natehall
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| posted on 31/8/06 at 04:29 PM |
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Pinto reboring to 2.1
Ok, i have done my calculations, and i believe i need to goto 93mm from a standard bore of 90.8 (which i may or may not have already :lol:
how much would i expect to pay to get this rebore done? and possibly a crank grind if it needs it as well?
Thanks
Nate
If it aint broke, uprate it
if it is broke, uprate it
http://www.modders-uk.co.uk
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perksy
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| posted on 31/8/06 at 07:06 PM |
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Have you got a 205 Block ?
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david walker
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| posted on 1/9/06 at 09:04 AM |
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To go from std to 93mm on a Pinto would cost you about £65 - bored & honed, would at least with me. No, not touting for trade, laid up ill anyway
at moment.
Use standard V6 pistons for cheapness. Rod ends will require narrowing to take them and block will need decking but it's a common enough mod.
Budget £45 for decking block and £60 for crank grind. Probably cheaper to find another crank if yours is shot.
As I believe was being indicated, 205 block is better but old block would be Ok at 93. The 205 block is happy to go to 94.
Dave Walker, Race Engine Services - 07957 454659 or 01636 671277
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natehall
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| posted on 1/9/06 at 09:24 AM |
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yeah it is a 205 block
is there anyone local to manchester area that someone on here would recomend?
If it aint broke, uprate it
if it is broke, uprate it
http://www.modders-uk.co.uk
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DarrenW
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| posted on 1/9/06 at 02:58 PM |
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Blatant hijack - hope it helps original question!?? Apologies if not.
Hope you dont mind me posting this link David. Im sure prices are different now but i found it to be a very good reference point.
http://www.locostbuilders.co.uk/viewthread.php?tid=23342
Page 2
It would be interesting to know what the costs are now for 2.1 and 2.2 conversions.
Excuse the hijack but if one was to go for 2.2 conversion,
1. How easy are the diesel rods to find?
2. What else would be required to make the most of the new bottom end? Im interested to knoiw what the total locost cost would be? ie with such a 2.2
bottom end couls a mildly ported head with FR32 cam be used at first and then changed / reworked at a later dat to spread the cost. In terms of
fuelling have many utilised bike carbs with such an engine rather than the more expensive twin 45's / throttle body route (only asking as im
gathering the bits for bike carb and magajolt conversion at the mo).
3. On top of the machining work is it just a case of needing new oil pump and gasket set etc then building it all up?
I guess the other question would be cost in terms of dropping off a short motor and then collecting as an assembled short motor.
My bottom end is showing signs of wear (smoking) so if i was going to do some work on it i guess it makes sense to go mad!
Personally i would need to save up some pocket money for such mods so nice to know up front what the costs involved are.
Cheers,
Darren.
[Edited on 1/9/06 by DarrenW]
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david walker
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| posted on 1/9/06 at 09:30 PM |
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Darren & Nate,
Have lost my offset grinding facility so am no longer able to offer long stroke, 2.2 conversions. No problem with big bore 2.1 though.
I am happy to quote you both for doing a short 2.0 or 2.1 engine. Please e-mail me seperately as I'm not on here to sell kit.
I do most of Bogg Bros specialist engine work and have no problems recommending their bike carb set ups. Unless you have first hand experience I
can't begin to tell you the improvement over 40's / 45's.
What most people forget is that most sidedraft installations are incorrectly set up and most rolling roads don't know how to set them up! Most
set ups are a compromise.Think about the number of variables (jets, emulsion tubes, chokes etc) within that style of carb and each are inter
dependant. How many times have you heard that side draft carbs are "thirsty" - why should they be? Often they are dribbling petrol out of
worn linkages and suffer incorrectly set float heights etc etc.
Throttle bodies are best, bike carbs a close second.
Dave Walker, Race Engine Services - 07957 454659 or 01636 671277
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