tomorrowcalling

I started off rallying in a Mk1 Escort with a Rover 3500l V8. (Basically the same engine as a Buick). The V8 was lighter than the 2.0l Pinto engine that most other people put into the Escort. It was a fun car to drive just put in 3rd & steer, and yes - it did corner. I image a Rover/Buick V8 engined 2002 would be much the same

(nt)

If your ECU does all the spark advance, then you can weld up the advance mechanism and just change the drive gear and run the distributor backwards.

Doing this you may develop a slight oil leak as the distributor shaft has a spiral cut on to it to direct the oil film back into the engine, as it's going the wrong way it tends to pump oil out instead.

I've done it using parts from a 318 distributor & a 2002 distributor shaft to create a Frankenstein hybrid which worked really well.

140 km/hr (87 mph). Mind you it was on unsealed forest road

Here's a blue one

What bell housing/transmission setup is that?!

Bell housing is from E30 318 Automatic, Gearbox is Ford Type 9 (Sierra), the plan is swap out the internals for a Quaffe close ratio kit but as yet my request for funding has not yet been approved by her indoors.

Here's a blue one

Also check this project thread, M44 engine, plus E36 Compact running gear into a 2002

http://www.bimmersport.co.nz/forums/index.php?showtopic=27929&st=0&start=0

Hi,

I've been trying to get my head around how the twin remote booster setup works in RHD cars, specifically how the front/rear bias works.

Tracing the lines it appears that one booster operates the rear and one set of pistons in the front, the booster operates the remaining pistons in the front.

I assume that the pressure to the rear is lower as is usual from drum brakes.

Questions

Do both boosters have the same ratio? - they look the same and there doesn't appear to be a pressure reducer.

Do both outlets of the master cylinder produce equal pressures?.

Background

I'm building another 2002 rally car, my current car has a twin master cylinder setup with Volvo front calipers, E30 rear calipers and no boosters, it works well but has fairly high pedal pressure.

The new car will be for my wife and daughter so I was wanting to run boosters, with Volvo fronts and 320 drum rears. I was hoping to be able to adjust the bias hydraulically with a bias valve but of course you need to remove any fixed valve first....

I was also planning on remounting the boosters in the back to give more room in the engine bay but have a dedicated booster for the front & back to reduce the amount of plumbing required. I strongly suspect that will require changing to a twin master setup to get bias right.

Actually I've seem it done safely, but not in a 2002. The car in question was a promo day rally car (Impreza) and had a third race seat, with a 6 point harness in the centre back.

The cage was carefully designed to ensure the safety of the rear passenger.

otherwise I agree with everyone else - No

IIRC The 528 should use a medium case diff, a 6 cylinder E30 would be a better donor car, but you may have to swap out the rear cover

I don't see why the piston should have faired any better than the head. Even with very minor damage to the piston I would worry about a pinched top ring. There is also a good chance that you bent a valve or overstressed a rocker arm. This may be a good time for a valve job.

As noted above - I did bend a valve, only by a few fractions of a mm but it's still junk, I'll change the rocker as well.

The piston looks really good, there is a mark on it but not a huge crater. The top ring turns freely in it's slot. Score 1 for a JE piston!

I've ground off the damaged material, surpising little material had to removed. The gasket sealing ring area is fine, the angle the photo taken from is a bit deceiving

In all it could have been much worse although I still wish I had of spent longer looking for that damn nut!

Clean it up. File the damaged area and check for cracked pistons or the head itself.

John

And replace the bent valve, I think I'll change the rocker as well.

The piston looks good

In the process of removing the throttle body I droped a nut. After looking for it for about 15 minutes I decided in must be hung up in the chassis somewhere and replaced it with another. I now believe it was hiding in the air cleaner.

Question is what to do about the head, carefully grind the damged area smooth?. Have it welded?. Replace?.

I use a bit of aluminium bar bolted to the flywheel, using the pressure plate bolts to hold the flywheel.

Here in NZ - E30 ones are a lot easier to get, Lots of dead E30 auto's. Not that many 2002's.

However the auto bell housing has a much bigger diameter at the gearbox end, which gives a bit more flexibity if you're making up adapters.

In my case I started by cutting the bellhousing off a dead manual box. The problem was the bolt pattern for the gearbox I was using ended up in the walls of the housing.

I've crawled under a couple of auto E30s and the trans had an integral bell.

Hmmm.

I'm getting cold and muddy up here...

t

Are you sure?, RealOEM suggests that all the M10 E30's had the ZF 3HP22 which it also shows as having a removable bell housing.

Unfortunately I don't have access to the lathe I used to make the adapter, I'd be happy to send you drawings and instructions.

If I recall correctly the box was a 3HP22 although anything from an auto M10 should work. Probably the hardess part was doing the clutch fork. In hindsight a hydraulic release bearing would have been easier.

I ended up using a modified Sierra fork with an E30 slave cylinder.

Here's a bit of information about the 2002 rally cars from the 1970's. It's from a book called "Rally Cars" by Reinhard Klein. Check out the somewhat failed experient that was the 3002.

After bit of searching I found that the timing ball is 25° advanced from TDC.

Is this true of all M10 engines? I ask because my flywheel is from E12 520 and I didn't check it before it was installed.

It is lot's lots of fun, the spectators also seem to get a kick out of seeing the older cars.

When we did the 2007 PBMR we were on our way to one of the afternoon stages. There was a little convoy of rally cars, Stu & I in the 2002, a Mk1 Escort and a Series 1 RX7. As we came around a corner there was a group of international photographers, as we went past they totally ignored the WRC cars going the other way to take pictures of us!

This year we were a bit off the pace, the length of the stages fizzed me a bit. The youtube video is about the first 1/3 of the stage and there were also longer stages, I tended to drop into a more conservative style at about 10km into the stage. But on the other hand we finished in one piece which is more than many others could say.

Craig Tickle / Stuart Cannan BMW 2002

That would be me

I wonder what the rules will be for a "Classic", my car may be a bit too much of a hot rod to comply (E30 rear suspension & EFI). The nice thing is here in New Zealand we do get to run behind the WRC guys for day 2 in Possum Bourne Memorial Rally.

It would be a big ask to beat the BDA Escorts and Nissan 240RSs unless you had the money to build a car up to Group 4 specs (including that 16V Schnitzer head).

I did hear recently that the 2002 which won the Rally of New Zealand back in 1970 is currently being restored - it will be nice to see it back in action

That's it! I'm moving back to the states..... I hope my wife comes too.

Why? - Japan will be holding a round of the WRC in 2010 (and I assume 2011). The only round in North America is Mexico

I've used the bell housing off an automatic E30 318, I had to machine up an adapter plate for the back - but no welding required.

Looks like a nice bit of road, check out the Whaanga Coast Rd in New Zealand.

It actually took us about 29 minutes to clear the stage, so this is about the first 1/3.