sirtommy
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| posted on 17/5/11 at 09:24 PM |
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1300 x flow identification
I was wondering if anyone could tell me how to identify a 1300 x flow engine. My mate has an escort engine that he wants to get rid of but i want to
check it is a 1300 gt before i buy as eventually i might try to enter the car in the 750 mc championship. Any help would be mint. cheers
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spiderman
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| posted on 17/5/11 at 10:36 PM |
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quote:
Originally posted by sirtommy
I was wondering if anyone could tell me how to identify a 1300 x flow engine. My mate has an escort engine that he wants to get rid of but i want to
check it is a 1300 gt before i buy as eventually i might try to enter the car in the 750 mc championship. Any help would be mint. cheers
Hi,
My 1300GT motor is marked 711M6015AA. the 1600 No ends AB also the block height is about 1/2" taller for the 1600 so if the block stops just
above the waterpump housing it is a 1300. The GT was also fitted with a twin choke carb and a 4 branch exhaust manifold, compression 9.2:1 (gt),
9:1(std) 8:1(low comp), Cam lift 5.865mm inlet, 5.905mm exhaust for GT
camlift 5.350mm inlet, 5.523mm exhaust for STD. 1300 STD pistons have hemispherical combustion chamber and are marked with5/F on top of piston, the GT
has valve cut outs and are marked with 5/D.
Hope this is of some help.
Spider
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ShaunB
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| posted on 17/5/11 at 10:56 PM |
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All 1300 xflows had the 711M6015AA engine number, I think what made it a GT was the cam (which would need changing for the 750MC Locost regulation
one) and the twin choke carb and the 4 branch exhaust manifold.
I'm building a new engine for my race car from a standard 1300 xflow, as I already have the correct carb there's nothing GT specific that
I need.
Cheers,
Shaun.
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spiderman
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| posted on 17/5/11 at 11:20 PM |
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Pistons are definately different, GT has valve cut outs and compression ratio is 9.2:1 for GT and 9:1 for STD and 8:1 for low comp eng if you beleave
the Haynes Manual for
MK 1 Escort. I know that Haynes manuals are not allways correct but I beleave they were more acurate in that era and I have pulled a few of them
apart.
The GT head also has different inlet valve sizes and lengths, inlet valve dia 38.02-38.82mm GT, 35.69-35.94mm STD.
[Edited on 17/5/11 by spiderman]
[Edited on 17/5/11 by spiderman]
Spider
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britishtrident
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| posted on 18/5/11 at 07:13 AM |
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It is the 1100 and 1300 that are difficult to tell apart.
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sirtommy
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| posted on 23/5/11 at 08:00 PM |
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quote:
Originally posted by ShaunB
All 1300 xflows had the 711M6015AA engine number, I think what made it a GT was the cam (which would need changing for the 750MC Locost regulation
one) and the twin choke carb and the 4 branch exhaust manifold.
I'm building a new engine for my race car from a standard 1300 xflow, as I already have the correct carb there's nothing GT specific that
I need.
Cheers,
Shaun.
Are you going to run the standard engine and use a gt carb? Are there any other racers doing this? I have been looking recently and it seems that
there are plenty of standard x flow engines knocking about but not so many gt versions.
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ShaunB
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| posted on 23/5/11 at 09:57 PM |
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When you say standard engine what are you thinking? You need to take a look at the
Locost Regulations to fully understand what needs to be done to make an
engine legal for the series.
The block will need to be bored +90 to accept either of the mandated pistons (so having GT pistons is irrevelant). The cam must be the regulated one
from Kent. The flywheel + clutch will need to be lightened anyway, a GT flywheel just gives you less to remove. There is no difference in valve
sizes on 1300 heads.
The Weber twin choke carb from the GT is needed, but can be picked up seperately, same for the inlet manifold. Exhaust is free and I've seen
no-one running a standard GT exhaust manifold, probably too restrictive.
I picked up a standard 1300 xflow for £25 off eBay, a set of pistons from a fellow LB'r and a cam kit from Kent. A local company are doing the
machining work for me, I'm doing all the building up.
Shaun.
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ShaunB
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| posted on 23/5/11 at 10:11 PM |
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quote:
Originally posted by spiderman
Pistons are definately different, GT has valve cut outs and compression ratio is 9.2:1 for GT and 9:1 for STD and 8:1 for low comp eng if you beleave
the Haynes Manual for
MK 1 Escort. I know that Haynes manuals are not allways correct but I beleave they were more acurate in that era and I have pulled a few of them
apart.
The GT head also has different inlet valve sizes and lengths, inlet valve dia 38.02-38.82mm GT, 35.69-35.94mm STD.
I have a Mk2 Haynes manual and it just gives a single size for 1300 valves, 38.02-38.28mm inlet, 31.34-31.59mm exhaust, this ties up with what
my standard head had fitted.
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