LewisH

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Hi all, I've just finished removing my pinto to change the crankshaft spigot bearing, really wish I'd done this the first time! In the process of removing, I've had to cut one of the bellhousing bolts as it was spinning on the thread. I'm now trying to find a replacement, but having no joy finding this type of bolt. Can anyone help with this please? Pic attached, it's 10mm dia and tapered at the end, with flat spots on two opposing sides.

Hi all, Just finished a rolling road session yesterday at Northampton motorsport, very happy with their work, however, the torque curve wasn't great at lower revs and didn't pick up until roughly 4k rpm. The guy running the session suggested that the exhaust manifold was small in bore size and also primary pipes too short, which was the most likely cause of lack of low rev torque. Can anyone suggest a good pinto manifold option that will fit into an exmo? Modifying the chassis side panel isn't a problem if need be, but space is limited around the engine mount and steering column. Thanks, Lew

Tested this afternoon again with sliders held open, made no difference. Yes, testing with a cold engine. I got the dial indicator out again on the inlet valve to double check if was fully open at 108deg. Looks to be spot on.

I've not tried this. I'll have a go this afternoon and report back, thanks.

I have checked the timing using dial indicator to spec, but the compression numbers still seem low to me, I'm just not sure what I should be getting? My head is skimmed and the block has also been re-faced, I was thinking that this could change the required cam timing from the Kent quoted figures and perhaps it needs advancing slightly?

Haven't got that far yet unfortunately. My thinking was continuing with advancing the cam timing to see if it helped raise compression even more. I just wasn't sure if it was a good idea? Also not sure if raising compression correlates directly to better running engine.

Afternoon all, Bit of an update...difficult to grab an hour these days, but managed to get out this afternoon to check timing and tappet clearances. The cam timing looked slightly out, I have advanced this on the vernier pulley as much as I can - this was a big improvement with compression, jumped from 100psi to 130psi. I then checked clearances, all inlet valves were tight. Re-tested compression and I now have around 140psi on all. Although I am pleased to get some progress, I am still wondering if 140psi is low for a tuned pinto? If it is low, do I carry on advancing the cam timing slightly to see if this keeps improving? It is set currently to roughly 108ATDC (Kent quoted figure for FR32). Any help much appreciated.

Brand new, this was installed when i first assembled the engine after re-bore and new head etc. I checked the timing against the quoted figures from Kent, however I'll double check along with tappets etc.

Yeah all plugs out and throttle open. When I first installed the Megajolt I checked the ignition timing with a strobe on the base map and then again on the pinto map. Looked to be correct.

Yes throttle was wide open. I also found oil on the spark plug threads, does this indicate oil passing by piston rings? The block was re-bored, just wondering if they have over-bored/honed and now it is oversized for pistons???

Yeah all reading roughly 100psi. It's a brand new cam as well, I'll double check valve gaps though.

I'm using a new compression test kit, not sure how I can verify if it is calibrated correctly?

So bit if an update, I've done a compression test and I'm getting just over 100psi in each cylinder. From what I've read, I should be getting close to 200 with a stage 3 head etc. The question is now, how do I find out what is giving me such low compression? I'm assuming this is the cause of low power and misfire etc. Any help much appreciated.

I'll try anything at this stage. Another £65 though 😒