Martin's Pilgrim
From M-Tech Automotive
Read about Martins Pilgrim in Octobers issue of Track and Race Car Magazine!
Contents |
The Components
We opted on a brand new M-Tech Z170 package. A 2.0 Blacktop Zetec straight from the factory coupled with throttle-body induction and our V3 management would give Martin's Pilrgrim 170BHP of reliable power, whilst still leaving plenty of room for ambitious future upgrades such as cam-shafts, headwork and bottom end improvements.
The Type-9 gearbox that was already in situ is of a good low-mileage condition, so instead of faffing with MT75 conversions, we option to go ahead and use the current transmission and running gear.
For induction, we went for Active-technologies DCOE bodies. Not only are they stated to give 7% more flow than competitors, but they are also available in a nice anodised red, perfect for Martin's car.
Engine Mountings
Martin's original Pinto moutings, although strong enough for the job, would simply never be correct for the Zetec. First things first, we lowered the Zetec into position, whilst mated to the Type-9, and found the centre line and moutning requirements.
We chose to go with Fiesta/Escort BC Type gearbox cradle mounts. These are great engine mountings, being not much more than a block of rubber with studding protruding from each side. With these fitted to the Pilgrim's original chassis side engine fixings, it was back out with the pen and paper to design some suitable Zetec friendly engine mounts. After some careful measurements we fabricated a test set and test fitted them to the engine.
After deciding that we had a perfect fit and a level, central engine, it was time to finish the welding and paint them up ready for final fitment.
Exhaust System
With some conversions, luck prevails, and the old engine and new engine feature crossflow heads which flow in the same direction, meaning we can simply create a new flange for the current pipework and use as much as possible of the origninal system. Not so in the Pinto to Zetec case. The Pinto head has its exhaust side on the left (when viewed from the cam gear end), with is the opposite to the Zetec, blowing happily out of the other side, so the only option here is a new exhaust manifold. Luckily, the Pilgrims centre exhaust runs down the near-side, which when combining our Zetec with an Ashley exhausts Mk1 Escort Zetec 4-1 manifold, left only a joining piece needing to be fabricated. Out came the pipe-bender and trusty MIG welder, and the results can be seen on the right...
Fuel System
Because Martin's car weas originally carburated, we installed one of our Swirl Pot Kits and High pressure fuel pump, giving the new EFI Throttle Bodied engine all the fuel it would need!
Induction System
For Martin's Pilgrim we chose to use Active technologies 40mm DCOE Billet throttle bodies. They have the added benefit of a shaftless butterfly, which would give 7% better flow than competitor bodies.
They also had the benefit of being able to be ordered in a matching anodised red which really finished the job nicely!
For injectors, we used a set of our 330cc Injectors.
Management System
For management, we used an V3 EMS, suitably installed under the bonnet.
28/08/09 | Mapping and Results
After mapping the vehicle made just over 166BHP. being a fresh engine we expect this to rise to around the 175BHP mark after a few thousand miles.
The Torque curve was mapped to be incredibly smooth, and the pre-balanced AT Power bodies made it a breeze to setup the idle and lower throttle mapping. The graph shows the previous carbed Pinto in red, and the new 16V Zetec in green.
Brake Transfer System
One major problem with the conversion from a Pinto to a Zetec is the that the exhaust system swaps sides. Now in some cases this is ok, but in many, the brake servo will already be residing on the drivers (offside) side of the vehicle, neatly above that Pinto exhaust manifold with lots of room. All well and good, until we plant a Zetec with throttle bodies poking into that all too special servo space.
One way, a remote brake servo as supplied by such companies of rally-design can be used, but at awhopping £300+ for a setup like this, it was in Martin's interest to have the brake servo located to the otherside of the engine bay, and for us to fabricate a brake transfer setup (as found on factory cars like the older Fiestas etc)
For this we took a pattern of the current servo mountines and manufatured two backplates with this same pattern, each with its own fulcrum point being added and suitable bushing. It was then a case of running a transfer bar from one side, neatly behind the engine, to the other, and linking the pedal and servo together via this rotational lever.
Here you can see the parts ready to be painted before installation on the Pilgrim...
Due to a few requests for similar setups, we are currently working on a universal brake-transfer bar. You simply specifiy what type of servo you currently use, and we supply a plate that would replace your servo on one side, and a similar plate that would act as the 'pedal-box' on the other, alomg with a sleeved transfer bar and bushings kit... easy.
02/09/09 | Cams....
Well it wasnt long (just 2 months) that Martin decided that 170BHP just wasnt enough for him, resulting in his return for the fitment of a full Kent Cams SuperSport kit. After an afternoons installation and early evenings mapping, we saw 196.1BHP from the engine, and a rather terrifying sideways road test by Martin! Tune in next time for a Supercharger he says!
16/11/09 | Supercharger?
Thats right, Martin is back. This time hes after somewhere in the region of 350bhp. He's mad yes, but who would we be to turn him away?
The plan now is to go for a Rotrex Charger, fully forge the internals, build a plenum chamber for the TBs, and just see what happens! I am confident we can achieve his power targets, and wil be posting updates as we go. The parts are all ordered, and that Zetec will shortly be coming out again, ready for some Wiseco pistons and PEC rods....
18/11/09 | The new plan...
Here's the basic step-by-step we are going to take to get this rather classic looking Pilgrim into the 350 ponies...
Firstly, we will be using the Rotrex C30-94 charger. This charger will flow enough air to sustain around 400bhp, and by choosing the pulley size accorindgly (for this application, 75mm) we will attain maximum boost at around 6,500rpm.
Low boost supercharging (under 7psi) means you rarely need to lower the compression of the engine, or indeed even run an intercooler. Not so in this case. We aim to run around a bar of boost, so, according to the laws of physics, if we are making circa 200bhp at atmospheric pressure, then we should be making 400bhp at 2x atmosperic pressure (1 bar gauge, 2 bar absolute). Now of course there will be some inefficencies there, so 350bhp is safe guess for now.
All this 'squashed' air is going to mean heat, and so to dissapate this heat we are going to fit as large an intecooler as possible behind the front grill of the car.
To sustain this type of boost, we are also going to lower the compression, and strenghthen the internals by fitting PEC Rods, ARP bolts, Wiseco Forged pistons, ACL bearings and Focus RS head gasket. All good fun, and all with the intention of giving high power, reliably.
To sum everything up heres a list of tasks we need to undertake:
- Remove Engine and carry out a rebuild using the new Forged Components
- Mount Super Charger
- Spec, Source and Mount Intercooler
- Relocate Alternator (to fit S/C)
- Design and Fabricate Plenum chamber for the Throttle Bodies
- Fabricate Stainless pipework for the boost
- Fit higher flowrate injectors
- Fit an oil cooler for the engine and a seperate item for the supercharger
- Remap the engine with a low RPM limit for running in purposes
- Run the engine in around 1,000 miles
- Fully map the engine to its full potential!
