By Jitterbug, July 22, in Tech Talk. Hi All, forgive me if this a stupid question but my westfield has a cc crossflow engine. The car is on a Q plate. Is a cc crossflow a standard engine that people used in the early 90's?
Ford made the crossflow in engine size up to cc but many were enlarged, bored out, by tuners usually up to a maximum of cc, mine is cc. I wonder how they managed to find enough metal in the block to reach cc.
It must have some really fancy parts in it. The AX numbered blocks could be bored to over Thanks for the quick responses guys. I am going to do some more investigation and see what the engine codes are. The m block can be bored over cc but requires a crank that allows the conrods and pistons to be offset to avoid the bore walls becoming too thin, especially on the middle two cylinders.
It's an incredibly expensive task to do for relatively little gain. If your engine is a m block with this work, it's worth investigating further as an absolute fortune will have been spent on it to get it to that state, so you may want to consider some form of preventative maintenance plan. I'd also imagine it would include steel conrods, pistons etc, some cylinder head work and an interesting cam! If it is a cc crossflow, then there has been some expensive machining and parts gone into it.
A fairly common capacity was with an 85mm bore giving cc. Only a M block could take this with a few things crossedwhereas there wouldn't usually be a problem with the AX block. Hi all, sorry for the slow reply! Right my car technically is a project and came with 3 engine blocks.
I have only recently picked it up and do not have a v5 yet, so I do not know which engine code is registered with the car. All I know is it came off the road due to engine failure, suspected knocking and all 3 blocks have been dismantled and are now rusty. I have boxes of parts to go through, but I have spotted some pistons and a camshaft in one of the boxes. One thing I have also seen is that in the construction manual Westfield list an cvh engine as an option. Is the cvh the same as a crossflow?
To get that capacity from those standard crossflow blocks takes some special machining and a lot of rabbits foot rubbing. What is marked on the pistons? Most oversized crossflows are plus 90 thou hepolite pistons which give approx ccnot cc, as some like to round up. So tell us whats written on the pistons to help you further. CVH is the later ford engine with an overhead cam and hydraulic lifters. Wasnt Fords finestbut did power escorts and sierras including RS Turbosas that was the best way to extract power from the 8 valve lump.
The Zetec bottom end was based on the CVH design, but to give better breathing the head changed to 16 valve. Thanks thrustyjust, I will dig out the pistons and vernier gauge and measure the diameters. I will also try and get a measurement of the bores from the cylinder block. I will also see what is written on the heads, if anything.
The mystery of the cc engine size on the Dvla registration continues. I have come up with 3 possible answers. This raises the question do self build Q plated Westfields show engine numbers on the v5? I do not have the v5 yet but I am hoping it has some more information.Remember Me? What's New? Page 1 of 2 1 2 Last Jump to page: Results 1 to 20 of Thread: crossflow block castings and identification. All crossflows carry same standard bore size Pushrod Guest.
Ford Kent engine
Hello Jewels, add these to the block list. All the 3 early blocks used the 8cc chambered head, as well as the 1st series Escort GT motor, all other motorsused flat heads, with several different valve sizes. All the motors used E conrods. All the 3 early motors used E cranks, the m motor used its own crank M. The E and F have round main bearing caps. The M and M have square main bearing caps. All 3 early blocks use small stem cam followers. The M block uses the large stem cam follower. And the AX C Motorsport block, which externally is only different on the left side of the block.
Attached Images AX block. JPG Posts I sold it early last year to pay the quarterly house taxes as there was a shortage of funds at the time. Hi Jewels I had two for a while. The Formula Ford guys were swapping them out for blocks to save 3 or 4 pounds. The first one went to New Zealand and the Second one went to my good friend for his Plus2 twincam project. The only other one I have is in an S4 Elan Coupe, a cc twin cam and its not available at the moment.
If they Ford really take the sugestions of everyone to heart and cast up a block that we have been hoping for 86mm max bore at a minimum then we will all be happy. I have seen at least a half a dozen AX blocks for sale since Ford said that they were going to re-introduce the Kent block.
It seems like folks that were hording them now figure they may get stuck holding the AX bag. The Main Cap fit on these AX blocks is not the sweetest but they seem to command top dollar. Maybe Paul will coment some more on this. They are all standard.
Shipping is done thru Fedex. Please email me for any question and for photos. Shipping will be done through Fedex,door to door in days Shipping can be done to the UK at the same price. The new blocks should end up that close to what an AX block is that it would be a re-make rather than a new block, that is if they get right? Just out of interest in regard to main cap fitment Cosworth took all there blocks to.
If they cast the blocks in compacted graphite iron as reported, Ford will have "justification" for a higher price. The CGI is stronger, sexier and harder to machine. I read somewhere that the AX blocks were heavier than the M?
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The Classic Ford forum is made possible by ad revenue. Please disable your ad blocker to ensure that this site lives on. Essentials Only Full Version. I was wondering if anybody used any of the following guides to build an engine, if so what parts did you use, do you regret any of your decisions?
Early heads also feature a small combustion chamber in the head too. Most cars came with a single choke Ford IV carb although the 1. Also, the head was now completely flat. The engine was also fitted to 1.
For all builds we would recommend ARP rod bolts and replacement of the front pulley for a one piece steel item. The valve train should be strengthened with steel posts, spacers and rocker shaft to cope with the additional stresses caused by high lift cams, HD valve springs and higher revs. A double timing chain kit should also be fitted for the same reasons.
Performance heads are available in both iron and brand new aluminium and all can be ordered with unleaded seats. You can use the old Cosworth A-series cam profiles too, which are long duration and lower lift. However the current Kent Cams, high lift and short duration type are friendlier on emissions with less lobe overlap resulting in reduced un-burnt fuel down the exhaust.
This is an all round great cam and engine spec for the road.Tara tantram
A cam and stage 3 head results in bhp, although, these figures are best achieved with a recommended maximum There is a cheaper option in that the compression can be raised using modified pistons in the engine, giving a ratio of around However this does result in lower gas speed and less low down torque, which is important on the road. For a complete ignition solution, our constant energy, non-vacuum modified Bosch distributor and coil kit is ideal for most modified engines.
Has anybody used this tuning guide? I have a copy of it. It was a PDF that I was able to copy and paste into a word document, then edit to neaten it up - all but the pretty pictures : The tables wont copy from word over to the site so if anybody wants a PDF or word copy of it, let me know and I will email you.I screwed up. The person that answered the phone went out in the shipping area, opened up the order and fixed my problem.
No being put on hold. No hassle. Just good old fashioned service.Open source ticket bot
Ford has produced dozens of 4-cylinder engines over the years. We specialize in just two of them. Because there are certain displacements that tend to work well in the inline-4 engine layout, Ford has made several very different engines in each of those few popular displacements.
That has led to a lot of confusion in the aftermarket: Your 2. On top of that, inconsistent naming policies coupled with the general public's stubborn refusal to accept certain "official" engine names can make it very difficult to order engine parts. So how can you tell one engine from another?
How do you identify what you have if you have nothing to compare it to? For the purposes of this article, we're going to focus on just the two engines that we specialize in: the 1. Taking them chronologically, the Kent is the oldest This is the only cc Ford engine that has pushrod-actuated valves. Finally, there is the EcoBoost 1. Be happy we're not counting diesel engines! The Kent engine is named, per Ford tradition, for the engine plant where it was produced: The Ford engine plant in the city of Kent in England.
Engines in the Kent family have a chain-driven camshaft that rides in the block, and a rocker-arm valvetrain located on top of the cylinder head OHV stands for Over-Head Valve. The valvetrain is driven by the camshaft via pushrods. The easy identifier?2004 pontiac grand prix head bolt torque specs
If you see a timing belt driving a single overhead cam, it's not a Kent! The first cc Kent engine is sometimes called a "Cortina" because it was first used in the Ford Cortina. It is also called "crossflow" or X-Flow because this was the first member of the Kent family with a cross-flow cylinder head earlier Kent engines had the intake sitting directly over the exhaust.
ForFord beefed up certain parts to deal with increased power output, resulting in the "uprated" version that current FF racers know and love. The easy way to tell these two versions apart is by the engine block casting number.
Ford engine block part numbers always have in the middle, so we can ignore that part. The last two numbers were used to indicate the displacement "BA" means cc, "AA" means ccso we just focus on the first few digits.
The Cortina will have an engine block number starting with M or M. The uprated will have a casting number starting with M. Three other similar blocks to watch for are the C "Motorsport" block, the M "Fiesta", and the M "transition". The C was made by Ford Racing in the early s specifically to fill demand from Formula Ford racers the current Ford Motorsport block uses the original casting number M, but ends with "16K" instead of "BA".
The M was an odd transitional engine forwith later square main caps but an earlier dished cylinder head. In that respect, it's actually very close to the M Fiesta. Kent engines have been made in displacements from 1 liter to cc, but Ford never offered a Kent engine larger than cc.
Race engine builders have bored and stroked Kent engines all the way to cc with decent reliability; larger-displacement Kent engines have also been run, but not for long.View Full Version : crosflow engine id numbers help. H i all ive got a crossflow engine here dose anyone no the casting numbers for them ie gt its got m ba T19 If that helps cheers adrian.
The M is the later, stronger casting.
Wanted: Ford 1600 711M Engines
But I can't help wih the other numbers. Engine number is on a pad above the os engine mount. That will tell you what it was fitted to originally.
From memory the M was only fitted to later Escorts and as Ford Factory replacement engines, think the Mk2 Cortina used a M block? I think i'm right,the better m was after ,AA is the BA is Other than that can't help,wouldn't mind knowing though as i'm trying to find out what the xflow is i'm dropping into the Anglia.
You need to know where to look Now who's number 1 when it comes to fords Still nothing about the t19 though only thing ive come up with is the gearbox that was used with that unit adrian.
If you want to know if it's a GT the block number won't tell you only the engine number and head casting number as they shared common blocks it's only the internals that vary.
Not sure if the number is in the same place on a crossflow but the pre xflow is under the thermostat housing on the head and you need to use a mirror above the water pump to see it. I believe the M came in '73, certainly no earlier than the Mk3 Cortina.
If the T19 number's by itself, that's the casting number, legend has it that the higher the number, the thicker the casting as there was less sand in the mould. This was believed to be the case until quite recently when a few engine builders in a magazine feature said it was a box of toss.
If you want to stick with the legend, you've got a good 'un as I think 19 is the highest number. The casting tolerances may be the reason that the block is about 1 inch wider across the engine mount points, E and Consul Classic dumbo ear mounts don't take kindly to them.
Kent Engine Block Casting Numbers
H i all ive got a crossflow engine here dose anyone no the casting numbers for them ie gt its got m ba T19 If that helps cheers adrian M is a rwd block with square mains caps.
The most desirable apart from the AX block or aluminium block. BA means it's a block. T19 is the casting number. As others have said it's irelevent regarding block wall thickness etc. Urban Myth that the higher the number the thicker it is. Sorry that is not correct. All xflow blocks are 10mm wider than the pre xflow blocks. Cheers Craig. If you say so : I've only discovered the problem when I was using a M block as opposed to previous crossflow conversions I'd done, maybe just that I noticed more at that stage?
Same thing with Pinto blocks as well, bigger than PRE xflow across the engine mounts. Cheers Craig ba is or and the best block is the with an l on the drivers side not necessarily a lotus block but factory fitted with steel main caps. First off you need Classic Ford this month - monster guide to the Crossflow - has rather a lot in common with the Burton catalogue Round mains caps, BIP but small chambers in the cylinder head.By GazAugust 7, in Tech Articles.
But there are still plenty of crossflows out there giving reliable service in Ford tintops and kit cars and built right they can go pretty well.
The crossflow cylinder head was actually the first I ever did flow development work on back in the s. After I designed my first flow bench, a colleague in the trade who was also a flow specialist came up with a couple of unmodified head castings which just happened to be crossflow ones and we had a bit of a competition to see who could get the most flow.
Over a period of several weeks we tried just about every combination of port shape and size, valve seat width and angle and I think it's safe to say that we pretty much exhausted the potential of the crossflow head casting by the time we finished.
I also used to get sent quite a few modified heads to flow test by a local rolling road operator several years ago. He was always being offered second hand ones for sale and he used to send them to me for a flowtest and based on that he'd decide whether to buy them or not and how much to charge when he sold them on. So I have a fair idea of how well heads by Burton, Vulcan and a few other firms actually flow. I don't see many crossflow engines in the workshop these days though although unleaded conversions, valve seat jobs and the like crop up every now and then.
The crossflow was the successor to the pre-crossflow and was similarly a "modular" engine. The bore stayed the same size 81mm right the way from the cc engine up to the All the capacity increases were achieved with progressively longer stroke cranks. This made the small engines very oversquare - almost like bike engines really. Given that you could use exactly the same big valve head on any engine size you could build a real screamer out of the smaller versions and engines revving to 10, weren't uncommon.
This guide will be confined to the though because if you're going to fit a crossflow engine you might as well start with the biggest capacity you can get. Compared to more modern "thinwall" cast blocks, the crossflow can be bored out a long way to gain capacity. Pressure testing after the block has been bored or x-raying might be advisable if a really big bore is being considered just to check that nothing is about to break through into a waterway.
Capacity does relatively little for peak power though see other engine technical articles on this site although of course torque does increase and the rpm at which peak power is generated drops in proportion; which may mean you can avoid expensive steel bits in the bottom end to cope with the higher revs which a smaller capacity engine would need to run for the same power output. The standard piston is available in oversizes up to 0.
The It is only a cast piston but is the Powermax design - very sturdy and pretty much unbreakable. The 85mm oversize piston AE part number KR has a finished crown and is a forged piston.
It is still available but horrendously expensive. No doubt there are other options available and I don't profess an encyclopedic knowledge of the crossflow parts bin compared to engines I build more of. One problem with the Heron design is that the pistons are very heavy. Also the valves open into deep piston cutouts which form part of the chamber volume too of course and so flow is shrouded to an extent. On big budget race engines it is possible to machine a shallow chamber into the head itself and use more conventionally shaped, and lighter, pistons.
The debate has raged for years as to which is the best way to go. My feeling is that if the debate has raged so strongly there can't be that much in it or a decisive winner would have emerged more easily.
It's certainly a lot more work to do all this of course. The other problem with the Heron design is that the combustion chamber shape that results doesn't burn very well and a consequence of this is the need to run a lot of ignition timing. As a technical aside here, the less ignition timing an engine needs to run the more power it generates.The Ford Kent is an internal combustion engine from Ford of Europe.
Originally developed in for the Ford Anglia, it is an in-line four-cylinder overhead-valve—type pushrod engine with a cast-iron cylinder head and block. The Kent family can be divided into three basic sub-families; the original pre-Crossflow Kent, the Crossflow the most prolific of all versions of the Kentand the transverse mounted Valencia variants.
This series of engines became known as the Kent engine because Alan Worters, the company's Executive Engineer Power Unitslived across the river from Ford's Dagenham plant in the English county of Kent. Originally within Ford, it is said that the Kent name was actually born with the A and AM blocks commonly called the M block with square main bearing caps for the Crossflow series, which represented a vast improvement in the durability of the engines.
However, the name caught on to be used outside the company to include preM engines as well. With a The same engine, with its bore unchanged, but with longer The Pre-crossflow also provided the base for the Lotus Twin Cam, where selected blocks were bored to larger capacity.Convocazioni gl.h.operativi – ist. comp. statale nettuno iii
The engine is now referred to as the pre-crossflow Kent, in reverse-flow cylinder head configuration with both the inlet and exhaust being on the same side of the head. A redesign gave it a cross-flow type cylinder head, hence the Kent's alternative name Ford Crossflow. It would go on to power the smaller-engined versions of the Ford Cortina and Ford Capri, the first and second editions of the European Escort as well as the North American Ford Pintoand only.1969 Ford Escort MkI BDA Alan Mann, walk around
The Crossflow featured a change in combustion chamber design, using a Heron type combustion chamber in the top of the piston rather than in the head.
These changes represented a significant improvement in the reliability of the engines, and the blocks are commonly referred to as 'M' blocks Most cars came with a single choke Ford IV carb although the 1. Kents are quite easy to tune to GT spec, which usually means the biggest capacity block, slightly bigger valves usually taken care of with a performance headGT cam free flow exhaust and twin choke Weber - you should see around bhp.
ARP rod bolts and replacement of the front pulley for a one piece steel item. The valve train should be strengthened with steel posts, spacers and rocker shaft to cope with the additional stresses caused by high lift cams, HD valve springs and higher revs.
A double timing chain kit should also be fitted for the same reasons. It has been fitted in countless other applications as well, being a favourite of kit-car builders not only in Great Britain. Toggle Navigation. Ford Kent Crossflow engine From to Published date Sunday, 18 June Updated Saturday, 03 February Read more in this section. Ford Essex V6 engine Read more Cosworth YB Engine Ford Sidevalve engine X Right Click No right click.
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