Blatman Posted February 11, 2004 Posted February 11, 2004 Thats cos its soooo heavy Leave it........ Actually, it's in a 3 door Sierra shell (Cosworth raly shell, actually) and it comes in at around 750-800 Kg's, IIRC........ so Quote
stew72 Posted February 11, 2004 Posted February 11, 2004 The weight difference is irrelevant unless you're planning some serious track stuff. My pinto has around 155 bhp and is plenty in a car weighing 600 kgs. Quick enough to give a 300 bhp audi S2 a run for it's money Quote
scruffythefirst Posted February 11, 2004 Posted February 11, 2004 Got any plans for it mr B or just planning to leave it on the drive? Scruffy Quote
scott beeland Posted February 11, 2004 Posted February 11, 2004 Have you seen the Robinson Racing (ie Steve and Jamie Robinson) Pinto go in the speed series? NOT slow!! Quote
Blatman Posted February 11, 2004 Posted February 11, 2004 Got any plans for it mr B or just planning to leave it on the drive? I think it's more than likely gonna sit on the drive for at least the rest of this year. My brother, who owns the car has (rather inconsiderately) got himself a job for the next few months....... Quote
conibear Posted February 11, 2004 Posted February 11, 2004 If 'the Zetec' (which would be pretty much be a totally standard engine with 165bhp) doesnt drive very nicely in traffic, it wasnt set up correctly. It had NOTHING to do with the engine. Does anyone have a carburetted Zetec running without a cough on here then. They were'nt designed to use anything other than injection. I'm not knocking it it's a great engine and if I was honest I'd choose it instead of a Pinto as Stu says. Quote
stu999 Posted February 11, 2004 Posted February 11, 2004 They were'nt designed to use anything other than injection. True, but there again most engines were not designed to have a chuffing great pair of 45's hanging off the side of them... There certainly has been issues with engines (but mostly Zetec's it seems) having coughs and flat spots. But it happens on any engine. I personally think that the Zetec motor is highlighted more than most because a lot of engines have to meet at least some form of emissions test, so it isnt merely a case of 'richening up' the complete slow running circuit of the Webers to mask the problem, as is often the case with older engines. The other thing with older engines is that often they have big valves, wild cams etc, and any 'hiccups' tend to be blamed on the modifications, rather than the carbs. Finally, to set carbs up perfectly for road use can take a lot of time, and as daft as it sounds, a lot more time than mapping a fuel injection system. Rolling road operators that actually understand carbs are getting rarer, and if you do find one, it is likely to cost to set the carbs up correctly. Unfortunately there are some who only get involved with the 'full power' runs, and leave you to cough and splutter your way home. The Zetec doesnt have any special fuelling requirements *just* because it was designed to run on injection. The superior breathing capabilitys do make it more sensitive to small changes in throttle opening. The problem can be cured though.... Quote
conibear Posted February 12, 2004 Posted February 12, 2004 The superior breathing capabilitys do make it more sensitive to small changes in throttle opening. The problem can be cured though.... Go on then Stu Is it advance ignition, encourage the fuel to evaporate within the air inlet or something completely different,co's my mate and brother have a bad a cough. Your right all RR's want to do is rich it up Ian Quote
stu999 Posted February 12, 2004 Posted February 12, 2004 Basically, it's all to do with the progression holes, and where they are in relation to the throttle butterflies. The ideal is to ensure that when the engine is at 'normal' idle speed, the progression holes are just about to start to be uncovered by the butterflies. Hesitations are usually caused because the the butterflies are too far either way. If you remove the screw cap covers to the progression holes, you can check out where the butterflies are in relation. There are various ways of adjusting the butterfly/progression hole relationship, from drilling small 'bleed holes' in the butterflies (or using the idle bypass screws on later Webers), to altering the igniton timing on idle/low speeds. My honest advice is to purchase Dave Walkers "Engine Management" book, ISBN 1 85960 835 3. It has a truly fantastic section on the tuning of Weber and Dellorto carbs, which has been written in plain English. If his instructions are followed carefully, you should end up with a sharp responsive motor that will also go through the next MOT. It will also probably highlight why some RR operators try not to get involved with this side of carb tuning.... HTH Stu. Quote
conibear Posted February 12, 2004 Posted February 12, 2004 Could not of put it better myself Stu. Instead of damping the air inlet, do you think pre-advance could create the same result as this may enable more fuel feed at higher rpm Ian Quote
stu999 Posted February 13, 2004 Posted February 13, 2004 It really depends where the edges of the butterflies are. Advancing the timing at low RPM sites will (to a point) increase the rpm in relation to the throttle angle, so it *may* have the reverse effect. You need to find the flat spot (raise the engine speed with the idle adjustment screw to the point where the engine starts misbehaving), and assertain if the engine is running weak or rich (probably weak). Stop the engine, have a look where the butterflies are compared to the progression drillings, and go from there. HTH Stu. Quote
StuartMackay Posted February 13, 2004 Posted February 13, 2004 Agree with Stew.......150 bhp is enough to create the good smell of adrenaline in a westy for most folks on the road....the pinto will rev to 6500 easily on 45s and a cam and think about the number of places you will be able to do 120 mph plus on the Queens Highway......My Pinto engined SEiW frightens Boxters on acceleration and goes round corners on rails, so at the moment I am entirely happy to have a great heavy lump of a motor which is cheap and very easy to maintain......if you are looking to spend money....then I would suggest c/r cogs/ ally bellhousing for the type9, alloy sump and suspension and brake upgrades (AVOs and ARBs) would be money better spent rather than getting yourself into thousands of pounds of exotic engines. C'mon guys...these are basic sports cars............ Grabbing Coat!! Quote
stew72 Posted February 16, 2004 Posted February 16, 2004 it seems that with the older engines the power can vary depending on who built it. Mine consistantly has given around 125@wheels running 40's and with relatively modest reworking of the head (according to the build spec). It seems that many builders need 45's and bigger valves to get this, or do companies now quote achievable output figures Quote
bulbul68 Posted February 26, 2004 Posted February 26, 2004 Does anybody know where and even if I could get an inlet manifold for my injection head pinto to twin 40 webbers for my SDV ( based on a sierra) THANX! Quote
orange t Posted February 27, 2004 Posted February 27, 2004 Pinto is a cheap motor, it can be tuned to produce big power but as usual it gets expensive. The basic problem with the engine is that the inlet ports are too big for the engine, so for big power you have to fill part of the port and reshape it. This also helps widen the angle of the inlet port. Often the carbs and inlet manifold are mounted higher up the head aswell. Dave Walker in CCC wrote some good articules on producing "cheap" power from these engines. He basically said that a cheap engine should be based upon the 2 ltr Serra "I S" engine, this is the injected engine and it has a resonable inlet port as standard stronger con-rods. However if you are tunning it, it's still best to dowl the fly wheel onto the crank even so this "IS" engine comes with a crank damper, which you can then through away. If you are going to build one, let me know as i have 8 new bronze value guides and a new oil pump left over from my road rally days which i could be perswaded to part with in exchange for some beer tokens. Quote
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