Part 8 - Weber 40DCOE's and Exhaust manifold
To finish off the engine rebuild, the following items are required:
Performance camshaft - Kent FR32 Fast road/Rally- 285` - 2500-7000rpm
Adjustable vernier camshaft pulley.
Twin Weber DCOE Inlet manifold.
Weber DCOE carburettor service kits.
Weber DCOE needles, jets and chokes to match engine.
With all of the modification to the engine, we are expecting big things once finished, I reckon the whole lot will be good for between 140bhp and 150bhp.
Upon examination, the twin Weber DCOE's that we had were jetted for something a LOT smaller than the 2.1 Pinto that we now had. This means that all of the jets needed replacing. The spec. required when using twin 40 DCOE's on a modified 2.0 or 2.1 Pinto are as follows:
36mm chokes (the biggest that 40 DCOE's will accept)
140 Main jets
55f9 Idle Jets
180 Air correctors
F9/F16/F2 Emulsion tubes
40 Pump jets
4.5 Aux venturis
These figures were provided by information from Dave Andrews excellent engine tuning web pages, and from his equally excellent 'Jetting' program.
The car that produced the new engine and gearbox was a 1989 Sierra 2.0 GLSi. This car used the 2.0 Pinto in EFI form. The Pinto in these injection cars is much improved to the original 2.0l and is known as the '205' unit, due to the casting mark '205' on the engine block. The cylinder head design is also much improved. Block, rod and crank strength is also improved over the earlier design: A much better basis for a performance engine.
Also, this engine runs on unleaded fuel with no modifications. Other Pinto engines require hardened seats to be cut into the head.
Well, we ordered the engine parts from Burton Power, the Ford engine tuning specialists and on arrival the new bits were immediately out to work!
The camshaft, rockers, spray bar and valves were fitted to the now fully ported cylinder head. The new inlet manifold allowed us to connect the weber carbs and fit the cylinder head (temporarily) to see if any modification were needed to fit all of the new goodies in the engine bay!
Luckily, the manifold was not a especially long version, and the ram pipes we have for the twin carbs are also on the short side. It looks like we can run the carbs with simple trumpet socks and keep the bonnet line smooth, OR, we could fit nit big shiny K&N or Pipercross dome filters and have a cut-out in the bonnet. At least we now have a choice.
With the cylinder head in place it was now possible to trial fit the manifold and complete its construction.
The exhaust manifold is quite close to the steering column, but it does
not touch. I'm not sure whether this is relevant to the SVA or not.
The primary exhaust pipes are roughly 1.5" diameter, with the two secondaries
38mm internal diameter.
We've decided to take the two secondaries outside the bodywork, where join together with a 2-into-1 collector, before travelling the rest of the way to the silencer as a 2" diameter pipe.
The bodywork was removed so that it was not damaged while the exhaust system was trial fit.
With the exhaust system complete, it can be removed and the aluminum side panel cut to make room for the two secondaries.
The cylinder head needs to be fitted properly, as it is just in place on a few head bolts. The head gasket needs fitting and all the head bolts fitted. The adjustable vernier timing gear also needs to be fitted now that we have it, once on the timing belt can be fitted. Though we cannot set the timing properly as the electrics are not yet in place.
Before the head is in place, it also needs a coat of the heat resistant lacquer that was applied to the engine block. Also, the cam cover needs a small modification where the new alternator mount sits - it needs painting also. We will paint it a different colour to the block and head just to make it look a little better; possibly black.
This page updated: 25/Mar/2007