Very informative, thanks for posting. That pinto looks very much like the one I had in a Mk1 RS2 that I sold to Lee last year. Simpson manifold, twin 50’s, small plugs, Ron Harris blue cam cover, 205 black block, same looking cam wheel etc. I took it to a rolling road where it made 162 bhp and 144 torques at the wheels, think that is around 194 bhp, 170 torques? it was supposed to be a 2.1. It was a smooth engine, you could not use full throttle until the late 3000 revs and went well as the car only weighed wet 890kgs.
I coulnt see if by using single valve springs an additional damping spring. U could use a single heavy duty from good quality, but at typical highr 8000 rpm rev race/rally cam, ( considering valve weight also with them used as often being larger ) a second vibration damperspring is needed. correct me if i am wrong. maybe a "beehive" shaped progressive valvespring an option. if is there any for the OHC pinto, may perform better. Just trying thinking with ya
My 71 pinto had the 2.0. Hated revving over 4K. Buzz city. Was told it was due to trans issues. They used motor in vw setups and it would rev to 5he moon
Love your videos. The griding away of vavle guides is an interesting subject. For a low mileage use kit car can we get away with such a change or are there shortened guides to be installed. Currently I've a injection head to modifiy when I have time.
Very interesting - as always. Those conrods look very beefy, even more than the 711M Kent rods. When you say "1600 Diesel" conrods, are they from an LT engine ?? I don't think we saw a Ford Diesel that small in Australia.
Wonder how many owners that unit has been through. Those Harris engines are expensive enough for the original bill payer, to look after it. Been lucky enough to dyno a few of their units over the years, spend most of the time sorting drivability, seems most chassis can't handle the sort of torque they put out. Getting the No's at the top end is the easy part, very impressive units.
@gf845 Pinto came with 1.6, 2.0 and starting in 74... the 2.3. Mine are the same engines used over there. So, if I buy performance parts I get them from the same guys you get them from. I just pay more for shipping.
@gf845 As I wrote from my first comment. I own a 71, 72, and a 73. My 73 has a 1.6L and my 71 and 72 have the 2.0L. There were no 2.3's offered in those years. Hence, your original reply had nothing to do with my comments since I didn't mention or refer to 1974 and later Pinto's. I found your reply irritating since anyone reading my comment would know 71-73 Pintos utilize the European EAO engines. American manufactured 2.0L engines (1983-1988) were just small bore versions of the 2.3L. These are not to be confused with the European 2.0L engines.
love your vid`s , there very down to earth you tell it like you should tell it , just a Q the origanal ford derv engine back in the day was 1800cc you say the conrod`s are from a1600cc derv would that be the 1600 pug engine ? .keep up the good work and the good vid`s coming
I would like to see what a 1600 pinto with weber 34 icf carburetor and mild road cam with slightly portted head with bigger inlet valves would make for a road going classic ford as thier more available thanks
Not sure what you mean by more available. Ford themselves uprated the 1600 to make a 1600gt it had a 2.0 cam and 32/36 twinchoke weber, they made 88bhp. even without the 2.0 cam a 1.6 gains a noticable chunck of power simply fitting a 32/36 weber, so id have to say it would be pretty pointless uprating the head and cam only to feed it with a 34mm single choke carb. .
@@PenguinMotors Thanks, I was curious. Mine was built in the 90's in the UK and brought here to Canada. 11.5:1 2.2 with a Burton head, Kent FR33 cam and twin 48 Dellortos. I'm in the middle of a re-build, so your vids are just what I've been looking for. I haven't built one of these before. I have a new respect for the Pinto. It was stupid fast in the 7 even when hurting. I can't wait to try it when it actually runs right.
I think that was the engine out of my old mk1 jah500n i sold the car to wheeler dealer it was Andy Harris old engine good strong engine that had took loads of abuse for a very long time
i agree, we dont know how many times it may or not have been apart, but as for why its blowing oil out thats easy, tired rings, 7 thou piston to bore clearance and a chunk missing from a compression ring, nuff said!
Correct, the low rpm loss is mainly because the DGV wants more advance low down, with a mild cam and sensible chokes sizes the DCOEs add significant low down torque and require less advance
rod ratio ? cast pistons are about 0.001" / inch of bore, hypereutectic possibly less, forged at least 1& 1/2 times as much as cast , crankcase pressure probably ring flutter, a few mods to do if it going to be a street engine, valve guides being cut will not help life expectancy , look forward to seeing the combustion chambers, I bet this was a nice engine once upon a time , but it appears to have been butchered , shame !
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It’s always interesting to see what other parts people use to make a performance engine from other engines/manufacturers
I’ve been trying to find a video of this, 🙏 thank you so much 👍❤️
Great video and well explained details
Very diplomatic and also very interesting Graham, keep up the good work.
Cheers
Dave. 😀
Love your work, looking forward to the next instalment 👍🙂
Another excellent video
Thanks for sharing. Very interesting.
Nice keep these coming x
Great video
Great Vid!
Very informative, thanks for posting.
That pinto looks very much like the one I had in a Mk1 RS2 that I sold to Lee last year. Simpson manifold, twin 50’s, small plugs, Ron Harris blue cam cover, 205 black block, same looking cam wheel etc. I took it to a rolling road where it made 162 bhp and 144 torques at the wheels, think that is around 194 bhp, 170 torques? it was supposed to be a 2.1.
It was a smooth engine, you could not use full throttle until the late 3000 revs and went well as the car only weighed wet 890kgs.
Great watch 👍
Interesting video. 👍.
Interesting that it ran as well as it did!
Very interesting video, can't wait to see the rebuild process and what difference it makes.
I coulnt see if by using single valve springs an additional damping spring. U could use a single heavy duty from good quality, but at
typical highr 8000 rpm rev race/rally cam, ( considering valve weight also with them used as often being larger ) a second vibration
damperspring is needed. correct me if i am wrong. maybe a "beehive" shaped progressive valvespring an option.
if is there any for the OHC pinto, may perform better. Just trying thinking with ya
My 71 pinto had the 2.0. Hated revving over 4K. Buzz city. Was told it was due to trans issues. They used motor in vw setups and it would rev to 5he moon
Love your videos. The griding away of vavle guides is an interesting subject. For a low mileage use kit car can we get away with such a change or are there shortened guides to be installed. Currently I've a injection head to modifiy when I have time.
low mileage car it will be fine.
Very interesting - as always. Those conrods look very beefy, even more than the 711M Kent rods. When you say "1600 Diesel" conrods, are they from an LT engine ?? I don't think we saw a Ford Diesel that small in Australia.
Wonder how many owners that unit has been through. Those Harris engines are expensive enough for the original bill payer, to look after it. Been lucky enough to dyno a few of their units over the years, spend most of the time sorting drivability, seems most chassis can't handle the sort of torque they put out. Getting the No's at the top end is the easy part, very impressive units.
I usually check bore straightness with a deck plate on and the main caps torqued.
Maybe so but 7 thousands piston to bore clearance makes it a pointless exercise the bores are junk
Hello to all of you from Palm Springs, California. My 71, 72 and 73 Pinto all like when these videos drop. Haha.
This is the European pinto engine. Not to be confused with the American Ford pinto car
@gf845
Pinto came with 1.6, 2.0 and starting in 74... the 2.3.
Mine are the same engines used over there. So, if I buy performance parts I get them from the same guys you get them from. I just pay more for shipping.
Ours came in 1.3,1.6,1.8 and 2 litre.
Your US 2.3 is very different engine
@gf845
As I wrote from my first comment. I own a 71, 72, and a 73. My 73 has a 1.6L and my 71 and 72 have the 2.0L. There were no 2.3's offered in those years. Hence, your original reply had nothing to do with my comments since I didn't mention or refer to 1974 and later Pinto's.
I found your reply irritating since anyone reading my comment would know 71-73 Pintos utilize the European EAO engines.
American manufactured 2.0L engines (1983-1988) were just small bore versions of the 2.3L. These are not to be confused with the European 2.0L engines.
At least that cover has belonged to the injekstion truck. You can see the intake channel upside is nozzle location
Possibly, the injection head isnt actually that much better, and for ultimate power is actually no better!
love your vid`s , there very down to earth you tell it like you should tell it , just a Q the origanal ford derv engine back in the day was 1800cc you say the conrod`s are from a1600cc derv would that be the 1600 pug engine ? .keep up the good work and the good vid`s coming
1600 Ford diesel
the rods are from the origonal ford designed and built 1600 diesel which first appeared in mk3 escorts and mk2 fiesta.
Cheers grant did not no thay had a 1600 derv would hav though prity rear by now from the late 80’s mid 90’s ?
I would like to see what a 1600 pinto with weber 34 icf carburetor and mild road cam with slightly portted head with bigger inlet valves would make for a road going classic ford as thier more available thanks
Not sure what you mean by more available. Ford themselves uprated the 1600 to make a 1600gt it had a 2.0 cam and 32/36 twinchoke weber, they made 88bhp. even without the 2.0 cam a 1.6 gains a noticable chunck of power simply fitting a 32/36 weber, so id have to say it would be pretty pointless uprating the head and cam only to feed it with a 34mm single choke carb. .
Did you build that old 2.2 that's in Canada for a certain Kelvin and his Super 7? If so, it's in my garage half apart. I own that car now.
I did build a 2.2 that ended up in Canada but that is in a mk1 Escort
@@PenguinMotors Thanks, I was curious. Mine was built in the 90's in the UK and brought here to Canada. 11.5:1 2.2 with a Burton head, Kent FR33 cam and twin 48 Dellortos. I'm in the middle of a re-build, so your vids are just what I've been looking for. I haven't built one of these before. I have a new respect for the Pinto. It was stupid fast in the 7 even when hurting. I can't wait to try it when it actually runs right.
Helped pay of my mortgage camshaft failing, otherwise a good engine.
I think that was the engine out of my old mk1 jah500n i sold the car to wheeler dealer it was Andy Harris old engine good strong engine that had took loads of abuse for a very long time
Maybe but your the 3rd person to say exactly same thing:)
Naughty Naughty very Naughty.
Ye olde 2 0 pinto is actually a 2.2
Though it was diesel rods lol
Hi Graham. Which brand of Old English Tea do you like?
Yorkshire or Tesco red lable
@@PenguinMotors thanks! I just changed to Yorkshire and really like it.
Hello with the valve guides flush will it be a problem as i purchased a cylinder head that has short valve guides bigger valves
guide life is reduced
Must I replace the guides before installing the head.the head is not on the vehicle as I purchased it recently i only use the car on weekends
why wouldn't you grind a valve guide away on a road engine? is it not worth it or does it cause other issues?
bonze guides remove heat well but wear fast, shortening them makes them wear even faster
Was that a p5b lurking.
Yes we work on quite a few of them
You dont know how many times that engine has been apart since it was built originally see why it was blowing oil out
i agree, we dont know how many times it may or not have been apart, but as for why its blowing oil out thats easy, tired rings, 7 thou piston to bore clearance and a chunk missing from a compression ring, nuff said!
Carb size seems unlogical in my limited experience. Not the most radical cam either?
Too big for the motor in the tune its currently @
P erformance
I s
N ot
T he
O bjective
good idea with the disclaimer, someone's been cheating...
that has had a very hard, short life, after a poor build
can you sleeve pintos
Yes you can fit liners to reclaim a block
Everyone’s a cheat
Presumably the bestek is non vac for eventual dcoe compatability? Is that the reason for the low rev loss with dgv?
Correct, the low rpm loss is mainly because the DGV wants more advance low down, with a mild cam and sensible chokes sizes the DCOEs add significant low down torque and require less advance
rod ratio ? cast pistons are about 0.001" / inch of bore, hypereutectic possibly less, forged at least 1& 1/2 times as much as cast , crankcase pressure probably ring flutter, a few mods to do if it going to be a street engine, valve guides being cut will not help life expectancy , look forward to seeing the combustion chambers, I bet this was a nice engine once upon a time , but it appears to have been butchered , shame !