Pinto stroker best performance camshaft...

[J-RS]

Hello M8s !

It's been over 3 years since I've posted here last time but finally here I'm again... I hope you all are doing well.


I would like to ask about the best performance camshaft ( not on the street ) to new built Pinto 2.0 stroker engine, which was built by my friend - TS member KR54321 and me.


Here is the engine spec :


Bottom end :

- big "205" engine block rebored to match 93,04 mm piston,

- Nural ( AE ) 08-206617-10 cast pistons, 93,04 mm with Goetze rings, machined ( lightened ) tops ( cant't find how much in mm ) to match the engine block and head gasket ( pistons goes a bit over top of the engine block ) - head gasket ( custom made ) 2,0 mm before instalatnion, 1,8 mm after instalation,

- crankshaft - modified to take Ford Fiesta / Escort 1.6 diesel con rods, around 2 mm offset, balanced with front pulley, flywheel and clutch pressure plate,

- Ford Fiesta / Escort 1.6 diesel con rods - smaller small ends, lightened with Sierra Cosworth bolts,

- flywheel - lightened, ARP flywheel bolts,

- engine capacity around 2260 cm2.


Head gasked :

- 2,0 mm before instalatnion, 1,8 mm after instalation ( as mentioned above ).


Valvehead :

- Ford Sierra 2.0 EFi head with modified ports and big valves,

- 1,5 mm or 2,0 mm taken off the head,

- Inlet valves 43,9 mm ( single groove ),

- exhaust valves 38,2 mm ( single groove ), a bit lightened also to get to get extra valve to TDC clearance.


Induction :

- Ford Escort Mk 2 RS 2000 "Series X" inlet manifold with Weber IDF 44 carbs, 36 mm venturies and F16 emulsion pipes, 80 mm trumpets - wide, bellmouth, Piper X socks filers.


Exhaust :

- 4 into 1 long exhaust ( as on the pictures ). As I know made in 80's by Eichberg Motorsport. Unfortunatelly I can't find the measurements I made but it has a quite long ( something about over 70 cm ) and large diameter ( something about 40 mm ) primary pipies and secondary pipecdiameter to match primary pipes.


Ignition and electronics :

- Ford Escort dual ignition coil ( 88SF-12029-A2A 0277A ), TDS crankshaft sensor, TPS, air temperature sensor, knock sensor and EMU Classic ECU management.


CR :

- estimated to about 12.4


Fuel :

- Shell V-Power Racing.



We were using this engine with regenerated but maybe a bit worn Burton BLF40.41 camshaft ( duration 324 deg, valve lift 0.450" ), standard single sprnigs, standard followers, ball studs and valve retainers. Measured around 10,5 mm ( about 0,409" ) inlet valve lift, 320 deg duration and about 10.04 mm exhaust valve lift, 333 deg duration.

The car ran well from the low revs and revved good over 6000 rpm but had no real power beyond this limit. Probably this cam isn't sufficent enough to get out all potential of this engine. We were suggested to use camshaft with the longest duration and highest valve lift possible.

I don't want to suggest enything but we were adviced Burton BF322. The problem in the Burton don't state "Inlet Valve Lift at TDC" in their technical specification therefore We can't check if this cam can be used in thsis engine, as we measured the biggest value of Inlet Valve Lift at TDC that we can use to 0.200".


I hope that You will help ( as always ). If You need some more data / specification - please let us know.



All advices and opinions welcome.

Thanks in advance M8s !


I would also to say sorry for all possible language mistakes if I made any, but during last few years I had not many oportunities to write in English.


CheeRS !

[Graham]

where do i start!

12.4 CR and cast pistons, good luck with that! they wont last at that compression.
big capacity pintos dont tend to make power very high up the rev range.
IDF's wont make as much power as DCOE.
almost never is a 4 into 1 best
i just dyno tested a 2337cc pinto, it worked well on a newman p5 and P6, which are basically same as HT1 camshaft. that made peak power at around 7000 rpm on 48 dcoe. i did try longer durations cams, they didnt not work, no more power just less torque

with such high compression you want a lot of camshaft, although a really mad one will have too much TDC lift for you so i dont know what to suggest, other than i dont think you have a well matched combination of parts

[Forest_rallying]

Hello M8s !

It's been over 3 years since I've posted here last time but finally here I'm again... I hope you all are doing well.


I would like to ask about the best performance camshaft ( not on the street ) to new built Pinto 2.0 stroker engine, which was built by my friend - TS member KR54321 and me.


Here is the engine spec :


Bottom end :

- big "205" engine block rebored to match 93,04 mm piston,

- Nural ( AE ) 08-206617-10 cast pistons, 93,04 mm with Goetze rings, machined ( lightened ) tops ( cant't find how much in mm ) to match the engine block and head gasket ( pistons goes a bit over top of the engine block ) - head gasket ( custom made ) 2,0 mm before instalatnion, 1,8 mm after instalation,

- crankshaft - modified to take Ford Fiesta / Escort 1.6 diesel con rods, around 2 mm offset, balanced with front pulley, flywheel and clutch pressure plate,

- Ford Fiesta / Escort 1.6 diesel con rods - smaller small ends, lightened with Sierra Cosworth bolts,

- flywheel - lightened, ARP flywheel bolts,

- engine capacity around 2260 cm2.


Head gasked :

- 2,0 mm before instalatnion, 1,8 mm after instalation ( as mentioned above ).


Valvehead :

- Ford Sierra 2.0 EFi head with modified ports and big valves,

- 1,5 mm or 2,0 mm taken off the head,

- Inlet valves 43,9 mm ( single groove ),

- exhaust valves 38,2 mm ( single groove ), a bit lightened also to get to get extra valve to TDC clearance.


Induction :

- Ford Escort Mk 2 RS 2000 "Series X" inlet manifold with Weber IDF 44 carbs, 36 mm venturies and F16 emulsion pipes, 80 mm trumpets - wide, bellmouth, Piper X socks filers.


Exhaust :

- 4 into 1 long exhaust ( as on the pictures ). As I know made in 80's by Eichberg Motorsport. Unfortunatelly I can't find the measurements I made but it has a quite long ( something about over 70 cm ) and large diameter ( something about 40 mm ) primary pipies and secondary pipecdiameter to match primary pipes.


Ignition and electronics :

- Ford Escort dual ignition coil ( 88SF-12029-A2A 0277A ), TDS crankshaft sensor, TPS, air temperature sensor, knock sensor and EMU Classic ECU management.


CR :

- estimated to about 12.4


Fuel :

- Shell V-Power Racing.



We were using this engine with regenerated but maybe a bit worn Burton BLF40.41 camshaft ( duration 324 deg, valve lift 0.450" ), standard single sprnigs, standard followers, ball studs and valve retainers. Measured around 10,5 mm ( about 0,409" ) inlet valve lift, 320 deg duration and about 10.04 mm exhaust valve lift, 333 deg duration.

The car ran well from the low revs and revved good over 6000 rpm but had no real power beyond this limit. Probably this cam isn't sufficent enough to get out all potential of this engine. We were suggested to use camshaft with the longest duration and highest valve lift possible.

I don't want to suggest enything but we were adviced Burton BF322. The problem in the Burton don't state "Inlet Valve Lift at TDC" in their technical specification therefore We can't check if this cam can be used in thsis engine, as we measured the biggest value of Inlet Valve Lift at TDC that we can use to 0.200".


I hope that You will help ( as always ). If You need some more data / specification - please let us know.



All advices and opinions welcome.

Thanks in advance M8s !


I would also to say sorry for all possible language mistakes if I made any, but during last few years I had not many oportunities to write in English.


CheeRS !

I’ll try and answer some of your questions as professionally as I can. What is the engine going to be used for, competition or just quick Road?

Firstly Your cubic capacity estimate is approximately 100cc too high. I think an offset ground crank with diesel rods gives a stroke around 80mm, you would need an 84mm stroke to give you your quoted capacity. Your crank combined with 93mm pistons will give you a capacity of 2172cc, I had the same combination with a Holbay crank and Cosworth pistons on a Rally engine.

How have you come to the figure of around 12.5.1 for your compression? The loss of approx 100cc from the block as already lowered that. Without knowing what your combustion chamber volume is it’s a bit of a guessing game. I wouldn’t be wanting to be using cast pistons above a max of 10.8.1.

The 40/41 cam is a high duration and low lift cam with quite a lot of overlap at TDC, it dates back to the 1970’s. The Burton BF322 is an out and out full Race Cam, is that what you want? If I were you I would be considering fitting a BF63 cam. It’s got around 130 thou overlap @ TDC, has both very strong mid and top end power, it makes the engine pull like a Donkey with a a thistle between his back legs. I speak from experience with this cam as it has won Rallies in the past for me with great success.

As for your carbs my only experience is with either Dcoe’s or Dhla Dellortos. There’s a Gentleman that’s sometimes on here from Belgium that makes sensible posts and he has run your type of carb many times on engines, maybe he can offer you some sound advice.

I hope this helps to point you in right direction with your engine.