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zygoteer

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About zygoteer

  • Birthday 09/16/1947

Previous Fields

  • Car type
    was 2B DOHC Lux - sold, now Alpina B3 Biturbo
  • Full name
    Tony Sharp

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  • Website URL
    http://www.pyghtle.com

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  • Gender
    Male
  • Location
    Bedfordshire SG19
  • Interests
    cars !

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  1. I have an apology to make to those who are interested in my '2B kit'. Memory plays tricks on you when you are my age, and I forgot that in 2010 I sold the hood/side-screens because I was going to fit the aero-screen instead to make it easier to IVA (and reduce drag !). So the hood/side-screens are NOT in the kit Sorry for my mistake.
  2. Depends on what timescale you mean by 'cant collect straight away'. The short answer is NOT straight away. However I do want it all gone as soon as practical, so essentially, if someone else wants it, I guess it is first come first served. I shall be posting some pictures of my actual kit next week when the donor shell has gone ( - I have the V5 and VIN plate ), so you can then see the condition of it along with the accumulated dust !
  3. Here are a few images ( www.pyghtle.com/DOHC.htm ) from the Brochure for the 2nd production batch which was a higher price and NOT purple, but does shows the rear wings before they changed the design for the 2nd batch. My kit was from the 1st DOHC batch of 22, and was a fuel injection model, so would have the purple bonnet bump. Also included is a picture of someone else's build (forgotten whose) which was also from the 1st batch, as this gives you an idea of how the fibre colour SHOULD look with the mirror polished SS panels.
  4. OK, but I can't really take pictures until the donor shell is taken away next week, due to the space in the garage. However I will also scan the relevant original brochure pages to give you an idea in the meantime - bear with me this evening though.
  5. Thanks for that note - the donor is on SORN and I do have the V5 and I will now try to cut-out the VIN plate before the shell is disposed of. contrary to what I said before, I have discovered this morning that I do have the pedal box !
  6. I have for sale a RH 2B DOHC Lux Stainless Steel/Purple fibre kit – unbuilt and not modified. This dates from October 2002, but due to work commitments I never got past stripping the donor, then after that I was injured, then I became ill, and now I am way too old/frail to get out and get under. L So I have finally acknowledged that I will never be able to progress this build. Hence the entire untouched kit is available. … but this could still be built up to be a good fun car by someone with the vision I had – so stop dreaming and buy it from me. £750 the lot – provided you can take away ALL the bits and stripped donor items and the numerous new & old spares … as I really need to clear the garage to set my mind at rest. (pickup only of course, and you will need a good sized van and some energy !) ... but not the donor shell, as this is due to be disposed of – so I guess you would end up with a Q-plate. All this was dry-stored (but very dusty now). Below is a brief description as accurately as I can recall … Complete 2B DOHC Lux Stainless Steel/Purple fibre kit + 70ltr SS tank + 'SS' luggage rack + Full Hood and Side Screens + Alloys … and lots of bits in boxes (original invoice £3695) Includes Video tapes manual. This chassis is wider than the normal 2B in key areas, to accommodate the DOHC engine & box (and is believed to be very similar to the ‘Super-Spec’ chassis). The handful of parts RH stupidly supplied in mild steel do have surface rust though, and the 4-bolt RH Alloys were sold a while back. The donor parts/used spares list includes: DOHC 8V engine “DL20-N9B” (125bhp when new) + TWO spare “N9C” engines. Complete Rear Axle incl. Beam/arms, Disc-brakes, 5-bolt hubs, diff. = 3.91 ratio + spare 3.66 diff. (ex- diesel). MT75 gearbox + spare MT75 gearbox (believed to be close®-ratio from a 16V “DH20-N3A” engine). Cosworth Steering column. 5 Refurbished 16” Cosworth 5-bolt alloys with good tyres (well they were when I bought them). Pair of 4-pot front calipers (Cosworth Sapphire RWD) – need overhaul though - you can still get the seal sets. There are plenty of other parts too numerous to list. ... and more … A few donor parts may well be missing – pedal box I know is not there (never got around to removing it from the donor) The “new” parts (well they were when I bought them) are many and varied, again, but includes: New Adjustable Top Wishbone set – purchased via RHOCaR member a few years back (but never used of course) New DOHC alloy sump ready to be cut and welded to increase ground clearance. New 278mm front vented discs (to match the 4-pots & 5-bolt hubs). New Cosworth RS500 front brake pads. New solid rear 5-bolt disks. New Black fibre Aero-screen to fit instead of the normal windscreen (a.k.a. air brake). New set of 8V DOHC ‘stretch’ head bolts. New 8V DOHC water pump. New Cosworth Poly bush set. New EFI fuel tank sender New 2.0 DOHC timing chain tensioner New 2.0 DOHC exhaust manifold gaskets New FSE power boost valve – 2.0 DOHC .. and more bits too numerous to list. Location East Bedfordshire. Email me if interested.
  7. The RH "2B-DOHC" chassis is different to the "2B". ... for example, it had a wider tunnel for the MT75 gearbox, lower floor line for better seat fit, different cross member behind engine, different engine mounts, and other build details such as: pre-fabricated scuttle, first batch had one piece fibre rear wings used with a flat rear panel, and also some small details etc. It is almost the same as the "Superspec" chassis - I was told the engine mounts were the only significant differences. That said, some people have fitted the standard "2B" with a DOHC/MT75 powertrain, but it needed "surgery". The "2B/4" came later and was a (tiny) evolution of the "Sub-k", and was not intended for the DOHC, although I would guess a Zetec should fit. Ford DOHC engines came in 8V and 16V - the 8V has loads of torque low down, but 16V does not exceed that peak until revs get past about 4000, so expect to rev a 16V and pay the price in fuel, when using the performance. Ford always officially quoted power in kW (even way back then), and the most powerful Efi Pinto version (non-catalyser) was published at 85 kw, which actually calculates to 113.9869 bhp, but no-one can really detect a difference of 1 bhp though ! Carb and Efi versions were NOT same power by quite a way.
  8. The DOHC engine does have the inlet & exhaust on the opposite sides to the Pinto. The Cosworth YB engines are the same as the Pinto though. If you are looking at donor cars to find another engine, then you need to know the correct Ford engine code (3-letters/numbers) that is shown on the VIN plate. The chart shown HERE may be of some interest on this topic.
  9. zygoteer

    Mt 75 Oil Plug

    See the Atached page 10 of the Ford manual
  10. zygoteer

    Which Sierra Has?

    Hi I just used the Granada uprights/hubs with 5 stud fittings, but it is straight forward to change the hub to the Sierra 4 stud when you fit new wheel bearings. A possible advantage of using the Granada hubs is that they can have the ABS sensor rings fitted, so I could decide to fit the ABS+electric servo, but not got there yet - haven't checked if there is room for it. Re-reading my original reply, I missed out saying that the 2WD RS Cosworth Sierras did not use the MT75 box, but the T5 instead, which is unusual in a "Seven" kitcar as it is heavier/bulkier. When you are looking for a donor look at the VIN plate before buying, because in boxes on the left hand side the engine code (and also the axle code) is marked. For an EFI version you need to look for "N9", some are marked "N9A" to "N9E". (the "N8" engines are carburettor types) As I decided to stick to the standard EFI+EECIV ECU setup, I figured out the best one to go for was the "N9B" from a low mileage (63k) 1989 Mk3 Granada - as it is CAT-less this one produces the highest power of all the 8-valve DOHC engines. ( ... when it was new of course) Also the EFI inlet cam is higher lift than the carburettor version. The 16-valve "N3A" engines were only fitted to Scorpios. Looking at the torque figures, I think the 8-valve engines are the better ones to go for in a much lighter car, because the max is very similar, but it is given at considerably lower rpm, which means that the initial acceleration at low speeds should be better. I would advise avoiding the Scorpio 145 bhp 16-valve "Y5A" 2.3 litre DOHC as it has a dual-mass flywheel and is a taller engine with twin Lanchester balancer shafts in the sump, so shortening it for ground clearance is going to be tricky. cheers Tony
  11. zygoteer

    Which Sierra Has?

    Hi Someone on here is bound to correct me, but according to the Sierra data I have collected over the years, the only Sierras that used the MT75 were all the DOHC I4 variants (Sapphire) and some of the V6 variants (some V6 used type 9 box) I have no record of any Pinto Sierrra using the MT75, so used the type 9 box. Both the DOHC I4 4WD and the V6 4WD used 7" rear diffs (plus the 7" beam of course) - the 4WD boxes were of course the MTX75 which has an extra transfer box for the front diff. The 2WD DOHC I4 used the 7" diff and beam (some with drums, some with discs) - I suspect there may well be some odd diff exceptions to this, as Ford often fitted a non-standard setup depending on the parts supply situation. The 2WD V6 used the 7-1/2" diff and beam and discs. I have been told that it is actually possible to modify by welding revised brackets to a 7" beam to suit a 7-1/2" diff, or even butcher a 7-1/2" diff to fit the 7" beam, but is a lot of hassle (you have to make very sure the diff is then square & centrally placed), , so why not do what I did ....... I used a mk3 Granada DOHC engine, MT75 box (cable clutch), and the complete rear end which uses the 7-1/2" diff and beam and discs - it also has the bolted Lobro joints which are stronger than the push-in type used on most 7" diffs. The only snag I know of (not completed my build yet !) can be that they used a 5 x 112mm wheel stud pattern, which is not so common (it was only the later Scorpio that reverted to the 4 x 108mm wheel stud pattern that a Sierra uses) It is of course quite possibe to change the hub to a 4-bolt flange if needed though. I stuck with the 5 stud type and use Granada-Cosworth 16" alloys. I have found that the advantage of a 7-1/2" diff is that if you can get a direct bolt-in replacement from a diesel Granada or Scorpio which has the 3.36 ratio, which a lighter car with DOHC (this engine shouldnty be revved past 6000 without big mods) will benefit from. Hope this helps. Tony
  12. Thanks for the comments I had not even thought that the pedal arrangement might not fit in - so nice reminder.. Part of the reason I was considering it, is because the guy I got a 7.5" 3.36 differential from (deisel scorpio), has also offered me the diesel MT75 which has the higher 3rd and 5th gear ratios in it - but it does have the hydrauilic clutch thrust bearing. I shall be measuring up the pedal box room before I decide. regards Tony
  13. zygoteer

    Mt75 Clutch

    Does anyone know if the MT75 cable-operated clutch can easily be changed to the hydraulic concentric thrust bearing type used on Transit, Galaxy, late Scorpio etc. ? If so, is it worth doing cost/operation-wise ? (over the years on many cars, I've had quite a few cables break on me - once causing a crash at the lights ! - but never had a hydraulic failure) I am at an early build stage, so I guess now is the time to decide.
  14. zygoteer

    Engine Manuals

    I have both the Sierra and Granada Haynes manuals that cover the DOHC - but they are not really very helpful, so I found this (see cover pic) on a "well known internet auction site" - a real Ford 2.0 DOHC Service Training Book 98 pages covering EFI and Carb versions, introduced in 1989, manual no. "CG7308 GB4/89" It was originally intended to show the new features and differences from "ordinary" engines, both from a servicing-repair viewpoint and from a technical standpoint, as it also explains why and how the systems work. Content is great, and I find it invaluable, so you can't have mine ! ... and not got a scanned version (yet !) But keep looking - they are sure to surface from time to time. I also found a similar one for the EEC IV engine control system - again invaluable, manual no. "CG7227 EN11//84"
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