Bit of a read but some good info from some UK here.

http://passionford.com/forum/general-car-related-discussion/28692-is-there-a-better-designed-plenum-than-this.html

Good pics of the inside of the HART plenum - this follows the same principle as the MIS ones.

http://passionford.com/forum/general-car-related-discussion/345570-what-sort-of-inlet-did-yum-and-reyland-have.html

Mikes individual tb ones are interesting towards the bottom.

http://passionford.com/forum/ford-escort-rs-cosworth/261214-mis-magnesium-inlet-manifold-2.html

Post 100.

http://www.escortrscosworth.com/forum/showthread.php?t=815&page=4

Hi Lincoln,

Im steering clear of the 'swedish' plenums, going for longer runners to try and pick up some mid range. I have an EECIV manifold and plenum here ready to go in the interim which is reputed to match the RS500 plenum for flow.

Cheers,

Phil.

Yes small turbo ones are good. I had a look/go in at Jakes one of Graeme's saff and liked it.

quote:

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Originally posted by LINCOLN

Bit of a read but some good info from some UK here.

http://passionford.com/forum/general-car-related-discussion/28692-is-there-a-better-designed-plenum-than-this.html

Good pics of the inside of the HART plenum - this follows the same principle as the MIS ones.

http://passionford.com/forum/general-car-related-discussion/345570-what-sort-of-inlet-did-yum-and-reyland-have.html

Mikes individual tb ones are interesting towards the bottom.

http://passionford.com/forum/ford-escort-rs-cosworth/261214-mis-magnesium-inlet-manifold-2.html

Post 100.

http://www.escortrscosworth.com/forum/showthread.php?t=815&page=4

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There is certainly some good reading there!!

Looks like the MIS manifold is getting close to the money...runner length looks right and tb intake looks good.

Its a pity modern turbo technology wasn't around back in the 80's when the cossie manifolds were designed...nothing that could make big hp would make boost under 4500-5000 rpm so no need to design a manifold that was efficient under these numbers hence what we have in the std manifold designs.

I had a drive of Jakes car with the fabricated manifold years ago and yes...there is definately something to be said about runner length/volume/taper being optimised...the mid range was exceptional.

Cheers,

Phil.

I could get Graeme to get some dimensions off his for you.

quote:

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Originally posted by LINCOLN

I could get Graeme to get some dimensions off his for you.

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That might come in handy Lincoln

Things have been progressing well the last few days...the block is ready to have the torque plate mounted up and the bores will be honed to size tomorrow The only painful part of the torque plating process is the sacrificial Mountune WRC 4 Layer headgasket that will be used in the process[8~2] I have tapped all the threads for breather and oil take offs and the original oil gallery plugs have been removed with tapered plugs installed for easy cleaning of the oil galleries. The crank will go on the balancing machine tomorrow and the rods and pistons were balanced this afternoon. The pistons were spot on, each one was identicle in weight at 593g including rings, pins and retaining clips...what else would you expect from cosworth[:p] The rods were within one gram of each other with 2 @ 620g and 2 @ 621g. Once the 2 @ 621g were reduced to 620g the end to end balance was identicle between all 4 rods It will be interesting to see how well Arrow Engineering balance their cranks when the crank goes on the balancer tomorrow[:u]

Great to hear of progress...

Phil, why don't you use a cometic metal gasket??? i had one on my 500 and never had a problem? think they only cost around $168

Hi Ty,

I have stayed clear of the Cometic gaskets after hearing of a few failures on Cossie engines, although the failures may have been more so from incorrect ARP stud installs as they all used ARP studs. In saying that, we have just used a Cometic gasket on a friends 200 blocked and 10 long studded engine to delete the wire rings that were previously installed overseas. The WRC gasket sealing ridges overlaped with the wire ring groove but the cometic gasket sealing ridges didn't have any contact with the wire ring groove due to their slightly different diameter.


Its a good feeling to be moving forward again[:p][:o)]

Today the block came out of the acid which was more so to strip the old paint off the block than actually clean it. Tomorrow it gets the studs fitted up and the sacrificial WRC headgasket meets its destiny as it is clamped under the torque plate for the final bore hone That is the last machine operation on the block before assembly

I also adjusted the balancer rollers and mounted the crank on the balancer. All the goodies to be balanced with the crank are all with it on the balancer bed, 3 crank pulleys for various configurations, 2 flywheels and the pressure plate...the balancing should be done some time next week...then it is time to assemble the bottom end