H.C.S. ESCORT, ORION & FIESTA
Directory & Prices
*Unleaded Cylinder Head Conversion. For Standard and Stage 1 Only.
All new exhaust valve inserts, all new bronze valve guide inserts.
Exchange Standard Head: £188.00. Exchange Stage 1 Head – £256.00
Also see Advice on Unleaded Fuel
H.C.S. Escort, Orion & Fiesta
The H.C.S. replaced the crossflow (X/Flow), but it is entirely different. It has an entirely different cylinder block, pistons, con-rods, crankshaft, cylinder head and ancillaries. Also Ford, in their wisdom, have modified the engine every year since its inception, using different piston, cylinder head and valve designs. So, without seeing your engine disassembled, it is not possible to offer a ready-built exchange engine. Although we can do some types on exchange, it is possible to fit an engine for your car in one day – provided that there are no problems when removing it and you arrive promptly at 7.30am (Monday to Friday). It is not always possible to supply an engine for DIY fitting for the above reasons. Also, for these reasons, there is very little in the way of performance parts, such as cams, carbs etc, available at the time of going to press.
Please let us know the Month, Year, Engine Size and Type of Vehicle
H.C.S. Engine Specifications
The following engine specifications are suggested stages of modification. But we can build an engine to your particular specification, if so required.
All parts immersed in acid ‘bath’, then chemically ‘hot’ washed and cleaned, with all core and oil gallery plugs removed.
Cylinder Head : Completely reconditioned with new valve springs, stem seals, valves, valve guides and head surface ground as necessary. All valve seats re-cut or new inserts fitted as required.
Cylinder Block : Rebored and cross hatch honed. All new core plugs fitted. New matched set of pistons. Mains checked for alignment and ovality. Surface ground where necessary.
Crankshaft : Reground and polished. All new mains and big end bearings.
Con Rods : Checked for alignment and ovality in big end housing.
Camshaft : Reprofiled with new or resized cam followers.
Timing Chain and Tensioner : New.
Oil Pump : Fully reconditioned or replaced. All new oil seals and gaskets.
Cylinder Head : Fully gas flowed with matched set of valve springs.
Cylinder Block : Rebored to 0.030″ increasing cubic capacity of 1300, for example, to 1332cc. Each bore cross hatch honed to exact size of each individual piston. Pistons fully balanced.
Oil Pump : New
Crankshaft : Reground to bottom limits available, with matched set of mains and big end shells.
Con Rods : Crack tested and checked for alignment. Checked for ovality in big end housing. Fully balanced and lightened.
Camshaft : “Blueprinted” for BHP gains, or for towing or pulling power, a lower profile camshaft for maximum gains in torque.
In addition we strongly advise the fitting of a carburettor kit, as listed.
Cylinder Head : Fully gas flowed big valve head, further modified ports, cutting and throating of valve seat areas to accommodate bigger valves.
Crankshaft : Reground to bottom limits available, with matched set of mains and big-end shells. Fully balanced with flywheel and new clutch pressure plate (Included in price.)
Con-Rods : Crack tested and checked for alignment. Checked for ovality in big-end housing. Fully balanced and lightened.
Camshaft : Blueprinted for BHP gains.
Carburettor : Modified Weber 28 / 32 TLDM including K&N air filter element.
Additional Parts for Extra Power and/or Strength
Our modified engines are built for normal Fast Road use, with the emphasis on retaining or increasing Torque coupled with an increase on BHP, smoothness and gains in petrol consumption, relative to extra power gained.
Bearing in mind that any good performance camshaft increases BHP but invariably means a loss in torque. The general yardstick is the “higher the lift, the lower the torque”. The blueprinted camshaft (included in the price of Stage 1 & 2) gives reasonable gains in BHP with only a slight loss in torque.
This process involves matching the rough cast from each of the inlet and exhaust ports, also the combustion chambers (where applicable) to achieve better flow to each cylinder. Increases power by between 10 and 15 BHP, ensures a smoother “tickover” and is more economical.
This ensures a smoother engine, lowers the “tickover” speed and allows it to rev
freely to its optimum. Our engines have a “half balance” (pistons and con rods) included in the price “Bottom End” balance : Crankshaft assembly, refaced flywheel and pressure plate is included in the price of Stage 2.
This is a treatment used in competition cars for strengthening metal.
Specially jetted and choked to fit whichever engine size or state of tune required. New modified Weber carburettor with full manual choke conversion and all necessary linkages and fittings, inlet manifold and sprint air filter.
Twin carburettor kit including inlet manifold, uprated petrol pump, air filters, all necessary linkages
Free flow “big bore” exhaust manifolds and systems which give useful gains in power. Prices depending upon application.
Consists of competition front pads and rear linings, braided stainless steel brake lines, racing brake fluid.
40 A fuel pressure regulator which can be used on standard and tuned engines. Designed to save fuel by regulating the fuel feed pressure to the carburettor float chamber, thereby not allowing the level of the fuel in the float chamber to become higher than its optimum.
To fit the 1400, 1600 or 1.9+ CVH type engines will require the following ancillaries : Carburettor, distributor, petrol/water pumps, timing belt/tensioner, timing cover, fan belt, flywheel, complete clutch, exhaust system, inlet/exhaust manifolds, modified wiring loom, coil, throttle linkages, engine mounts etc.
44 Complete 5-speed gearbox can be supplied in exchange for your 4-speed with correct differential and gear ratios for our 1600 engines. Including necessary conversion parts, gear lever, linkages etc.
Although we offer converted heads, we consider this a last resort. It involves fitting valve seat inserts which can crack, or worse, drop into the bore, causing severe damage. This usually happens through overheating or if the engine is stressed. It is advisable to retard the ignition by some 3 to 4 degrees, which in turn means losing some engine power. In the circumstances we are advising our customers to wait for L.R.P. (Lead Replacement Petrol)to come onto the market. SHELL have stated that they will be replacing their leaded pumps with this, come changeover. They have already done so in most European countries which have banned leaded petrol. They claim that long term tests have shown that it is a safe and suitable replacement.
As with all our conversions, please ensure braking and suspension are modified to suit extra power.
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”.
Our engines do not include ancillaries, such as clutch disc, clutch plate, bearing, engine mounts, hoses, clips, plugs, points etc. These are decided by you the customer at the time the engine is removed. (It may be that the car has already had some new parts fitted.) So please allow extra for anything required.
Dependant on type of vehicle, but gas-filled shock absorbers or adjustable type shock absorbers, anti-dive kits, single leaf rear springs, negative camber cross members, toughened, insulated rubbers, stiffened front springs.
At cost price. With your vehicles registration number – then underneath the number, Specialised Engines Stage 1, 2, 3 or 4 as applicable.
Ensures instant warmth to interior, immediate window demisting and improved fuel consumption by a claimed 46% on short journeys. Avoids use of automatic or manual choke and improves safety on wet icy roads by eliminating engine racing whilst on choke. Ensures easy starting and reduces engine wear, extends battery, starter motor and exhaust life. (Up to 50% of engine wear occurs during the first few minutes.)
Beware, there are some cheap, poorly made versions on the market. Two noted magazines have done full tests on all makes available. At the time the top two were Mobelec and Luminition. In our opinion there are only slight gains up to 4500 rpm, but after this, mainly due to lack of points bounce, it comes into its own, particularly on tuned units. Against this, any failure means a “normal” garage would not, unlike a normal points set-up, be able to fix it. So we advise you to retain the normal distributor parts and a screwdriver as a “get you home” device.
The July ‘90 issue of 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.
We set our fitting charges at a very reasonable rate. This is to encourage our customers to take advantage of this very important service. We have very few problems with our engines, except when they are fitted or set-up incorrectly by DIY or outside agencies, which can mean more expense and in convenience for you, as the fitting is then not covered by our GUARANTEE. Whereas if we fit it, the fitting and all parts supplied are completely covered by our guarantee. Upon your arrival at 7.30am the engine is allowed to cool, then removal of the old engine proceeds. You are then shown over your new engine, i.e. the block assembly, showing the pistons, bore and crank sizes etc, then the cylinder head, showing valve type, sizes, springs, guides, seats and gas flowing of chambers and ports as applicable.
Every Engine is completely Hand Built and is the Sole Responsibility of One Engine Builder
By 9.30am your ‘old’ engine has been removed. We then ask you to inspect and decide for yourself if you require replacement of any parts, such as clutch, engine mounts, thermostat, hoses etc. If you are uncertain of what you are looking at, we will show you a new part to compare condition.
The radiator is sent away (unless new) and is tested under pressure to clear sediment, check rate of flow, repair minor leaks and finally resprayed.
‘Don’t bite off more than you can chew’ as the Bishop said to the Actress!
‘Have you got the right tool for the job ?’ as the Actress said to the Bishop
Keep everything clean. Use plenty of oil – as Specialised Engines say.
Leave plugs out when first turning the engine over – this will help your ‘old battery and starter motor’ against the new, tight engine. Fill the oil filter with oil, prime it. Set tappets before adjusting time (using a timing light). Read further instructions on the front and back of the engine receipt. PROBLEMS ? STOP ! RING US ! We are here to help you. It is part of the guarantee that you bring the car back to us, for its first service.
Finally – don’t fit it yourself. “We can make a much better job of it and at a reasonable price !” As the Actress said to the Bishop.