risk of accidents or something like that, which feels good.
Here is a picture of before VS after so you'll understand a little better.


Anyway, the pictures below you can see a little what it is about and how the hoses go.




It's tight to the radiator and down pipe has a tight fit between frame leg and the engine.



I've been talking a lot about EDIS4 and there is reason for it. Since EDIS and TFI is fords most common trigger in the 90's , it's worth writing a separate line on this.




EDIS is the trigger system where a box control trigger and ignition, and then communicate with the EMS-box . This makes the whole system work very well and you'll also receive a perfectly OK coil pack that can handle pretty much power. There is also a plug n play kit that lets you simply plug in the PnP box in the original harness and start remap , it cant get easier. I will show this later in another update.

It thus I can easily run the standard EMS and then easily switch to PnP box ( which will happen sooner than intended ) is a very simple and quick procedure which has many advantages.
If you do not know anything abou electricity or do not want to keep working on it; then this is the right way to go. EDIS fits all motors and with a PnP box you can tune all types of engines, whether it is 4, 6 or 8 cylinders . Smooth! 

The harness was needed to be modified slightly because I did not have any relays or fuses in the harness so an early Saturday morning and a cup of coffee I started.



After some searching I found the features.
Overall it was 6st used:
* Battery plus
* Switching Plus
* + To COIL pack
* Fuel pump relay
* + To Lambda
* Output for tachometer

So when all was finished soldered I put on some cloth tape.


Then it was time to hook up everything. There was not an awful lot of time so it had to be mediocre this time, I'll switch cable-shoe ahead but function before is the melody this time.


EDIS module ended up under the battery...


...and the standard MAP-sensor ended up on the firewall.


Washer fluid reservoir could take place where old expansion tank was!


FIA also got new eyes since the old ones were really bad. One glass fell off so it was a must... 


And now it looks something like this. The battery is temporarily attached but it works.



It will some small fix to make her pretty but the key this time was to get her ready with the RS-T EFI-engine and BA5 gearbox. 

More to come...

[capri v8 driver]

Its looking good!!

[Grey]

Well, I just had the opportunity to weigh the little rocket.

Dirty like hell, she weighed in without driver and with about half tank and a few kg junk, the result was surprising! 


Before summer I will clean out the interior so she will probably get even lighter!
I guess she will be very fun this summer. 

[capri v8 driver]

740 kilo's is the normal weight of a mk1 fiesta 1.1

Mk1 1.1 base: 730kg [kerb weight]
Mk1 1.3: 775kg
Mk1 XR2: 800kg

I really like the xr2 version.

[Grey]

740 kilo's is the normal weight of a mk1 fiesta 1.1

Mk1 1.1 base: 730kg [kerb weight]
Mk1 1.3: 775kg
Mk1 XR2: 800kg

I really like the xr2 version.

Oh, in the papers of the car it says 820kg but maybe that is calculated with the driver. However, 700kg and 200bhp+ sounds like a fun weight to Power ratio! 

[Dave]

Ha Ha yes it does sound fun, but only 200bhp, I'm sure that will get boring after a day or two as it's only about the same power to weight as a Porsche 911 GT3 

[capri v8 driver]

it does bring you to the supermarket and back 

[Grey]

Hehe, it should do the job. 

Today I put FIA in the dyno and tuned her. I found about 5whp and a lot better fuel economy. Also she was to lean on high revs so that is sorted now. In total, it is a whole new car to drive.

The Power? 
77whp and 113wnm so it's about what a std 1.6 CVH has (89bhp and 98 ft·lb). However I got 8.0:1 pistons in it so it is pretty ok I think.

The old 1.1 OHV Engine made about 37whp and 73wnm.
So, it made more than double whp and 40wnm more to change to the CVH Engine that only got 0.5l bigger.

Would be nice with a Zetec blacktop though...