quote:

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Originally posted by digginganddirt

ok wanting to no what's involved to get 125 hp out of a 1600 kent crossflow, and dont anyone say put a lead waight pinto in

so im thinking
single side draught 45 mm weber
kent 234 performance kit
ported head (how much not sure match porting mybe??)
duplex timing chain
stock bottom end
exhaust 2.25/exstractors
electric dizzy
lightend flywheel (again not to sure on how much want a little torque but with the heavy pistons dont no what a good comprimise would be?)
thats what i was thing this is all going on a 711m 1600 with low kays around the 50,000km ive been told and looks it so all thoughts welcome ohh and what revs would i be looking at max 6500??

cheers luke

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sounds very similar to what i have planned, but i already have;

single 45 on lynx manifold (rekitting as we speak)
kent 224 (some machining req'd)
elec ign
duplex chain drive
stock bottom end
2.5" exhaust already
unleaded head
stock flywheel
high flow oil pump

dont know how much i will get, but definately more than current :)

same thing with the install - but my issue is time.

i can put it all together myself, but i dont have the time...
or i can pay someone to do it, but i dont have a ball-park of cost...

let me know (roughly) what your quote is... if you dont mind :)

let us no how you go ive got some twin 40's for, "worked" head 1600 gt vavles, double vavle springs ect, and few other goodies for mine awaiting

ok new root with the motor tell me your opinions

1600

1300 pistons
bcf2 kent cam
uprated gt spec head, ported double, vavle springs gt size vavles
twin 40mm dhla's with 34mm chokes
and a 2inch exhaust

around 110-120 hp?

Trade the BCF2 for a 234 or even a 244. I wish I had gone 244 now.

The later cams have 1mm more lift and slightly less duration and will make power to 6,500-ish

the reason i choose the bcf2 is i dont have to get the pistons fly cut, do ya reckon it would make a big diffrence?

On the road it won't matter much. I ran a BCF2 years ago in the same spec and it was a good cam, plenty of power and torque.
The '2' series cams are just a newer design and probably a bit more efficient.

cheers somthing to think about it is my weekend driver (well once is done) but i will compete in motorkhanas with it to

I used JP engineering special 83.5mm pistons with 1300 size crowns and valve relief cut extra wide and deep,cant remember the part number but can find it for you and this set up uses std head gasket and results in just under 1700cc ultra reliable kent.
Also the flat kent head is capable of much larger valves than GT size
talk to Trick heads or superflow heads both in Sydney, and ask them about single valve springs, worked for me up to 8k very regularly.
Use a 1300 6 bolt flywheel, much lighter than 1600.
change your rocker posts to solid block type(smcka might have them in stock)or at least cast type,the alloy ones will break.
PS there should be an old post on here with part numbers, around the time smcka was building his engine.

quote:

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Originally posted by hendo

I used JP engineering special 83.5mm pistons with 1300 size crowns and valve relief cut extra wide and deep,cant remember the part number but can find it for you and this set up uses std head gasket and results in just under 1700cc ultra reliable kent.
Also the flat kent head is capable of much larger valves than GT size
talk to Trick heads or superflow heads both in Sydney, and ask them about single valve springs, worked for me up to 8k very regularly.
Use a 1300 6 bolt flywheel, much lighter than 1600.
change your rocker posts to solid block type(smcka might have them in stock)or at least cast type,the alloy ones will break.
PS there should be an old post on here with part numbers, around the time smcka was building his engine.

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oh thanks a heap for that, as for pistons i no all the poms bore them out to 83.5 or 85mm if ther game but to be onest dont see the point for the few extra cc's rather have all the extra life in the block

as for the head yeah i agree 100% but the main factor with that was i have a flate ported head with gt size vavles and double vavle srpings allready fitted if this doesnt prove to be anygood ill go from there.

thanks for the heaps up about the post will be getting them done for sure if there a common isue

i was under the impression the flywheels where the same waight im not exspert though, do you no what the 6 bolt flywheels came out of as my 1300 mk2 only has a 3 bolt worried me considering they where only 5/16 bolts lol thanks a heap cheers luke

FWIW. This may already be common knowledge as I am fairly new to the Escort scene.

Subaru valves out of the 1800 pushrod engine are worth considering and if you find an old motor then also very cheap. They are a nicely made valve and dimensions are;

Inlet - 41.4mm Stem dia - 8mm Lgth 109mm
Exh - 35mm Stem dia - 8mm lgth 109 (exh can be machined down a smidge)

This combination takes you fairly close to max without moving valve guides.

Stem dia and over-all lgth you should find very close to OE xflow dimensions. You can also use the Ford OE collet's/retainers (or the subaru double spring retainer can be also be used but needs some taken off the OD. Unfortunately the tapered double springs from the Subi don't fit -to big). Add some lash caps if you wish which should give improved geometry in the rocker setup/angles (ie. maximise the efficiency and lift of any given cam profile) with the std post height and pushrod lgth(assuming you aren't achieving the same objective with post heights and pushrod lgths).

cheers Ian