Ford Kent Crossflow Endura E RWD straight forward?

[Huntsman]

Is it possible to take the later Endura E variant of the crossflow Kent engine used in the KA to 2002, with the injection gear and the loom and ECU, fit a type 9 box and bung the whole lot in a RWD car?

Background, I have a Gilbern with an MGB engine, I want to ditch carbs and switch to EFI, but the MGB head siamesed inlet ports make this tricky, developmental and costly.

I don't have much height or width, so twin OHC engines such as MX5 or Zetec are oot.

I also don't want a solution that needs Jenvey throttle bodies and an Omex ECU, as lovely as it could be, I do not want to sink several thousand pounds into that type of kit.

I also don;t want to get into anything too developmental, welding up manifolds and machining bike carbs etc, I'm looking for a mix of OEM parts I can mash together from the breakers yard.

Don't want much do I !!

[Huntsman]

Krikkit said:

If you want more poke then surely the rover V8 is the best way? It's been done so many times that there's no shortage of parts and help.

That said, according to this thread the type 9 will fit the Endura: http://forums.haynes.co.uk/archive/index.php/t-501...

I want a 4 pot, small, light, frugal. I have a 7ltr V8 in my other car. I dislike the Rover V8, plus, my car not an MGB and I think fitment would be tricky.

HustleRussell said:

Crucial to this question is specific question is how much commonality does the 1,300cc Endura engine have with the Kent 1,300cc x-flow of the 60s. The 750mc Locost championship uses the latter with Ford 4-speed or 5-speed type 9 gearbox.

The bits probably exist to mate the engine to the gearbox pretty easily.

The benefit of using such an antiquated engine (and the small displacement variant at that) is questionable though?

I found that the endura does not have a 1st motion shaft drilling in the crank, not unsurmountable, but another job.

Good question. It just part of my search.

spyder dryver said:

Why not take a look at the injected Pinto engine. It too has a high plenum but it is easily cut down. Almost twice the power of the Endura.


Or the injected CVH?

Both a bit big and heavy?

Tony1963 said:

The stock 1.8 engine from the MGB is about 96bhp. I’m not sure I’d want all the hassle and expense of changing engines for less or similar power. I’d definitely just stick with the old lump and use either stock carbs etc, or if more power is needed, upgraded cam, carb/s and electronic ignition.

I bet a who recon MGB engine could be fitted for less than the options above.

My engine is virtually brand new, if it needed a rebuild I'd do it myself, done one before, simple as a wheelbarrow.

I'm not after more power.

i'm after mixture of low cost OEM parts that will get me a EFI engine in the car, I guess the sweet pot is 1.6 to 2.0ltr. 100hp would be loads.

No OHC, too tall.

No DOHC, too wide.

No V8s.

No megasquirt, no Jenvey, no aftermarket bellhousings.

I want to walk out of a scrapyard, with an engine, intake, loom, ECU, gearbox and clutch that can be bolted together and run. To fit I reckon it needs to be pretty compact. Ali head and block would be cool.

[Huntsman]

GreenV8S said:

Any particular problems you're trying to address? Wanting an uncommon engine transplant is at odds with wanting to use off the shelf engine management - putting a better carb on would probably be an easier job if the current setup is misbehaving.

No, I have a rebuilt engine and refurbed carbs, runs like a dream. But I want all the benefits of EFI, not least of all because the significant increased MPG would increase the range and so visits to the petrol station would not be so often!

Carbs are st.

EFI is vastly better

I changed a '78 3.0SC with the old bosch K jet, which is no better than a carb, to a 3.6 from a 993 complete with loom and ECU, MPG went from 22 to 36.

stevieturbo said:

So you want a rwd, fuel injected but basic SOHC type of thing ?

What about an old Volvo engine ?

Or Older BMW's, bound to be a good few options there, although their gearbox ratios may not always be ideal

Old Merc ?

I did wonder about a BMW M10. I'll have a look, thanks.

The obvious answer has been answered by MGB owners in the USA, with what they call the Miata, but of course we love as the MX5, I just have a nagging doubt there is a clash between inlet and my master cylinders.

[Huntsman]

stevieturbo said:

I was going to suggest a CVH....but I genuinely cant remember the last time I actually seen one !

Not hugely popular, and really not commonplace at all these days.

Indeed, that's a valid point, but newer engines are likely to be trickier to install.

The more I look at it, the more an MX5 engine looks like a good bet.

[Huntsman]

HustleRussell said:

The K-series is lighter, less tall, widely used and offers greater tuning potential, plus it has some character and it's British, inkeeping with the character of the car.

But it means buying a rwd bellhousing and I think the intake not suited as with so many FWD installs the intake is a funny shape so does nit fit welland ECU in in the car does not respond well to a transplant.

Sure its a good engine, but, the brief is to mash together a load of OEM parts (rather that £££ on shiney shiney stuff) and I think the K series doesn't do that.

[Huntsman]

PositronicRay said:

If you've space I'd be tempted to buy a ratty, rusty mot failure of an MX5, transfer the bits I wanted, sell the bits I didn't then weigh in the shell.

Funnily there is one here on the Island and i do have space in the carport.

DeadCatWalking said:

Let's face it. This is fantasy tuning. None of this is ever going to get done.

When it is complete, I'll be able to say it is my 3rd completed re-power.

1st - MGA 1500 4 speed to 1800 5speed. for this I forked out just over £1000 for a kit from Hi-gear engineering.

2nd - Porsche 911 SC 3.0 with Bosch K jet to a 3.6 993 non vario engine complete with the Bosch L Jet. Iput the 993 tray and ECU under the passenger seat, just like a 993 has. This used 95% Porsche OEM parts and a couple of things from Patrick Motorsports.


This time around, I want lowest possible cost and as close to all OEM parts as possible.

spitfire4v8 said:

If the only reason is to get away from the carbs, and the MGB siamesed ports is your stumbling block, then both emerald and Specialised Components do ECUs for siamese ports (probably many more ecu firms do too )

SC even do a kit specifically for the MGB with people like you in mind.


https://www.specialist-components.co.uk/index.php/...

Gt to be quicker, easier and cheaper than and engine / gearbox / electricals transplant.


fill yer boots

Very interesting thanks. I didn't know about the siamesed port code from Emerald of SC (who i hadn't heard of). I wonder how they managed injector sizing and robbing.

£1850 plus vat is a lot of dosh though.

[Huntsman]

The MX5 route is looking favourable.

https://www.pistonheads.com/gassing/topic.asp?h=0&...

Looks like what I thought might be a big issue isn't.

So the MX5 lump seems to be an engine and box in one lump, with an ECU, loom and intake, fuel rail etc that might fit.

Any other bright ideas?

[Huntsman]

stevieturbo said:

How bright or strange would you like ?

Turbo rotary ?

Or just a regular rotary. I hate how they sound, but they can make power and they are pretty compact, and maybe a wide rpm range might appeal.

If i was going to do something like that, then I would build a replica of the one Gilbern GT that raced in period with a 4.5ltr Chevy V8 (I would build a new chassis and engineer the car, then transplant my body onto it, but that really is in dream land)

However, my goal, is a low cost route to EFI. I have a desire to achieve 40 MPG on a run. I don't want to get into a heavy developmental project.

Edited by Huntsman on Wednesday 11th December 15:26

[Huntsman]

spitfire4v8 said:

https://www.specialist-components.co.uk/index.php/...

Since you took the time to post a link for me, I thought the least I should do it give it a proper response.

Its not got cam timing sensor, therefore ts not running fully sequential, its hasn't solved the siamesed port issue. Its running a single point injection body with a wet manifold. For sure it would be an improvement on carbs, but not as good as it could be. Lot of dosh for a partial solution.

One of my key goals is 40 mpg on a run. Its a small light slippery car, my drvie to work is 13 miles, non stop, there's no traffic, I do it at about 50mph ave. I reckon the 40mpg might be in sight with the right engine. Aside from cost of fuel, environment, 40mpg would give a very useful increase in range from my 9 gallon tank.

[Huntsman]

Steve_D said:

Make that 4th.
You're forgetting Fridays Child.


Steve

If we're including boats then there was my Huntsman 28 too.

How is the model coming on?

[Huntsman]

stevieturbo said:

Plenty of guys are using Megasquirt with A-series, and it works for port injection.

Again, you wouldnt be doing anything that plenty of people have not already done if you chose to inject what you have.

However.......SC make some damn nice 7 port heads, which would remove any of the siamese port woes, and make a good improvement too.

Mine is a B series, there is an MSX head, its a remake of the old Derrington head, but they had casting troubles, core shift, which led to some failures, at the current time none are available, although I understand early next year there might be supply with the core shift solved.

But, lovely as all that is, it is expensive and developmental.

The lowest cost route, which is a big factor (user name describes where all my beer tokens went), must be the right mix of OEM parts.