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Discussion Starter #1 (Edited)
spi turbo build

im make this my offical spi turbo on a budget along the lines of
what jeffescortlx did im open to all suggestions feel free to give me feedback and any negtive feedback will be takein as motivation
i have pics if u scroll down
 

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I AM DA FOCI FANATIC
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I think the escort RS has a ZETEC motor.

You should be able to google what motor the RS has.
 

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the escort rs had the old cvh head. single cam they were not ztec motors. i did see a website in which they used the ztec block and cvh head!
 

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Discussion Starter #6
the guy i was going to get get it from wanted more to ship it oveseas then the actual manifold
but i got a 1g dsm turbo mani to work with now
 

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Discussion Starter #7
im doing a homemade SPI turbo build. its gonna be along the line of what mr JEFFESCORT did but i kno for sure its not gonna be $260 i will be doing my own fabrication for me so far all i have to make is the bracket to hold on the manifold. and also i have to weld together the downpipe. to add i am keeping the cat cus here in illinois they test us. im not planning to boost above 6psi seeing that i have the auto tranny. it would be cool to have turbo spi focus seeing that not hat many ppl has done it. i need some insight on useing a fuel mangement unit
ok so im gathering parts so far i got
the 1g dsm turbo manifold $32
sr20det t25 turbo im rebuilding $60
t25 adapter plate $35
 

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the 1g dsm turbo manifold $32
sr20det t25 turbo im rebuilding $60
t25 adapter plate $35
Save your self some trouble, and just find a DSM T25. Dont use an adater to fit somthing else, the adatper will push the turbo closer to the hood, it's allready really close with out an adatper.
 

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Discussion Starter #11
oh so the items i ordered camein today i have pics of everything

n venom rouge just by you saying that is just motivation for me

jeff i have the adapter its not really that thick but i have pics i will let u decide
 

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Discussion Starter #12 (Edited)
i got the pics now
i switched the turbo to a dsm garrett turbo
note: I DID NOT PAINT IT RED







this is the flange i will be makeing the down pipe off of


this is the manifold i started to drill but my drill bits are dull but you can see where i started drilling
 

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Discussion Starter #13
pics up
 

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hardes part is the oil return
You can drill and tap the top of the pan or use a pump and pump it in the crankcase breather.
Oil source is fun as well
 

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oh my...


SPI turbo = fail.
Is'nt there some peanut butter you should be eating? [thumbd]
I'm gonna take a wild guess and say you know nothing about a turbo CVH? I'm I right?
 

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FF Cleaning Squad
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VenomRogue I edited your post, please go be a douche bag somewhere else. Your negative comments are not welcome nor needed here.

If it was even a joke be sure to make it funny next time.
 

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Is'nt there some peanut butter you should be eating? [thumbd]
I'm gonna take a wild guess and say you know nothing about a turbo CVH? I'm I right?
VenomRogue I edited your post, please go be a douche bag somewhere else. Your negative comments are not welcome nor needed here.

If it was even a joke be sure to make it funny next time.
HAHAHAHAHA [rofl]

Im with them, keep your negitive coments to your self!
 

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i think the 1st generation escort gt turbo(1983-1985) turbo manifold can fit on the spi. i may be wrong. the 1.9 liter escort gt's intake manifold can fit on the 1st gen 1.6 motor! it is worth checking out.

http://www.evalbum.com/99
http://www.edmunds.com/insideline/do/Features/articleId=49542
http://www.escortfocus.com/html/history.html
http://www.motorbase.com/vehicle/by-id/-524144474/
[edit] 1.6
The 1.6 L CVH was used in the 1980 European Escort and 1981 North American Escort. Bore was 80.0 mm (3.149 in) and stroke was 79.5 mm (3.130 in). Output was 69 hp (52 kW) and 86 ft·lbf (117 Nm), while European versions produced 90 hp (67 kW) in standard carburettor trim for vehicles with automatic transmission and 97 hp (72 kW) for the Fiesta XR2 and the Escort XR3, or 105 hp (78 kW), 108 hp (81 kW) or 115 hp (86 kW) in various fuel injected versions. The 115 hp (86 kW) version was restricted to the very rare Escort RS1600i - a tuned version of the mainstream XR3i.


[edit] 1.6 Turbo
An uprated, turbocharged version of the 1.6 which was developed by Ford Europe for the hugely popular RS Turbo version of the Ford Escort and also later the Ford Fiesta. It made 132 bhp (98 kW) at 6,000 rpm, and 133 ft·lbf (180 N·m) of torque at a very tractable 3,000 rpm. The boosted engine was substantially smoother than it's normally aspirated cousins, the forced nature helping to damp out unpleasant harmonics. The block was slightly modified to provide an oil return from the turbocharger. Crankshaft and connecting rods were identical to the lesser 1.6 models, but the Mahle pistons were unique to the RS Turbo. These are manufactured using a pressure cast method, which makes them considerably stronger and more expensive than the normal cast pistons. The pistons dropped the compression to 8.3:1, allowing the use of large amounts of boost pressure. The standard engine only needs 7 psi of boost to produce its quoted power output, and is considered to be detuned from the factory. Because of its strength and detuned nature, tuners continue to increase the standard figures by more than 100% for a relatively reasonable fee. Even today, some 20 years after its release, new ways are being developed to extract even more performance.


[edit] 1.9
The CVH was bumped up to 1.9 L for the North American 1986 model year Escort. Bore was now 82 mm (3.230 in) and stroke was up as well to 88 mm (3.465 in). This stroke length would be used in the 2.0 L CVH engines, and continued into the Zeta engine which replaced it. This long stroke necessitated a raised engine block deck, a design also shared with later units. Output was 86 hp (64 kW) and 100 ft·lbf (136 Nm) with a carburetor; when electronic throttle-body fuel injection was added, the basic 1.9 added four horsepower, although torque was little changed.

Electronic fuel injection and hemispherical "hemi" combustion chambers were added for 1987's Escort GT, bumping output to 108 hp (81 kW) and 114 ft·lbf (155 Nm). This engine developed a good reputation for performance and surviving GTs of this generation are quite fun to drive.

The 90-horsepower 1.9 of the late 1980s, particularly when equipped with either the four- or five-speed manual transaxle, was notable for delivering outstanding fuel economy. Somewhat surprisingly, four-speed Escort Pony models achieved better mileage than five-speed cars, with upwards of 30 mpg in city driving and 40–45 mpg on the highway not uncommon.

The second generation of American Escort got sequential EFI for 1991-1996, but power and torque was little changed at 88 hp (66 kW) and 108 ft·lbf (146 Nm) respectively.

The second generation was one of the most durable, long lasting engines ever produced by ford. In racing applications the 2 valves per cylinder allowed for high revs.


[edit] 2.0
The 2.0 was introduced in the 1997 Escort. It now used split port induction and produced 110 hp (82 kW) and 125 ft·lbf (170 Nm). The additional displacement was achieved by boring the 1.9 engine to 84.8 mm (3.339 in). It is the most refined CVH engine made, and continued to deliver excellent fuel economy, although due to the cars' increased weight, mileage is somewhat less than earlier models (usually mid-20s city, mid-30s highway). It is also the last CVH engine made and saw an end to production in the last of the 2004 Ford Focus LX/SE sedan and wagons.


[edit] Applications
1980-1986 Ford Escort Mk. 3 (Europe): 1.1 L, 1.3 L, 1.6 L
1986-1990 Ford Escort Mk. 4 (Europe): 1.3 L, 1.4 L, 1.6 L
1990-2000 Ford Escort Mk. 5 (Europe): 1.3 L, 1.4 L, 1.6 L (1.6 L replaced by Zetec in '92)
1981-1984 Ford Escort (US) 1.6 L
1981-1984 Mercury Lynx (US) 1.6 L
1982-1983 Mercury LN7 (US) 1.6 L
1985-1990 Ford Escort (US) 1.9 L
1985-1987 Mercury Lynx (US) 1.9 L
1991-1996 Ford Escort (US) 1.9 L
1991-1996 Mercury Tracer (US) 1.9 L
1997-2002 Ford Escort (US) 2.0 L
1997-1999 Mercury Tracer (US) 2.0 L
2000-2004 Ford Focus (US) 2.0 L
1983-1989 Ford Fiesta Mk. 2: 1.3 L, 1.4 L, 1.6 L (1.4 L replaced 1.3 L for '86 model year)
1989-1995 Ford Fiesta Mk. 3: 1.4 L, 1.6 L (replaced by Zetec '93 model year onward bar 1.4 Si)
1988-1993 Ford Sierra: 1.6 L, 1.8 L (Replaced Pinto from '89 model year onward)
1983-1986 Ford Orion Mk. 1 (Europe): 1.3 L, 1.6 L
1986-1990 Ford Orion Mk. 2 (Europe): 1.4 L, 1.6 L
1990-1992 Ford Orion Mk. 3 (Europe): 1.4 L, 1.6 L
1982-1988 Ford EXP (US) 1.6 L and 1.9 L
1982-1993 Morgan 4/4 1.6 L
Note that the 1.1 L version was only offered in Continental Europe, 1.1 L Escort Mk.3's for the United Kingdom used the 1117 cc Kent engine although some right hand drive examples were built with the CVH mechanicals in this capacity including the van variant.


[edit] CVH-PTE
The CVH-PTE is a revised version of the Ford CVH engine which was introduced on the European Ford Fiesta 1.4 Si in 1994 and the Ford Escort in 1994. It features multi-point fuel injection and a thicker crankcase to combat the harshness at high revs, although the 1990s saw it gradually being phased out in favour of the newer Zetec 16-valve unit.


[edit] See also
List of Ford engines
Technical CVH information
Retrieved from "http://en.wikipedia.org/wiki/Ford_CVH_engine"
 
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