TAUNUS COUPE

http://www.oldcars.de har alt til ford

http://www.oldcars.de/kataloge/taunus/Taunus_englisch.htm disse har stort sett alt av deler.

http://www.oldcars.de/kataloge/taunus/Taunus_englisch.htm

E vel DOHC motor? Lite trimdeler til de. DOHC I4 (Sierra) It’s commonly believed that this engine is merely a Pinto with a twin cam alloy head bolted on, much like the Cosworth YB. Well, it isn’t, the only thing this engine has in common with the Pinto is that it replaced it in the Sierra in August 1989. Rather confusingly, it’s called an I4, which is also the code name of the current Duratec HE although again, it has nothing to do with that engine either. Available in two basic versions – 8-valve Sierra/Scorpio and 16-valve Escort RS2000 Mk5/Scorpio, the I4 has chain driven cams, a cast iron block and an alloy head with hydraulic tappets. It’s a pretty robust unit where every component is built nice and chunky – the cams look like they’re on steroids, whilst the flywheel is a whopping, heavy component. Basically the engine is meant as a cruiser, especially in 8-valve format although it can be tuned to give reasonable power. The RS2000 engine came with 150bhp and it has seen as much as 230bhp wrung from its bores. Not a particularly popular choice then, there is little available in the way of performance parts apart from complete induction swaps on RS2000 engines to the likes of throttle bodies and twin DCOEs. Good gains can be made but the engine is harder to tune especially when more straightforward engines are available. http://www.burtonpower.com/ har motordeler.

Eller Ford 9 tommer.Tåler MYE bank, billige deler, gearing fra 2,50 til 6,50:1 osv. også er det jo FORD!

RS 351 her inne har vel. Men Grisehjerte i en Ford?(les: GM motor) Ford vil ikke godkjenne, fordi disse har aldri vært orginalt i Ford.

Her er en Cologne motor med xtra pustehjelp: http://media.photobucket.com/image/blown%20ford%20v6/Gerry28a/DSCF0068-1.jpg

Unleaded Fuel Leaded fuel may have been unavailable since 2000, but there is still some confusion concerning what can and can’t be used. Here is a list (as published by Ford Motor Company) of engines which can be continuously run with unleaded petrol. Cosworth YB Engines All heads have hardened valve seats fitted. However 95 RON unleaded fuel should only be used in standard green or blue top engines. Red top engines and all modified engines must run at least 97 RON super unleaded fuel and/or octane booster. CVH Engines CVH Engines: Those built up to 12/84 may only be run on unleaded fuel if ‘LPG’ is stamped on the boss of the head above No 1 exhaust port. From 10/85, all engines produced are suitable for running on unleaded fuel. DOHC Engines All engines are suitable for running on unleaded fuel. Essex V6 Engines All engines are unsuitable for running on unleaded fuel. SOHC Pinto Engines All engines produced after 01/89 are suitable for use with unleaded fuel. For all other engines, an identification mark (adjacent to No 4 spark plug) must be present to designate suitability for unleaded. These are: * 1.6 - M, MM or N, NN * 1.8 - S, SS * 2.0 - P, PP or R, RR Cologne V6 Engines All 2.4 and 2.9 are suitable for unleaded fuel. 2.3 and 2.8 must have the following codes stamped in the centre of the cylinder head exhaust flange to designate suitability for unleaded: * 2.3 - B or F * 2.8 - D or E X/Flow & Pre-X/Flow Engines All engines are unsuitable for running on unleaded fuel. Why Can’t Older Engines Use Unleaded Fuel? By far the biggest problem arising from using unleaded fuel on older engines is a condition known as valve seat recession (VSR). Without the protective lead coating (previously provided by leaded fuel) on the exhaust valve seats, the intense heat (650°C) and hammering effect of the valves opening and closing, causes iron deposits from the valve seat to become micro-welded to the valve edge. Left unchecked, this continual tearing away of metal particles will result in the exhaust valve digging a deeper and deeper hole for itself into the cylinder head. Eventually, and often within only a few thousand miles, the engine will breakdown completely and it will require an expensive overhaul. To combat this problem, modern petrol engines have special hardened valve seats which can withstand this harsh environment. Solution A: Use Lead Replacement Fuel (LRP). Although this fuel may have replaced leaded fuel at the pump, it is by no means a direct replacement. Petrol manufacturers only recommend that it is used for light duty applications. It is not suitable for regular motorway use, towing or high performance applications because the fuel burns much hotter than its predecessor. Its octane rating also seems to be an unknown quantity. Solution B: Use Anti-Wear Additives. All additives will have one of the following four compounds as parts of its constituent - potassium, phosphorous, sodium or manganese. All these compounds have been advocated by various companies as being the most suitable substitute for lead petrol. The truth is that none of these compounds will totally replicate the unique properties of lead and certain engine types and driving conditions may be better suited to one formula than another. Even the most suitable additive will only delay the amount of wear unleaded fuel cause to an engine’s valve seats. Solution C: Fit Unleaded Valve Seat Inserts. This is the only permanent solution to valve seat wear. At Burtons we can provide this service for just about any petrol engine type. The operation involves the cutting of a recess around the exhaust seat to accept the interference fit of a suitable valve seat insert. Special heat treated alloys are used in the production of these inserts, the two most common being nickel/chromium and vanadium/molybdenum. Both the machining and the fitting processes are critical for ensuring a trouble free service life and we pride ourselves in being able to provide the expertise and specialist machinery required for this precision work. And finally, the answers to the three most asked questions concerning unleaded conversions: First the old valve seat is milled out. After careful cleaning, the recess and insert are checked for fit. The new hardened seat is then pressed into position. The new seat is then cut to the correct angle for the valve face. Finally the valve and the seat are lapped to ensure a perfect seal. Why do you only fit hardened valve seats on the exhaust side? Only the exhaust valve seats have to be replaced since they run at a much hotter temperature than the inlet valves. Do the valves have to be changed for stainless steel types? No, provided your existing valves are in good condition, they can be refaced and lapped into the new valve seat. You do not need a valve made from a harder material. Do the valve guides have to be replaced with bronze types? No, this is not true. Both cast iron and bronze guides are suitable for use with unleaded fuel. However, we may need to replace the valve guides if they are excessively worn. This is because the spindle of the valve seat cutter centres on the valve guide and any excessive movement will make machining impossible. NOTE Once an engine has been converted for unleaded use, remember that only super unleaded fuel is a suitable replacement for leaded fuel as far as octane ratings are concerned. Use of premium unleaded fuel will require changes to ignition timing due to a lower octane rating. We recommend that turbo engines only use super unleaded fuel to reduce the risk of detonation.

Disse dekka er 3,5% mindre rulleomkrets enn 14 tommerene, så disse er lovlige, og.

Det er vel endeledda på styringen de mener. Et på hver side. Bytt på begge sider, og få tatt en forstillingskontroll.

bilder? mønsterbybde?

SvinghjulsHk. i benk, og svinghjulsHk. i bil vil være forskjellig. I bil vil det være varmere innsugsluft, trangere eksosmanifold osv. Driverkstapet vil være samme antall hk. unasett om du har 100hk. eller du har 100000000hk.

Solgt nå.

http://www.rimsntires.com/rt_specs.jsp Her kan du finne ut hva som passer. plass innover og utover høyde osv.

http://www.oldcars.de Det er vel mk1 eller mk2 du har?

4 stk. 13`` ATS Classic 4.108 til salgs. 2 stk. 6x13 e.t. +13 mm. innpress. 2 stk. 7x13 e.t. 0 mm. innpress. Trenger rep. på kantene. Eieren vil ha kr. 1500,- for alle 4. Disse blir idag reprodusert, men IKKE i denne boltsirkel. tlf. til eier: 90914811 tlf. til meg: 92622588 Stavanger.

http://perana.org/granada.php

Stikk innom en lokal Ford dealer. De har/hadde spray, tror det heter ``Gold``et eller anet. Er vel 20 år siden jeg brukte det sist. Sprayet det inn i medisinsprøyte, og detetter inn igjennom indre drivleddgummi. gjentas ca 2 ganger årlig. fikk vekk ulyden iallefall.

I tilfelle overgang til DOHC, er det MT75 kassen du vil bruke da? Den er et bra alternativ til type9 kassen. Den tåler mer bank, og er helaluminium og dermed lettere, Men: du BØR høyne gearkassetunnelen. Ellers blir det feil vinkel på utgående aksen, og den vil ``spise`` hardykoplinger.

Hvilket innpress er det på RS felgene? Jeg har ATS Classic på min nå.6x13 ET 13 med 185/60 og 235/50 dekk. De går innfor skjermane. Prøvde 7x13 ET 0bak, men di stakk godt utforbi. Skjermene er jo bredere bak.

Her er et utdrag fra http://www.fmcn.no Tenkte jeg skulle fortelle litt om denne motorens svakheter , ved feil vedlikehold. Toppakning: Hovedproblemet med Dohcmotoren er ikke toppakningen , men varmeapparatregisteret. Et stort problem med Sierra/ Scorpio er at en "makaroniskrue" av plastikk løsner inne i registeret , og tetter nesten helt for sirkulasjonen. OBS ! Når du spyler med hageslangen , ser alt helt fint ut! Dohc en' har kun sirkulasjon i gjennom registeret føre termostaten åpner , og vil derfor koke hvis registeret har redusert gjennomstrømning. Når kjølevesken endelig er varm nok i termostatomerådet , åpner termostaten og pumper iskaldt vann rett på den overopphetede toppen. i dette øyeblikket vill all kjølevesken velte ut av ekspansjonstanken. Dette problemet begynner med at det blir dårligere effekt på varmeapparatet , og resulterer som regel i sprukket topp. Løsning: Skift varmeapparatregister med en gang du merker reduksjon av effekten på varmeapparatet. Når toppakningen ryker på Dohc-motoren uten at det er feil på varmeregisteret , er feilen i de aller fleste tilfellene bruk av feil frostveske! ALLE motorer med aluminiums topp eller blokk MÅ bruke frostveske som stanser ionevandringen i offerekkefølgen , korrosjonsrekkefølgen eller spenningsrekkefølgen om du vil , som vi lærte i fysikken på skolen , hvis ikke vil aluminiumen "ofre seg" for stålet i pakningsringene i korrosjonrekkefølgen. Dette ser du tydelig som små gårer (spor) i aluminiumen i toppen mellom forbrenningskammeret og kjølekanalen. Løsning : Bruk VW godkjent frostveske ( Rød) eller tilsvarende. Registerkjede: Her er det strammeskinnen som er det svake punktet , og det kan gi fatale følger. Når denne skinnen er slitt , slenger kjedet borti siden av blokka og gir en skramlende lyd , spesielt ved start av kald motor. Kjører du med dette over tid , så kan det faktisk slite hull i blokka. De kortsiktige problemene er jernspon i olja , som skaper et nytt problem: Oljepumpa: Når du har kjørt med slakt kjede en tid , så vil det stadig bli tilført jernspon i oljen , og dette må gå igjennom oljepuma føre det kommer til oljefilteret. Inne i oljepumpa sitter et fjærbelastet stålstempel som regulerer oljetrykket , og dette går i en sylinder av aluminium , som hele pumpehuet er laget av. Når du får jernspon i dette , låser stemplet seg fast i en posisjon , som regel lavt trykk , og da kan dere tenke resultatet selv. Lavt trykk = slakkere kjede= mere spon = til slutt totalhavari. Løsning: Bytt kjede og strammeskinner ved ca 120" km. Ønskes forsterket toppakning i 3 lags stål , har denne dele nr: 1101405 hos Ford.

Australske utgave av Cortina mk.4 som er helt lik Taunus mk.2 ble levert orginalt med 4 liter rekkesekser. Tung motor og sikkert lite hester, va vel ikke dette et bra alternativ...

http://www.darklight.no/boltesirkel/ her finner du nav-diameter, ovv.

http://www.martins.no Disse har såkalte slingrebolter, dvs. at kon er løs. sisse brukte vi på 17M org. 112 mm. til American Racing Torque Thrust med 114,3 mm.

Der er en mk3 her i stavanger som er orginal 2,8 turbo. vet ikke om det er turbo may.