Paul Turner

Thanks for the positive comments Rob. The engine gave its max power at approx. 7500 but gave good power through the rev band. It would happily take full throttle at 3000 with no hesitation but it really got going above 4500. Paul

Would consider selling engine (dry sump kit included) without ancilliaries for £2250. Would be prepared to help with fitting. Call evenings 01623 439084. Paul

Replaced my orignal Bilsteins and ancient SPR springs with the Freestyle Road/Trackday setup last year, Len said that this was softer than the more focused sprint setup. Also fitted the adjustable front ARB. Well worth the money, made the car feel new again, more comfortable and less twitch on bumpy roads, with the dampers slightly stiffened great on a track blat. After some fiddling I found 4 front, 6 rear a good compromise, still use them fully soft for the road. Paul

Joe I had exact same symptons on a Golf GTi back in the mid 80's, the car ran fine until the fuel pump became noisy and then shortly afterwards for no apparant reason it would stutter until it stopped. After a short while, probably about 15 minutes it would restart and run OK with no fuel pump noise. The problem never happened on a motorway, only when driving in town or slow moving traffic. The problem was easily diagnosed as fuel related simply because of the noisy pump and the fact that early GTi's had mechanical injection, the actual fault took more tracing. First off the local VW garage replaced the noisy pump under warranty but after a couple of days it happened again. I was towed to another VW dealer who laughed when I explained the problem, the first dealer had replaced the noisy (high pressure) pump but it was the low pressure pump in the tank that was the real culprit. It was pumping insufficient fuel thus the main pump overheated, the fuel overheated/vapourised, the pump became noisy and then stopped working along the the car, once it had stood for a while and cooled down all was OK, driving on motorways seemed to keep the pump and fuel cool. If your car does not have a return line back to the tank as you say earlier in your posting it could be that the fuel is overheating/vapourising and causing your problems. Hope that helps. Paul

Std – Std steel Farndon crank and narrow journal long rods with Cosworth Bolts and genuine Cosworth narrow journal shells. Short forged Omega pistons. AX block. Head originally ported by John Noble and fitted with bronze guides and Isky springs. Unleaded seats and new REC valves (1.625” and 1.375”) were fitted during the last rebuild. Duplex Vernier, Holbay K3A cam. Choice of 2 steel flywheels with clutches to match (all parts balanced with crank etc.). QED dry sump pan, pump, tank, remote filter and pipework. Twin Weber 45 DCOE carbs on matched manifold with K & N filters and correct length ram pipes and all fittings. Weber Alpha 3D ignition complete with throttle pot, Marrelli coil, wiring loom, modified steel front pulley and brackets, originally supplied, fitted and mapped by Roger King. 1.75” custom exhaust headers. Alternator with mounting brackets etc. Fully professionally rebuilt in 1999 (build sheets available) approx 4000 road miles and 6 sprints before being replaced in 2002 with a 2 litre Zetec. Showed more power @ wheels when fitted with a standard Caterham exhaust than a VX engined car at a RR shoot out in 1995. Showed 143 bhp @ wheels (approx. 175 bhp @ flywheel) when mapped by RK. Best ¼ mile by a x-flow (1B tyres) at Moreton in Marsh in 1995 (12.9 @ 100mph). Did 2 lap Curborough in 1996 on oldish slicks in otherwise road legal (heavy) car in 58.5 and a 2 lap Curborough on Falkens in 1997 in 64.3, speed across the line was approx. 95 mph. During the 5 years I competed using this engine I won numerous class awards at Curborough, Aintree, 3 Sisters, Scammonden, Baitings, Harewood and Thoresby Park. I have been hanging onto the engine to fit into a chassis for Seven Club speed events but the truth is I have neither the time or space. The engine should be in a car, not inside the house where it has been dry stored since being removed, it has been regularly turned over. The engine is ready to fit and would only need the main jets in the carbs replacing (these were changed when I fitted the carbs to the Zetec, probably still have the old jets in my toolbox) plus a RR session to be up, running and winning. Any car fitted with this engine would definitely be a class contender in the Seven Club sprints in either class 2 or 3. I am looking for offers of around £3000 for all the above.

Used FZ 2002's in my previous Zetec and have transferred them to my current one. They are a great cam but do time them in using dial gauges etc since the slots in the back do not give the correct Kent recomended timing, when I checked them in the first engine the slots gave a full lift figure of 119 degrees for the inlet and 113 degrees for the exhaust against Kents recommended figures of 108 degrees. Retiming both to 110 degrees gave a large increase in mid range torque (and where it was produced) but idle emmissions suffered, top end power hardly changed. Have not had valve to piston clearance problems with either engine but it should really be checked to be sure especially as you get close the the recommended 108 degrees. In the first engine (45's and Weber Alpha ignition) which was standard apart from the cams I saw 179 bhp @ 7000 rpm and 154 lbs/ft @ 4500-5500 with the later cam timing, with the original cam timing it was 179.6 bhp @ 7160 rpm and 144 lb/ft @ 5700. Paul

Just checked in my old Elan book, the British Racing Green used from Oct 62 to Oct 70 is referred to as "Pinchin Johnson Reference" 6170Y2790. Paul

Chris When I aquired a tatty "spare" bonnet purely for hillclimb use Caterham gave me the paint code for BRG as GN29. My local factor mixed this up no problem using Standox 2 pack products. Paul

The stage 2 (Scholars ref.) head was £350 + VAT. For that my head was ported, skimmed to give a compression ratio of approx. 10.5:1 (if my memory serves me correctly), the valves were all cleaned before being refitted, the combustion chambers modified and valve springs to suit the FZ2002 cams were fitted. It came back ready to bolt on. No hidden or unexpected costly extras were added (been there before), just a good competent job with a decently quick turnaround. Alan quoted 208 bhp as the figure to expect with 40mm T.B.'s, ever the pessimist 200 bhp and I will be delighted, with the 45's I eventually settled on it could be more. Paul

Scholar Engines ported my head this winter, nice job for sensible money. Changed to T.B.'s at the same time, the Scholar kit is good value if you are feeling a bit tempted. After fitting it started first time and it runs very well (better than it ever did on carbs) on the supplied map. With the FZ2002 cams it should be about 200 bhp. All I need to do now is get it run in. Paul

Graeme Just been into the garage to check, I have a pair, the ali wants a clean but no cracks, make me an offer, I am in North Notts. Call me on 07891649924 if you are interested. Paul Edited by - Paul Turner on 18 Mar 2005 19:08:44

Give Mick Guest a ring at Car Craft Garage in Huddersfield. He has built me a x-flow in the past and more recently my new Zetec. Many hillclimber/sprinters who I competed against in the past used his services as do rally people. 01484 425116. Paul

Joachim No Webers but I have a ECU and loom for a Zetec. Paul

Phil I believe you can buy the foam filters without the names on, this allows you to fit the back plate upside down with the clips at the bottom (if there is sufficient space), had you thought of doing this? It was an option I had planned to pursue before I gave up very early on and took to the garage. Paul

Phil Just had to contend with this myself, came to the same conclusions you have early doors that the bonnet cut out was too short for a Pipercross or ITG filter, whatever I did the diameter of no. 4 trumpet would simply not allow the filter to fit without without cutting out the back of the bonnet, not the front. I spoke to several suppliers, all the views were the same, size does matter but it still came down to the fact I did not want to butcher my bonnet. A less deep one would fit but that would mean fitting the stubby trumpets and that was something I did not want to do. My solution has been to "create" some 70mm long trumpets that fit into my old 100mm K & N's. It is probably a bit of a compromise (how much depends on who you speak too) but the cost was approx £6.00 in bits and more time than I would like to think about. E mail me if you would like some piccies. Paul

Got a Weber Alpha Ignition only for a 2 litre Zetec for sale, ring me on 07891 649924 if you are interested. It is in the for sale section. Paul

Is the fuel pump cable from the ECU live or earth? DTA's are earth and the auto electrician I bought some bits off yesterday said most OEM kit is. My wiring diagram simply says 12V. Thanks. Paul

Still for sale.

Some one must be converting to Zetec power on a budget. It is 3D, just needs a throttle pot, the standard map is OK to about 190 bhp. The rev limit has been reset to 7200. Paul

Conversion to injection means my Weber Alpha ignition only ECU is surplus. Complete with Weber loom and instructions. £250 ono. Best to ring me on 0789 1649924, only pick up e-mails about once a week. Paul

Kev Allyfab made me a swirl pot thus that part is sorted. Andrew copied my cardboard "template" and it fitted a treat. New engine started 1st time (on carbs), hope it does the same on the management. Be interested to see your airbox, being a tight git I am using the old air filters initially, one advantage of fitting TB's on the weber manifold. Paul

Terry Not a solution unfortunately but what gearbox are you using? If its an Escort 4 speed (integral bell housing) the clutch release arm is shorter thus the cable is closer to the engine than it is when using a 5 speed. Paul

Kev Trust you are recovered from your recent flu, you must be feeling better if your thoughts have turned back to the Seven instead of Lemsip. My conversion is progressing at a very slow rate, the loom is the current hold up but thats another story. I also had these thoughts whilst organising my bits and the feed back I got from various sources was to fit a restrictor into the return from the top of the swirl pot to the tank. I have made one from a piece of ali bar with a 1.5mm ish hole in the middle, it will be fitted as a pipe joiner. Will have to see how it works but in theory it should. Paul

Nic The part number on the alternator is LRA100, the factors used that number to cross reference. That number is only any use if the thing fits under the carbs, under the exhaust and its a LRA101 (I think). I will swap the pulley and fan off my old one, they are not normally fitted on recon units. Paul

A shot in the dark here, how about the throttle pot giving false readings or the temp sensor for the ECU giving false readings. Paul