And a cracking job it is to, seam welded and even detailed on the
I have to say that they really look the ‘nuts’ the chassis rails are stronger than the originals and now with the rear tubs welded in the strength is back and better than NEW.
So this is the stage after 2 weeks of spare time working from Marc, a tremendous achievement considering the lack of any thing to ‘copy’ other than the rails so all work is calculated from scratch, the shock absorber mounts are set up and in, the next job is to refit the WRONGLY removed boot floor this along with the seam welded tubs will stop smoke from the rear tyres filling the car, add strength and LOOK good.
Before starting the boot floor, Marc has refurbished the side panels of the floor left during the previous savage cutting process, some small areas of the rust being cut back and metal filled, now a good strong surface to work with and ready for the next stage
THE BOOT FLOOR.
Marc’s next task is to re-floor the boot area and to follow the contours of the chassis rails, sounds easy but I think not, not content with just bending a flat sheet and tack welding he has ‘formed’ and curved sections to follow the lines of the floor and the chassis, and also added to the metal some detailing, which not only looks nice but also adds rigidity.
The reason for starting at the rear was so that we can locate the axle nice and square but also as far back as possible and it was what Marc wanted to do, no argument there,
We haven’t forgot the front, during a quiet spell Marc also attacked the front of the car removing a fare bit of excess metal added in by the previous owner, the car as said before was designed to take a pinto, common in a POP but that also means that the engine bay has to be chopped about a bit to make things fit, carb’s and exhaust the main offenders, and we were waiting to see what engine was offered up for the 59.
We had again decided that the front end did look shabby and we really want to go for a one piece front end, so Marc has removed the ‘box section’ leaving the front chassis rails only
Ford Duratec HE
This is the latest exciting power unit to come from Ford and looks very much like the Zetec – especially when that engine’s badged as such! But there are big differences – the engine has chain-driven cams as opposed to the Zetec’s belt, plus the induction and exhausts are respectively on the opposite sides.
You’ll find this Mazda/Ford designed unit in Mondeos from 2001, plus the current new Focus and Fiesta ST150. Capacities are 1.8, 2 litre plus an American 2.3 litre version, which is available in this country too.
The engine features an alloy block and head plus some clever technology straight from the race track. The crank sits up inside the block and is held in place and braced at the same time, with an aluminum girdle. Oil drain galleries run down the side of the block directing the returning oil away from the crank thus not slowing it down.
The crank is strong but the rods and pistons aren’t necessarily so. They owe their appearance to proper race items but in truth, the ultra-slim skirted pistons are cast rather than forged. The rods are a touch boxy although they’re svelte. The combination though results in a free-revving assembly ideal for controlling emissions – it spins up quickly thus negating the need to use up fuel doing so.
Unlike the Zetec, the head has big ports and very large valves, again adding to its well-breathing/low emissions status.
What this means to us is it doesn’t take much to tune the Duratec to around 200 bhp, at which point, you need to switch the rods and pistons to more reliable components. We already stock Forged Accralite pistons and H-section Farndon steel rods for such conversions.
To see increases from standard power however, it is necessary to perform an induction change, preferably to throttle bodies although a manifold is available for DCOE side-draughts. We list the Weber Alpha and Omex throttle body kits as well as Cosworth and Titan throttle body assemblies which should cover most requirements for induction.
The Duratec is currently a very popular choice in kit cars, where it completely transforms the car into a reliable road rocket with the best modern engine combination. In this format though, it needs turning round to rear-wheel drive. Like the components we offer for the Zetec, we also do a full range for this engine too, including re-directing water manifolds, sumps and bell housings to adapt the engine to a Ford type RWD transmission – in standard form the unit doesn’t comply to the classic Ford bolt pattern.
We can also supply complete Duratecs built by Cosworth on the same assembly line as their Formula 1 race engines. This kind of speaks for itself in terms of quality! These are available in several levels of tune ranging from a 195bhp full engine to a 300 bhp unit.
In addition, the Cosworth range encompasses plenty of parts to get the best from the engine in whatever car it’s fitted to – whether that’s the standard front wheel drive layout, as in the Focus, Fiesta or Mondeo, where a Cosworth d-Power Inlet manifold really makes the best from the standard type induction. Or, you can replace the lot with a roller barrel assembly, suitable for both front and rear wheel drive – it really does depend how much power you want, since there’s loads for the asking.
An enormous Cosworth range is now currently available for this engine, which practically guarantees the power output they quote. With the name to back it all up, you really can’t go wrong.
If you’re looking for a futuristic engine this is it!
How cool is this going to look and sound?
Follow the build on face book, type in Huxley motorsport and on the projects page atwww.norfolkdriftteam.co.uk.
Thank you everyone from the Norfolk Drift team, thank you England.
There will be more soon keep your eyes peeled.