Documente Academic
Documente Profesional
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1 SOHC
ESCORT, CAPRI, SIERRA, GRANADA, SPECIALS, KIT CARS FOR ROAD, STOCK CAR, RALLY OR RACE
INTRO...
Jem Engines are THE specialist engineers to the automotive, industrial and marine trades. Formed in 1974, the companys general engineering side supplies remanufactured industrial engines for Kubota and others, with a range of specialist techniques in-house such as spiral welding and spark erosion which enable us to deal with almost any automotive mishap! Yet, we also remain enthusiast at heart you will see in our showroom a restored Rolls-Royce V12 aero/tank engine among our display pieces, and we have rebuilt many units from the past Bentley, Coventry Climax, Riley, plus our own particular favourite, the Ford Pinto. Ford launched their new Pinto engine in Mk3 Cortina in 1970, and pretty soon salesmen were racking up high mileages in their GLs and Ghias and we began to get these engines in to be reconditioned. The Pintos toughness and tuneability soon attracted the stock car fraternity particularly, so along with tuning for rally and race RS2000s and Capris, the Pinto began to supplant the Crossflow for volume of work and became quite a large part of JEM engines output. We developed a huge pool of knowledge of these engines and helped develop several successful stock car and rally engines their lead-footed drivers quickly finding the base engines few weakness and demanding more and more (reliable) power! This work continued strongly for almost two decades, gradually reducing at the end of the eighties as the Pinto-powered cars values hit rock bottom and became uneconomical to repair. It never really stopped, however, and it was unusual for the company not to have at least one Pinto in for rebuild, and a couple of donor engines in the shed to supply components for customers unserviceable parts, but this was now just a tiny fraction of JEMs total output, and more modern engines, particularly diesels, were taking over the bulk of the work. We noticed, though, that when we were brought a modern-type engine in for repair, more of the components would be unusable compared to older units like the Pinto. For instance, a blown head gasket would result in overheating, and in an aluminium engine a warped head would frequently be unrecoverable, and quite often the head bolts would stress the threads in the block resulting in a scrap block too very expensive!
we have supplied Pinto engines to the following countries:
Perhaps this is one reason for the revived interest in the all-iron Pinto. Lately, JEM have been reconditioning more and more Pintos till now we are putting out 5-6 per month as short or long motor (with head and camshaft fitted). We now run a series of monthly evening demos showing rebuild techniques block rebuilding, head work and camshaft installation. The Pintos renowned strength and durability make it an ideal choice for an economical track day car, and for a simple and cheap kit car project. A huge amount of tuning gear is available and a large pool of expertise makes tuning for more power simple and affordable. The classic car movement is returning to the advantages of the Pinto, JEM having supplied several engines for owners returning their cars to standard, in one case replacing Vauxhall power in an RS2000! In another case, a Pinto was ordered for installation in a kit car which was being crated for shipment to South Africa by the customer who was emigrating. We have now exported Pintos to 10 different countries. It is a fact that the carbon footprint of a reconditioned engine is about one tenth that of a new engine when you take into account energy use on new castings, machining and shipping, though we surely dont have to preach to the classic or kit car enthusiast about the benefits of recycling, but we believe the Pintos green credentials are assured and that it will soldier on in enthusiasts cars for many years.
CONTENTS
Donor engine Cylinder Block Machining Crankshaft and Conrods Pistons Clearance Checks Engine Assembly Cylinder Head Replacement Components
3 4-5 6-7 8 9 10
BUILDING BLOCKS...
The cylinder block is the core of any engine build, and JEMs attention to detail starts here. First, the block ends are refaced. This is purely for cosmetic reasons but is vital to give the finished unit that as new look. The crankcase sump face is also resurfaced, this with a rough cut and fast machine rate to give an ideal grip for the cork casket to ensure a good seal. *JEM TIP dont use any sealant except at the Block end being refaced
ends of the cork gasket where they butt to the flexible plastic bows - a small blob of RTV type sealant should be used here. If the cork casket needs to be secured in position during assembly, use a few tacks of impact adhesive. The top block face is usually fly cut, a single tool milling operation which leaves a surface finish perfect for good head gasket sealing
page 4
It is likely that stresses in the manufacturing processes and years of use have resulted in slight distortion of the cylinder block. Line honing ensures that the main bearings housings are precisely in line for minimum friction and a reduction in bending stresses on the Line boring of main bearing housings crankshaft. For this reason, all five main bearing caps have their joint faces lightly ground so that there is sufficient metal to allow honing. The caps are fitted to the block and torqued to manufacturers specification, measured to check there is enough stock for honing to correct alignment tolerance of less than half a thousandth of an inch. Roundness is kept to 0 to 0.0003 (three ten thousandths of and inch)
Cylinder boring The block is set up on our semi-automatic boring machine and the cylinders are bored to within 0.003 (three thou) of finished size. On completion of this process, the block is then transferred to our honing machine. It is important that the main bearing caps are installed and torqued prior to finishing the bores as the bores can become distorted when the bearing caps are torqued. *JEM TIP it would be pointless finishing the bores round and parallel to with 0.0002 (two tenths of a thou) without the main caps in place as this distortion can be as much as 0.002-0.003 (two to three thou). To maintain roundness and
page 5
Cylinder honing
Each conrod is checked for suitability, eg bend, twist or heat damage. Approximately 3 thou is ground off the rod and cap joint faces, then they are bolted together to the manufacturers recommended torque. The big end bore is measured to ensure that when honed,
Precision grinding bearing cap joint face the roundness of the bore is maintained to 2 tenths of a thousandth of an inch. The conrodss small end is milled on each side to allow the fitting of the new 93mm piston (2.1 version only.
Our Sunnen LB1810 precision honing machine ARP conrod bolts are fitted prior to resizing on our Premium-Plus range of builds
page 7
PISTONS...
We mainly use Mahle pistons for all 2.0 litre applications (stock car), while 93mm diameter pistons are used to give the nominal 2.1litre capacity. We choose a high quality proprietary piston in aluminium alloy cast with integral steel reinforcing struts. These plates control the expansion of the piston body and allow less piston-to-bore clearance than with traditional all-alloy pistons. This stiffens the piston body, reducing the risk of fatigue cracks and cuts down piston noise (known as slap) especially on start-up. The piston pins (gudgeon pins) are of the semi floating type and are retained by a transition fit in the eye of the conrod. There are two methods of fitting the pin to the conrod: 1. Support the piston on a shaped bolster and press the gudgeon pin through the piston and conrod small end eye to the correct position. JEM TIP: damage often occurs when using this method, and distortion of the piston (highly likely) will result in increased wear and early failure. Dont use this method! 2. The correct way is to use the specially designed fitting equipment which we have installed. Here the conrod eyes are placed in special timed heater cells until the conrod expands and allows the gudgeon pin to be gently pushed into the correct position in the eye. As soon as the pin is in the rod eye, the rod begins to cool and contract so the fit is
page 8
JEM unique ID
page 9
GENERAL ASSEMBLY...
Piston are fitted to conrods as previously described. When crank and rod assemblies are fitted to the block using appropriate big end and heavy duty competition trimetal main bearings, each conrod nut is secured with Locktite. (Where ARP bolts are required, the appropriate lubricant is used.) Block end and sump faces are lightly coated in clear lacquer. Oil seals and rear crank seal are fitted with the application of the relevant sealant. The auxiliary jack shaft is installed and the running clearance checked. The front seal carriers are fitted and the two timing belt pulleys are fitted. Sealant is applied to the core plug bores and new plugs are fitted. Rods and pistons are stamped with their appropriate cylinder number. Mains and rod fasteners are paint spotted after final torquing Bore finish Flywheel Front end Dowels Bolt seal Oil pump
page 10
HEAD CASE...
In the case of the standard Pinto cylinder head, the assembly is dismantled, cleaned and inspected, including crack testing. We always recommend that new reciprocating components valves, springs, camshaft, bearings, followers etc are used. Machining is undertaken with the same meticulous attention to detail as the block both manifold faces are lightly machined to ensure flat surfaces for a positive seal at the manifold joints, and the head-to block face is machined to give the required compression ratio and achieve a flat surface for correct seal of the head gasket. Pressure test Head/manifold face resurface
page 11
To extract the most power from the Pinto engine, the JEM big valve head is the way to go. Following the cleaning and testing as detailed in Section 7, the valve guides are first to receive attention. The standard heads valves run directly in the cast iron head, but to correct wear and allow better lubrication, the JEM head uses special bronze valve guide inserts. These are fitted into position and a succession of broaches are used to expand the guides until the required gauge is achieved. JEM TIP: because the exhaust valve runs hotter than the inlet, it requires a greater running clearance. In our unleaded version, special hardened exhaust valve seats are fitted to enable the use of unleaded fuel. Specialised equipment is used machine a counterbore to a precise diameter and depth. The new valve seat insert is fitted and the profile of the
page 12
CHAMBER/PORTS...
continued
On our big valve cylinder heads the ports and chambers are reworked to high and precise standard. On completion of the combustion chamber rework, each chamber volume is checked to give an accurate compression ratio across the four chambers.
Our cylinder heads are produced to the highest standards in both workmanship and quality of parts used. A lead free version of these heads is available . The compression ratio will be determined after discussion with the customer as we need to know the cylinder bore size and each head is customised to the customers requirements. These cylinder heads are only sold on an exchange basis and either with the later injection style inlet ports or the earlier round style port. The cylinder head in the picture is a library picture and not the actual head on offer but for appearance the head supplied will be to the same standard as shown. We prefer to discuss the head with the customer prior to supplying it so that we can give the desired compression ratio.
page 13
page 14
THE WORKS...
The following pages detail the five most popular specification levels which have become our standard range. While we are sure one of these will suit your particular application or budget, we are always ready to discuss you individual requirements.
Basic build description:- the basic build short motor has all the critical machine work carried out with the exception of the block ends and sump face not being machined. The front aluminium seal carriers are not fitted, however the short jackshaft is installed. The block will not be of 205 origin in most cases, but the conrods will be of 205 type. The bottom gasket set is included.
Our Ford SOHC 2.0/2.1 Long motor is built to the highest standards. These units incorporate our popular 2.0/2.1 Premium Plus short motor and big valve cylinder head (now unleaded). An unleaded version is available at a small additional charge. Each engine is assembled in a meticulous and methodical manner, adhering to all critical limits and fits, all valve lifts are measured and any corrections to lifts are adjusted by tipping the valves. The camshaft is set up and precisely timed using a vernier hub. On completion of the assembly an oil pressure test is carried out by externally driving the oil pump drive spindle. Great care is taken to enhance the engines presentation throughout the build.
Our 2.0/2.1 Long engines are only available on an exchange basis. The returned engine must arrive with us prior to release of the newly built engine. the old unit will be required at least 3 working days in advance of despatch. This is to allow us time to dismantle the unit and evaluate the acceptability of the components. The old unit must be complete as per its supplied replacement. If an alloy RS2000 sump is being returned, it must be in useable condition - no weld repairs or unacceptable dents or gouges. The flywheel must be RS2000 or Sierra style and must not have been previously modified. Engines are only supplied on a like for like basis, i.e 205 for 205, or early 2.0 for early 2.0.
The core engine is a premium plus built short motor with the cylinder head assembled with the valve timing checked, adjusted and set. The cylinder head is assembled with the camshaft and followers, the valve lifts are measured, in most cases simply installing a camshaft with its associated valve train is not enough. When the new cam kit is installed it is not uncommon for the actual valve lift to be as much as 2.0mm or more shy of book lift. When jem assemble a head we measure the valve lifts and achieve optimum lift by machining the tips of the valves individually, assembling and measuring the lifts until the desired lift is achieved. Laborious, but has huge gains in performance. The short motor is assembled per our standard assembly procedure detailed in our work procedures explanation which is attached under premium build short motor 2.0 or 2.1ltr. The complete prepared cylinder head assembly is fitted to the short motor and the camshaft is precisely timed to the crankshaft incorporating a vernier cam wheel. In conclusion the core engine is a short motor with a prepared cylinder head fitted and the valve timing set, also includes a high pressure oil pump fitted. To complete this engine all that is required to fit is oil pick up pipe and sump, a rocker cover and all necessary ancillaries, manifolds, carb, distributor and flywheel. All necessary gaskets are provided with the core engine.
JEM ENGINES
23 Polmont Road Falkirk Scotland FK2 9QQ Tel 01324 633266 Fax 01324 633870 info@jemengines.co.uk
www.jemengines.co.uk