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If your using the Ford CVH engine, then why not install the fiesta or escort EFI RS turbo lump. would a very easy conversion and now adys are reliable for 250bhp

You sound as though you wanted a change , me I did not because my late father had driven it . Mike Duncan had a great trust in the CVH he said it was very misunderstood and got a bad name when it was a good engine . He was the first chap to tune them . 1905cc higher compression longer stroke , hepolite pistons , high capacity oil pump , gas flowed stage 2 head , vernier pulling gear , twin webers not sure what the chokes and jets are , must check my details , K&N filters, up rated cam followers 4 into 2 into 1 branch manifold +8 exhaust all s/steel ( no cat ) . Speaking to Ben we could get more from it , but the smoothness may then vanish and to squeeze a few lb at the very top here and their as we climb gets costly . I remember Tony Oliver who has raced for years still got his +8 started with a 4/4 said one thing a 4/4 has that no other mog has and that is chuckability and by hell he is correct . I have driven +4 , +8 etc . Yes the +8 has grunt but its not as forgiving nor is the roadster when you get it wrong as we all do. As I said 125bhp at the wheels. Mine has 140lb comes on at 2000rpm and peaks out at 5800rpm. Waiting till April then all you will hear is how much I am enjoying myself , providing him up their does not gives me a summer like last year .

I wish you would change that name . My wife is on another diet .

No willpower so I have to suffer also just to stop her from saying , "well you did not help me ".

But everytime I spot Chunky I think of a Yorkie bar its flashing up in my mind the blue lable and the chap snapping a chunk off .

Appreciative that this continues an off-topic discussion but the CVH argument comes up again and again.

The CVH engine can be tuned sensibly to be an effective race engine in clubman motorsport. My old CVH whipped many other Mogs in the sprint series including larger engined cars on scratch.

Eg. Silverstone 2010 - FTD out of a 16 car field including +8's and Aero GTN.
http://www.speedmog.co.uk/Downloads/2010/Results/Silverstone_Scoresheet.pdf

For the upto 1600 class it's a much more reliable engine than the XFlow as the available CVH tuning does not stress the engine much.

It would take a lot more cash to tune a Xflow to get effectively more power and torque that what's easily possible with the 1600 CVH.

The limitations of the CVH surround the valve gear and head design which limit engine speed and also possible compression. The parts to resolve some of these aspects have not been developed as main stream components and as such effectively limit CVH tuning in Normally Aspirated form. As has been pointed out already CVH turbo tuning is the normal route for big power CVH and has proven so easy the head's were grafted onto 2000cc Zetec E blocks to form the ZVH Turbo engine (common cheap power in the street scene). Unfortunately the Zetec E head cannot be grafted to a CVH engine due to oil/water way routing even though most of the critical engine geometry is the same.

A 16v CVH head was developed for Ford by Shrick as a motorsport unit, Only a 5 were ever made whereupon Ford canned the project and all the heads were supposed to be destroyed (luckily at least 3 survive). I've been fortunate to see the only surviving complete engine in real life and it makes big power and serious RPM's. You can easily see where the Zetec E came from given it's the joining of BDA and CVH bloodlines.

I agree with Sprinty that £ for £ it makes much more sense to go with another engine than tune a CVH. However I think it's a too often miss-used statement that the CVH is a useless performance engine and is not able to form a race winner. If pocketed pistons were more easily available I think we would see more bigger power CVH;s.

My favourite drive too, and the B1257 goes right past the end of my road! I just love surprising the motorcycles. My 4/4 is just a "cooking" 2005 1.8 Zetec but with a full S/S system which transformed the car (+15 hp on the dyno).

I haven't done anything to the brakes which seem fine, though I'm considering reaction bars, braided hoses and green (front) pads. I also have EVO shocks which are brilliant. Wondering about about the conversion from damper blades to thrust bearings.

Nigel

Have a chat to Ben Duncan H of E , you must live near Stokesly.

John T.

Indeed - Great Broughton

Never spotted your mog when I go through . Whats that bloke like at Stokesly ( Auto Bodycraft ) is he any good .