This engine was introduced in the Ford Mk2 Cortina and differs from the early units by having the carb on the left and the exhaust on the right – hence, ‘crossflow. ’ They too varied from Pre-X/Flows in that the burning chamber was shifted from the Top cylinder head to the bowl of the piston and were recognize as BIP engines (Bowl In Piston). Early cylinder heads too boast a tiny burning chamber in the chief overly. Marks on block is 681F and capacities you’ll discover are, 940, 1098, 1298 and 1599. You’ll discover a X/Flow fitted to Mk1/2 Escorts, Mk2/3 Cortinas, Mk1/2 Capris plus later Transits. Most cars came with an unmarried clog Ford IV carb although the 1.3 and 1.6 GT models had a 32/36 DGV Weber twin choke.1970 saw the large difference to the thicker-walled 711M block with angular mains caps, big diameter followers, and wider cam lobes and modified crank stamp. Also, the chief was now totally thin. There are two principal capacities of 711M, determined by block altitude – the 1600 is 7/16” taller and you can view the disagreement between it and the 1300 by the place between the water pump and cylinder head. Also, the 1300 has 711M 6015 AA casting in the position whereas the 1600 ends in BA. The engine was too fitted to 1.3 and 1.6 Mk1 Fiestas in the 80’s with a 771M casting. These characteristic no position engine mounts plus an abbreviated water pump and timing string/crank region. The closing versions, OHV, HCS and Endura are related but shorter versions and share really few if any inter-changeable parts and reverted backwards to the new pre-X/flowing pattern of a three bearing crank.Kents are rather simple to melody to GT specification, which normally means the biggest capability block, somewhat bigger valves (normally taken maintenance of with an operation chief), GT cam/A1, available flowing exhaust and twin clog Weber – you should view around 80-90bhp. Switch to a Kent BCF2 or a 224 and you’ll be approaching 110bhp. For all builds we would urge ARP pole bolts and successor of the face pulley for an one slice steel item. The valve caravan should be strengthened with steel posts, spacers and rocker beam to grapple with the extra stresses caused by higher elevator cams, HD valve springs and high revs. A dual timing string kit should too be fitted for the same reasons. Performance cylinder heads are accessible in both iron and brand original aluminum and all can be ordered with unleaded seats. You can use the old Cosworth A-series camshaft too, which are long duration and lower lift. However the current Kent Cams, high lift and short duration type are friendlier on emissions with less lobe overlap resulting in reduced un-burnt fuel down the exhaust. Add a level 2 cylinder head and Kent 224 and you’ll be pushing 115 bhp although the favorite X/Flow cam is the 234 for 118-120bhp. You should have this with a re-jetted twin clog although twin 40 DCOE Webbers would be best. This is an all bout good cam and locomotive specification for the route. A 244 cam and phase 3 chief results in 135-145bhp, although, these figures are better achieved with a recommended maximum 83. 5mm tire and forged Accralite pistons, giving 1700cc. There is a cheaper alternative in that the compression can be raised using modified 1300 pistons in the 1600 locomotive, giving a ratio of around 10.3:1. Capacity is well increased with casting pistons accessible up to +0. 090” oversize which will offer 1696cc. 40 DCOEs lean to be on their maximum clog sizes at this phase then many switching to 45s. However this does ensue in lower gas velocity and little reduced down torque, which is significant on the route. All position draughts need a position departure distributor ceiling (accessible for Lucas and Bosch distributors) to exonerate the inlet manifold and for appliance it’s better to equip an electronic ignition kit such as an Aldon Ignitor or Lumenition. For a comprehensive ignition resolution, our continual vitality, non-vacuum modified Bosch distributor and coil kit is perfect for most modified engines. This is around as far as you seek to get on the route since you’ll be stretching the 7500-8000rpm boundary of the crank. After this and you’ll ideally need steel components, which we have a brilliant scope including cranks, rods, flywheels and forged pistons. To complement these we too have full-race spec cylinder heads to go the Kent as far as potential on the race course – presently that’s about 185bhp+++++.
