Fiesta Mk1 1100 go faster advice required

I have this problem with the volvo, being a 1.4 means its ok if you rev the nuts of it but thats not how i want to drive 24/7 lol and i cant afford the insurance of an engine swap so am currently trying to find go faster parts lol which is hard.

what are your plans for the fiesta, track day car, cruiser??? you could strip its interior that would help speed her up.

yeah, but not everyone wants to do that.... and putting in a 16 will bump it up a tax class too. Be different, tune the 1100. Its very worthwile, and a learning experience to try and get more horses out of a small pony. when you only have 40hp as standard, giving it an extra 10 seems a really big deal

now, your questions...

first, pick your carb with care... what size DCNF were you thinking? I'd rather use a 32 DFT meself. Heads tend to be modified in stages to increase power, first smooth edges/matcch ports and manifolds, skim head/block to raise CR, fit bigger valves etc. this helps the extra fuel/air provided by the big carb to circulate and burn (with help from your next bit, the cam. SDame with the exhaust, buy it, make it... not difficult either way. there are some constructional "rules" regarding optimum shape for a four branch, but they are pretty simple too.

I would recommend buying and reading a book on tuning the crossflow first, there are a couple of good ones but the titles etc escape me at the min. Learn as you go, and have fun.

theres better books available for the kent than that one - and cheaper

"tuning 4-pot fords' published by Speedsport for example



and a few more

David Vizard has written a couple for the kent engine too

scary, the twin dcnf kit is one that was supplied for the 1.1 as part of a series-x kit of some sort IIRC.
i think 90 will be a push, but don't let it hold you back.
you may have to look into new internals, however i don't know where to get them from as its a valencia engine not a crossflow.

Personally, I don't think that 80-90 brake is particularly ambitious. I built one in the '80's that would absolutely flatten the 'new' CVH XR2's. I'm sure Briandamaged will elaborate!! ;D

First off, I would speak to someone like Janspeed as they did a couple of 'kits' in the '80's that produced this kind of power.

Basically, it will go something like this. Maximum overbore, lightened and balanced bottom end, fat cam, flowed head and a manifold/exhaust.

Someone like Cylinder Head Developments in Bromsgrove should be able to sort the top end out. Janspeed and Ashley used to make exhausts so you shouldn't have too much trouble there, don't bother trying to modify a 1300 or 1600 one as the port spacings and flanges are totally different.

Your only real problem is that being a 3 bearing crank, your maximum revs are limited.

1.7L, Geary.

the mkI's 957cc and 1100cc were the valencia engine... mine was a 957cc and once i had holed the pistons in the original engine i bought another lump and polished and ported the head and manifolds, worked a treat (ok wasn't blistering performance) but launched and ran quicker than my mates identical standard car... from memory i don't think any kent engine bits fit the valencia...

anyways... i think there was an article in this months PPC mag about tuning festers...

cvh is mk2 and more trouble to fit than is worth

Thanks for all the replies people. If I fill you in a little more, then perhaps you can see where I’m coming from with this!

I’ve currently got three fiesta shells, awaiting tinker time when I get around to it.

My first is the ’83 1100L that is used daily and is to be the recipient of the resulting package of parts from this thread. It’s fitted with Greenstuff discs and pads all round, braided brake lines, lowered on Gaz coilovers, full Ashley system, pepperpots, Supersport graphics and arches, front and rear spoiler, over-rider front and rear bumper and Clifford alarm. There’s a Bestek system on it’s way, and the interior is stripped down to two seats and the dash. The plan is to tidy up the shell – just some scabby rust patches around the outside, put some time and effort into the standard engine and then use it as a fast “everything’s relative” road car for the daily commute, annoying the neighbours and a bit of fun on the weekends. I want to see what I can achieve with the standard block as it’s a genuine 40,000 miler that pulls strong and would be a really good starting place for modifying the internals. Finish wise, I’ll be looking to get the arches off, paint it beige [yawn…but I like it] and throw on some alleycats I’m refurbing at the moment. Seeing how we go, the full interior could even be put back in at the drop of a hat for driving Miss Charlatan1 to hair appointments and the like. Project Slow and Low ver. II

The second is an ’82 rolling shell that’s in primer and also fitted with the same brake and suspension setup. This one is totally stripped and had the inner wing modifications to receive the five speed box bolted to the following engine:- CVH.Full Ashley exhaust/manifold, Heat wrapped. 34DMTR carb with manual choke. Pipercross bolt on. Kent CVH33 cam kit/double valve springs etc and has the highest lift kit you can get without using solid followers. Fully rebuilt head with the new cam kit, springs, new valves etc, mildly gas flowed head. Chrome rocker cover with K&N Breather filter. Has black diamond HT leads. This will slide between the flanks, couple up with a IB5 I’ve been working on and the already set up xr2 front end and be steered sat in a fully stripped, caged and painted up cabin with just the one seat. Ideas are for a ruby red finish, low and clean shaven although my photoshopping is currently employed on being an freshly qualified architect and not tarting around with cars…grrr. Project lairy

The third is merely a shell, and I’ve all of the above to do to it. This one is to be the recipient of my latest purchase, a 96 mondeo 2.0l silvertop with everything forward of the driver. This is to be stripped, cleaned, and put back together with not much more than stronger this and that and a set of webers. Again, this will go into a still to be prepped bay, mate up to a CTS stage 1 ‘box [piggy bank already receiving weekly cash injections where once there was beer and fast women!] and be sat infront of what is hoped to be a bogo standard interior complete with non headrest model seats and traditional radio - street sleeper style. Over time I hope to play around with the spec of this one some more but it’s the one that’s furthest off so I’m not too worried at the moment. Project whatthefuckwasthatthatjustwentpast??

My other cars a two door ’77 Chevette saloon that’s sat waiting for me to take pity on it and get around to stripping down the 2.0L Omega lump and sorting out some go faster bits. Bodywork needs some tidying on that too but the Fiestas are my first priority due to the relative straight forwardness of their builds and the fact I can get two of them in the garage at a time! The daily is a 1.5 diesel Clio that chugs itself about quite merrily, but I love jumping in the Fiesta and rattling my way around the place. Everything feels much quicker, I can identify pretty much any HGV from the markings of the underbelly being at eye level and I always come away reluctantly and smiling. That’s why I want to put my efforts into achieving some “relatively considerable” power from what I have available. After all that’s why we do these things and get dirt under our fingernails – Life would be boring if everyone was the same. It’s also worth it for the laugh I get when people see me unfold my 6’11” out of the Fiesta…priceless!!

Bazboy – As above really. The 1100 is already down to bare metal inside and just the two seats up front. All carpet does is soak up the water right?!! I’ll be looking to lighten as much as possible in the rebuild but it’s not until I get to the cvh’d mk1 that I’ll be contemplating Perspex windows and carbon bumpers! I just want this one to sound good and be a little nippy motor to put a smile on my face until I can get the zetec together and reliable.

Scaryoldcortina – The carbs are the Series X kit that Kee remembers correctly. They’re 36 DCNFs and come with the air filter, a k&N and the air filter box…hotdiggedy. They ran these cars quick [see below] and there has been a lot of people on other forums saying that 90-100bhp is out there for the taking.



Autofive – Cheers for the reading matter. I’ll read the CE markings on toilet paper me so some more reading matter will get hoovered up no sweat. If it helps me get another 20bhp out of my car then all the more eager to devour it. [on an aside note, does anyone else save ppc until they get home from work, settle down with a cuppa and then read it cover to cover that evening? How fast?! It’s a cracking read, and the technical articles always get looked back over and over, but this year I saved retro cars, retro ford, performance ford, ppc and performance vw for my hols, arrived and was looking for fresh reading matter on the morning of the second day…got to slow down!]

Benzboy – No worries about offering up your opinion. If I hadn’t wanted advice I would be sticking up a completed readers ride thread and showing you all the fruits of my labours. Instead, I’m after as much advice as I can grab at and enjoy the fact that leftfield is seen as a very acceptable place to come from on here. An 1100 screamer sounds like a whole sackful of giggles and there’s evidence for some pretty fun times if time and money is spent in the right way.

V8devon – Good advice. I’ve been told that creating something comparable to the cvh’d xr2 [though requiring the input of some heavy right boot into the mix] shouldn’t be impossible.

So people, thanks for the advice up to this point, and although the 1100 isn’t the first thought for modifications, hopefully with three fast ford projects of differing origins and attitudes, the struggle to find performance parts for the 1100 will be well worth it. Now don’t hold back with more advice and I’ll sling up a readers ride thread for the fleet for further discussion.

Cheers.

morgs