Snapperpaul

My S3a has the same floor, I ran 2 lengths of angle front to rear for both the passenger and drivers side picking up on the L to R forward crossmember and the rear tub lip behind the seats. The seat runners were bolted through the angle iron, this stiffens up the whole tub.

I also found that the rear floor stiffeners under the boot around the diff started to crack so I made a box section that bolted below and above the boot floor which stops the flexing.

That is definitely a fuel surge problem.

The basic fuel tank used in the monocoque cars has the fuel gauge & pickup on the far end of the tank, less than half a tank and a brisk attack of a roundabout would cause a loss of power on exit.

I have a fuel pressure regulator fitted, it took a few seconds to drain the carbs and the fuel regulator filter bowl meaning the engine cutting out was 50 meters past the roundabout.

Simply fitting a swirlepot of 1 litre has solved the problem completely.

Crown wheel and pinion are matched pairs, you can't just fit a new crown wheel

It's cheaper and easier to fit the whole diff

The only Sierra that had a 3.9 LSD was the 2.0L DOHC 4x4

If by normal you mean 3 point inertia then yes you can

Interesting that it made little difference, what increase did you see?

How much difference did moving the intercooler make from top to front of radiator to intake air temp?

Question.... does an intercooler that big reduce the airflow through the water radiator and increase engine water temperature?

I stand corrected there is indeed an FR31, described as mild road with a 260 duration

You would not be needing high compression ratio with this cam and 10 to 1 would be the limit negating the need for plug inserts.

There is nothing wrong with plug inserts and they give you more options for later tuning.

I would still check what work the head has had as the RS2000 head was originally just a standard one

RS 2000 head is just a standard Pinto head, you should check if it has some porting done and larger valves or it has no more value than a standard head.

The fact it has small plug inserts leads me to believe it has been skimmed a lot for higher compression. I have a head with plug inserts and 10mm plugs this is to stop the Pistons hitting the plugs at TDC.

Check the cam as I did not think there was an FR31. The head I have cam with an RL22 and I am using an RL31 on that engine with 10.7 to 1

On my Mondeo it was the pump itself, I tried new fluid, new feed pipe, special leak stop fluid then bought a pump

Just to add my experience to the debate.

I had little knowledge of this in 2008 when I SVA'd mine and put 450 & 450, this resulted in getting figures very close to the design weight on the rear so would suggest that Longboarders information is good

You could go down to 550 on the rear but if 450 600 has worked why not

You need to look for camshaft which use single valve springs so you don't need to machine the spring seats

Most of the mild camshafts in the Kent catalogue with the code letters FR will be a simple fit

FR30 & FR34 are standard rev limit with more lift/torque

I like the FR32 but this would benefit from a bit more compression, light skim and thinner head gasket to get about 10 to 1 compression ratio

I also have some camshafts in my collection.

I know I have an RL22,

Think I have an RL2, and a Group 1

Not sure of the condition of the Group 1 the others RL2 & RL22 are in good nik

Cobra's are tight passenger side

The narrowest point is between tunnel side and folded top side

Vacuum advance is only for fuel economy, throttle closed.

So should not affect the the basic setup of ignition timing.

You said it felt like you were putting a lot of advance in? Are you using a timing light? You'll need to have a reference point to understand what idle advance you have and check what full advance the distributor gives.

Vulcan engineering, Thurstans and Gosnay's in Essex all quoted me about £40 per hardened exhaust valve seat fitted.

In my opinion it's not worth it for a standard 1.6 Pinto

Just keep using the additive.

You can tell by the inlet ports shape

Fully round = standard carb head

Egg shaped port slight raised indent at the top

= injection head.

Is the head an Injection type?

Reading another supercharger build there was mention of spending time setting up the bov with different springs to achieve desired results.

If there is an adjustable bov on the market this would seem the next step

That's the one

What I mean is that's the diagram.

I found it interesting that the stubby profile gave such good results.

The full rolled edges are good and sharp edged trumpets not as good as one might think.

But that said a rounded profile is always better than a sharp edge.

Have you seen my diagram on bellmouth radius effects on airflow?

Another one of over thinking moments!

I have not had such a problem I do however mostly use my phone

Gauges show max if not getting a feed from the sender

My cousin who works on large lorrys says to check the air filter for any metal parts missing or broken that may have been injested

There is clearly som metal on the end of the rotor that should not be thete

I found with mine an unnerving feel of lack of grip when hooning on a roundabout and then it catches as you would expect

It's just a momentary "will it grip" moment

The Ppnto was in Ford cars from Cortina through Escort to Sierra, also found in Capri and Transit.

It's a relatively simple engine with a few idiosyncrasy's such as if you remove the distributor the oil pump stops working.

The early camshaft spraybars got clogged and lunched the cam lobes so these became a service item.

Any Haynes with a Pinto engine in it will be useful, the Sierra one is the most up to date