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  1. a bit late to the party... but maybe for somebody in the future,  the rack in itself is basicly a ford capri unit (but does not fit as the pinion shaft has a different lenght) however the parts are the same (inner balls, rack bushing, some bearings)    if the play on the inner ball is a little it can be adjusted. just drill out the steel pin,   look out for a capri manual in pdf format.  


  2. yes I am aware of the  DV prices but even for them this sounds over the top.

    we had a car wrecker nearby with very high prices for parts (always had exclusive cars as well) , years later it turned out it was a cover up for whitewashing.    

    well I just need to make sure to tread my esprit a little bit better......  

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  3. snowrx thanks, I've heard vacuum is very low on 4 throttle bodies.  some put 4 in 1 with a small damper before the sensor.  Alpha-N only needs barometric correction with an sensor in open air.  some will do a hybride of Alpha-N with speed density part throttle.    I want to see what MAF will bring...  just a testing/learn curve.

     Andy, yes FI is not for more BHP,  BUT it gives the points you mentioned above plus I like the fact that the leaking carbs on top of the dizy are gone (and the dizy itself)  plus my carbs are in a very poor state so why put a lot of money in them for a rebuild/tune .  engine will response better as well because the spark timing is more accurate and better to program.    

    laika, I need a new pump and new fuel lines  anyway.  a fuel regulator is at the end of the fuel rail and a single return to the tank.  thinking about a intank fuel pump with a semi swirlpot inside.( a folded sheet metal spiral around the pump so in a hard corner and low on gas the pump will not suck air.   did this on the europa and seems to work well. 

    I only see good points with FI 

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  4. I have been thinking about vacuum for engine load (MAP/alpha-N ) but as the car is for the road I think a MAF/hot wire will be better, plumbed somewhere in the inlet before the filter box,  so I just end up with vacuum for the brakes.  did you do Alpha-N and how does it drive?   


  5. don't go for direct on the head. it shortens the inlet lenght way to much so you loose instead of win. keep the lenght the same and you are safe.  I like the bend instead of a straight fit (but same lenght)  the injector is at an angle and because of that bend it does not hit the wall direct but points straight at the head and has a bit more time to mix with the in comming air.  I don't know if the port in the head bends perfect so the injector sprays at the valve, with an injector that has a narrow spray pattern you feed both valves without wetting the walls too much.  short inlet is nice for high revs but I drive on the road so mid range is what counts for me.  

    one of the first guys that did this on his s3  made his own throttle bodies from old dellorto's but they where too short and he directly noticed it, extended back to the dellorto lenght and all was fine.  (still not enough BHP I think because later he put an audi v8 in it) 


    and yes, I like the jenvey's  as the same bolt pattern let me put the air box back in the org. place   there are throttle bodies around that look like dellorto/weber carbs and have the injectors inside.  


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  6. I got myself some 45mm jenvey throttle bodies (a lot cheaper than what I have seen on  the "classicfuelinjection" site.)  and an EMS fuel injection ecu.  but many universal sets are available (even diy sets like megasquirt or KDFI , VEMS)  I paid for the ecu/throttle bodies/coil/fuel pump and some used injector around 1000euro.  I love the fact that the leaking carbs do not sit above the distributor anymore (both are gone)  plus the spark timing is way better controlled compared with the old sytem.  can't wait to finnish the europa so I can start with the fuel injection on the esprit. 

    btw  go to the megasquirt forum  you learn so much about EFI so you can pick the correct system for your needs.  14381967_jenveyTBFI.jpg.967f2aea2cd20cae71b7bdb38a6578a4.jpg  

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  7. all I have done (myself, easy diy job)  is make sure the ports are in line with the manifold  (port matching)  apparently so many are not, usually just a few mill (1-3) using a piece of paper to draw both sides and see where they aren't in line. then clean the ports from casting debris.  only polish the exhaust side as the inlet side benefits from a matt finish. (the wet parts in the mixture release easier from a matt than from a polished port)  al this can be done yourself, and make up for a good improvement but it does not give you the max that can be.  

    apparently Mike his 4-2-1 exhaust is a big improvement in mid range (where it counts on the road) 

    why do you need another inlet when porting the head?  as far as I know it's  the shorter the ports the less for midrange (but good for top)  


  8. mike (from lotusbits)  has the exhaust lenght (prim/sec)  tuned, he race these engines so knows a thing or two about the lenght,  he told me he had a car on the rolling road and played with the lenght untill he was happy.  I have seen them and they look very well made, If I had the money......  

  9. I bought a NA for the same reasons, (no turbo,no spoilers,glass top, cleaner look)  I wanted the old style (also known as the G-esprit)  the better chassis, bigger motor so ended up with the s3 as well.    good luck with the car!   btw it was much easier to find a turbo then an NA back then (2011)  is that still the case? 


  10. this is the spring loaded timing belt tensioner isn't it?  do they let the timing belt jump a tooth or two?  and would it make sense to replace it with the later non spring one? (to avoid jumping of the belt, or is ther another issue on the root of the belt jumping problems I hear once in awhile?  )  thanks, rick

  11. I can't  believe Mike at lotus bits has no 45E's around as he does conversions to throttle bodies as well.   I too am going to convert to throttle bodies as it takes out the biggest fire risk in the car.  (and makes the engine run better) however I am not ready yet so my 45's are not for sale at the moment.  (I'll keep an eye out for you for some 45E's, does he need 1 or 2 ? ) 


  12. Benjamin, the rack is not used on any ford (well maybe the capri perana)  but parts can be used from the capri,  however some capri racks have tapper bearings (better) the esprit rack is using needle (pinion shaft) and normal ball bearings (little bit more play)   I milled my esprit rack to take the tapper bearings as this will  eliminate any play in the axial direction from the pinion shaft.     (from memory the capri pinion shaft is too long for the esprit but I have seen a picture of an perana with a shorter shaft btw escort shaft is too short and rack too narrow) I got my parts from a company in b'ham google "kiley & clinton"


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