Directory & Prices
01 Standard Exchange Reconditioned Engine - £ 531.00
02 Stage 1 Exchange Reconditioned Engine - £ 835.00
03 Stage 2 Exchange Reconditioned Engine - £ 971.00
03A Stage 3 Exchange Reconditioned Engine - £ 1196.00
05 Solid Cam Followers - Add £ 202.00
06 Blank Camshaft - Add £ 146.00
07 Standard 1.9 + Engine - £ 1720.00
08 Stage 1 1.9 + Engine - £ 1927.00
09 Stage 2 1.9 + Engine - £ 2046.00
09A Stage 3 1.9 + Engine - £ 2271.00
11 Uprated Carburettor - Fitted £ 254.00
12 Uprated Carburettor,Auto Choke - Fitted £ 295.00
13 Weber Type Inlet Manifold - £ 130.00
14 Twin Carburettor Kit - Fitted £ 665.00
15 Tuftriding Crankshaft - £ 77.50
15a Tuftriding Con Rods - £ 33.50
17 Full Balance (Using your Clutch Pressure Plate) - £ 77.50
18 Half Balance (Using your Clutch Pressure Plate) - £ 38.50
19 Heavy Duty Clutches - £ P.O.A.
21 Gas Flowed Cylinder Heads Stage 1 - £ 235.00
22 Gas Flowed Cylinder Heads Stage 2 - £ 322.00
22A Gas Flowed Cylinder Heads Stage 3 - £ 498.00
24 Modified Warm-Up Regulators - £ 154.00
25 Vacuum Assisted Regulator - £ 217.00
27 Heavy Duty Head Gasket - £ 28.00
28 Heavy Duty Inlet Gasket - £ 10.00
29 "Late" Flywheel 220mm Standard and EFI - £ 99.00
30 Larger Capacity Clutches 220mm - From £ 142.00
31 Oil Cooler - £ 175.00
32 Complete 5-Speed Gearboxes - £ 588.00
33 Complete 5-Speed Gearboxes - Fitting £ 50.50
35 Anti-Pump Cam Followers (With Our Engine)- £ 73.00
36 Anti Pump Cam Followers (Outright Buy) - £ 126.50
37 Air Filters From - £ 30.00
39 Performance Exhaust Manifolds From - £ 92.00
40 Performance Exhaust Systems Only - £ 193.50
41 Performance Braking System - £ 176.00
41a Performance Braking System - Fitted £ 198.50
42 Suspension Systems - £ P.O.A.
44 Choice Of Piper & Kent Cams (W Our Engine) £ 117.00
45 Choice of Piper & Kent From- £ 146.00
46 Vernier Dural Timing Gear - (Supply Only) £ 81.50
47 Vernier Dural Timing Gear - (Set-Up & Fitted on Our Engine) £ 130.00
49 Radiator Testing - £ 17.60
50 Same Day Engine Fitting Service: Fords, Fiestas, Escorts, Orions - £ 109.00
51 SS 1 Scimitar. Engine Fitting Service - £ 145.00
52 Two Day engine Fitting service for Ginetta G32 and Quantum £ 193.60
52A Two Day engine Fitting service - Escort & Fiesta Turbo £ 162.00
53 Automatic Gearbox Types - Fitting Surcharge £ 13.00
55 1600 CVH Stage 1 for 1300 / 1400 - Fitted £ 1259.00
56 1600 CVH Stage 2 for 1300 / 1400 - Fitted £ 1503.00
57 1.9 + Stage 1 for 1300 / 1400 - £ 2329.00
59 34DMTR Carburettor / Not XR3 (Outright Buy) £ 342.00
60 Carburettor XR3 Only - £ 249.00
61 Number Plates - Per Pair £ 22.00
62 Important Advice on Modified Engine Management Systems
Also on Modified Turbos etc.
1.9 + BLOCK ASSEMBLY based on the new American 82mm block, overbored within Ford tolerances,
including Crankshaft, Con-Rods, Oversize Pistons and Oil Pump. Modified to accept "European"
Cylinder Head, Sump etc.
£1308.00 plus VAT
TURBOCHARGED & SUPERCHARGED ENGINES
ALL CVH TYPE ENGINES 1100/1300/1400/1600/1800cc & 1.9+
Our standard and modified engines will directly replace any Ford CVH engined vehicle such as Escort XR3, XR3i, RSi, Fiesta XR2, XR2i, Orion, Ginetta G32, Morgan, Panther, Scimitar SS1, Westfield, Lotus 7, Quantum and all Kit Cars and derivatives etc.
Your new engine is then fitted, including all necessary gaskets etc. fully tuned in and road tested.50 Same Day engine fitting service for all Fiestas, Escorts, and Orions. (Kit Cars P.O.A) 51 Same Day Fitting. S.S.1 Scimitar Engine fitting service takes approx 2 hours longer to fit. Important to arrive by 7:30AM. 52 2 day fitting service for Ginetta G32 and Quantum. 53 Automatic Gearbox Types - Fitting Surcharge. 54 BIG ENGINES FOR SMALL
1600 CVH STAGE 1 FOR 1300 /1400 CVH : Consists of 1600 Stage 1 specification engine (enclosed), new 1600 electronic distributor, 1600 clutch pressure plate, flywheel/driven plate. Modifications to inlet manifold etc.55 Stage 1 - Fitted 56 Stage 2 - Fitted 57 1.9+ FOR 1300 CVH : All parts as above. Stage 1. 58 Modified Carburettor/Inlet Manifold/Air Cleaner : We strongly advise the fitting of a modified carburettor for maximum gains : 34 DMTR + inlet manifold + air cleaner, K&N type. 59 Outright Buy (Does not apply to XR3). 60 Carburettor - XR3 only. 61 Number Plates
At cost price. With your vehicles registration number - then underneath the number, Specialised Engines Stage 1, 2, 3, 1.9+ etc. as applicable.62 Advice on Modified or Remapped Engine Management Systems
All our engines are built to suit the standard manufacturer’s system. We do not give any warranty on modified or "chipped" systems.
TURBO CHARGED ENGINES
Our turbo charged engines are also only built to suit the standard manufacturer’s Turbo, Boost and Wastegate system. Again, we do not give a warranty on hybrid and/or larger capacity turbos or modified/uprated wastegates giving higher boost pressures.
Any of the above modifications put a greater stress on the engine and drastically shortens its life.
AS WITH ALL OUR CONVERSIONS, PLEASE ENSURE BRAKING AND SUSPENSION SYSTEMS ARE MODIFIED TO SUIT EXTRA POWER.
BHP AND TORQUE FIGURES : Beware excessive claims. In the July ‘90 issue of Car and Car Conversions, there was an article headed "CVH SHOOTOUT"
One demonstration engine produced 112 BHP, yet was claiming 150 BHP ! Another claiming 140 +, registered 122 BHP.
The same article in Car and Car Conversions made some excellent points on their uses. This bears out what everyone in the tuning business has been saying for years. Basically, ignore the reading, as there are so many variables to consider. Rolling Roads are fine for ‘setting up’ an engine and its ancillaries, provided that the operator is good and that the comparisons are all done on the same ‘road’ and on the same day. Ensure a new engine has done at least 4,000 miles before putting it on a rolling road.
Do not expect any new engine to perform to the best of its capabilities until it has done at least 4,000 miles. Also the oil and petrol consumption will be greater until the engine has "loosened up".
DEVELOPMENT OF THE 1.9+
When we first investigated the possibilities of a ‘big bore’ CVH engine, we tried all the engineering tricks of the trade to retain the strength of the block, including offset boring, various stepped, standard and thin-wall liners. We eventually ‘wrote off’ some seventeen 1600cc blocks in the process. We discovered that all the CVH blocks had much thinner bore walls than any other Ford blocks that we have worked on in the last 30 years.
When we consulted Ford Technical, they said "The CVH block is a thin bore wall design. We do not recommend overboring to more than 0.040" (1mm)". Further than that the radius at the top of the bore and the block face becomes dangerously weak. This will lead to distortion within the bore, causing piston/bore problems such as blow-by and pick-up. Also the weakening of this radius can cause caving-in of the block face thereby blowing the head gasket.
Fitting liners exaggerates the problem, as to get a bore size of 83mm means overboring the block to 85+mm, then fitting a liner, completely destroying the radius. It is a basic engineering fact that fitting liners weaken the block, other than blocks such as diesels, which are specially reinforced in manufacture. This certainly does not apply to the CVH.
It is then inadvisable to machine the block face (deck), because it will weaken it even further, from the top of the radius. We are certain that the 1600 block is not reliable beyond a 1.5mm maximum overbore. Certainly it would be even more inadvisable to rebore it even further once it has worn out ! It would be even weaker - so it would mean scrapping it. Even more expensive !
THE SPECIALISED ENGINES 1.9+ CONVERSION
Our 1.9+ engine is based on the new American 1860cc ‘tall’ block assembly which has a standard bore size of 82mm (2mm larger than the 1600). We are the only engine builders to do the conversion in this way.
We do not machine, overbore, or modify any part beyond Ford’s tolerances. (We did not want to see Henry turning in his grave !). Therefore making it far superior both in strength and reliability. Also it is easily reconditionable again once it eventually does wear out.
In May ‘90 we approached Ginetta, the manufacturers of a new and exciting mid-engined sports car, the G32. They were already being supplied with a conversion based on the 1600 block from one of our competitors. We simply showed their engineers a cut-away 1600 block, illustrating all that we have explained here. They were astounded and we immediately gained an exclusive contract to supply them with our 1.9+ version.
Since 1989 we have run a number of demonstrators with 1.9+ engines in various stages of tune. From the outset, we have continued development by buying a variety of CVH-engined cars, to which we have fitted our engines with various bore, valve, camshaft, clutch, fuelling (injection/carbs) and exhaust system types and sizes. The information gained gives us the best possible configuration of the engine build to suit your particular car.
What is suitable for an Escort XR3i is not necessarily good for an Orion or Scimitar SS1 for example.
All have been offered to Motoring Magazines to evaluate :
May ‘90 XR3i in ‘Fast Ford’
Oct ‘90 Ginetta G32 in ‘Fast Ford’
May ‘91 Orion project ‘Fast Ford’
June ‘91 Ginetta G32 in ‘Kit Car’
Sept ‘91 Fiesta XR2 in ‘Performance Ford’
Jan ‘92 Fiesta XR2 in ‘Fast Ford’
June ‘92 Fiesta XR2i in ‘Fast Ford’
June ‘94 Scimitar SS1 in ‘Fast Ford’
Oct 2000 RS Turbo 1.9 Escort in Fast Ford
Nov 2000 RS Turbo 1.9 Fiesta in Fast Ford
Jan 2001 S2 RS Turbo 1.9 escort in Performance Ford
April 2001 S2 RS Turbo 1.9 escort in Revs
Aug 2001 S2 RS Turbo 1.9 escort in Peroformance Ford
IN A NUTSHELL
Our 1.9+ is a complete engine. It is far stronger, more reliable and can be reconditioned again. An added bonus is that it is a complete engine selling for less than the price our competitors sell a kit, once you have bought the gaskets etc. to build it. In appearance our 1.9+ looks exactly the same as the CVH blocks it has replaced, whereas conversions based on other blocks are drastically different.
At last a photo of the car, I was hoping to get a clearer one of your ‘logo’, but so far its the best taken during a race. Sorry its taken so long ! I took the car along to TURBO TECHNIQUES of Luton (nearest rolling road) they were surprised by the power of the engine, 150BHP at the flywheel and 115BHP at the wheels !
Everyone seems to claim that their cars have more BHP at the wheels than me I’m not sure if they are dreaming ! I feel that my car has more torque’ the engine so far has not let me down - its the driver !
After missing two rounds I am twelfth in my class, hope to finish in the top ten ! The handling of the car has caused problems, but after some modifications things are improving. After six races my experience is expanding and this knowledge is invaluable.
One crash cost me £2,000 to put the body right, but this has not deterred me.
May I once again thank you for your sincere help in the early days, your advice and knowledge has certainly proved to me you are the SPECIALISED ENGINE people.
I will let you know how I’m doing.
EDDIE’S CAR IS AN ESCORT XR3 USED IN THE VECTA - FAST FORD CHALLENGE. FITTED WITH OUR 1598cc CVH STAGE 2 USING TWIN CARBURETTORS, CVH 22 CAMSHAFT AND VERNIER GEAR.
FAST CAR JUNE’94
Yes, this pink poser was a mere ‘85 1.1 Popular, many years ago. Simon bought the car as a project when he was just sixteen. The pop had been shunted at the front and Simon came to an arrangement with AJ Garrett Vehicle Engineering to get a straight front end grafted on. The new nose came from a vicar’s car and Simon likes to think that the clerical connection means that the Lord drives with him. The humble origins are hidden by an XR2 bodykit which is painstakingly grafted to the panels. A whale-tail spoiler, an aggressive bonnet scoop (from an FSO !) and a glossy coat of custom pink pearl paint complete the style.
For a while the car was run with just 1100cc’s but has grown to a serious 1930cc in stage 2 tune.
Specialised Engines of Essex squeezed what Simon calls ‘A genuine, no bullshitting 135bhp at the flywheel’. The engine is based on the American 1.8-litre Escort CVH and the finished product gives just the sort of torquey power that Simon was after. Under the RS1600i rocker cover (which came as a job lot along with the twin Weber DCNF carbs) spins a Piper 285 cam.
The exhaust is from Janspeed with an end can from PPR (Pacific Power Racing).
Unlike the other cars, this Fiesta carries its full interior and a good weight of sound equipment. A pair of Cobra seats grace the front and the rear seats are trimmed in matching material.
31 July 1989
After having one of your Stage II engines fitted to my old Mark I Capri some 9 years ago and its subsequent breathtaking performance, I felt it was time to do something with my wife’s XR3i.
After three, maybe four, telephone discussions with yourself on general specification, with which you were most helpful, we decided to fit yet another Specialised Engine.
Your advice, technical back up, professionalism and general customer concern was, as ever, excellent and I must say that whilst your customers are your best advertisement, you most certainly support that with action.
In conclusion, I have no hesitation in recommending both your company and its skills to anyone contemplating moving forward quickly in a Specialised Engine.
cc: Mr B Melville
29th January 1991
Thank you for doing a first class job on my MK 2 Fiesta.
You fitted a 1.9 CVH engine last May and to date I have had 25,000 miles of trouble free motoring.
Last November I needed a new exhaust so I had a PECO HDR manifold and system fitted by John Mowatt’s of Pound Lane, Benfleet. He also did a back to back run on his rolling road. With the standard Ford system the car produced 87 bhp. When the complete PECO system was fitted the car put out 108 bhp at the wheels.
I would recommend to you that all your CVH conversions should go on a Rolling Road. After my car was set up the performance was frightening. The torque the car puts out, would credit many a tractor.
If any of your customers ever need an independent recommendation do not hesitate to give them my telephone number.
Very well done.
** EQUAL TO 138 BHP AT THE FLYWHEEL, (CARBURETTED ENGINE) S.E.
KEVIN’S ENGINE WAS AN 1860cc CONVERSION.