My Ford Escort RS Cosworth (2002)*

Street version (1994)

Cast iron block, aluminum head construction. Longitudinally mounted. Vibratechnics engine mounts.

Bore: 90.8mm, Stroke: 77mm, 1994 cm³ , water cooled Cosworth YB series. Mahle forged pistons and heat-treated steel crankshaft and conrods. Modified  Garrett AiResearch T03/04B oil lubricated, water cooled turbo with gas-flowed turbine housing, 7° cut-back Inconel turbine wheel, Nimonic spindle and 360° thrust bearing (1.5 bar max. pressure / 1.7 bar in overboost mode). Relocated and upgraded turbo dump valve. 2 OHC belt driven and hydraulic tappets. 4 valves per cylinder (V layout @45°). Sodium filled exhaust valves. Compression ratio 8:1. Champion C 57 C spark plugs.  Modified Weber-Marelli IAW P8 integral engine management (injection and ignition), with 3D cartography and ALS (bang-bang). Water to oil heat exchange. Modified engine management and air intake. Mongoose 3" stainless steel exhaust. Modified Bosch 400 light-blue injectors (rate: 437cm³/min) and up-rated fuel pump (delivering 200lt/hour). GroupA YB0611 head gasket. Enhanced 3-way engine oil breather system.

Behr two stage water/air and air/air intercooler.

Max power: approx. 340 Bhp @ 6500 rpm, 440 N/m @ 4000rpm

Cast iron block, aluminum head construction. Longitudinally mounted.

Bore: 90.8mm, Stroke: 77mm, 1994 cm³ , water cooled Cosworth YB series. Mahle forged pistons and heat-treated steel crankshaft and conrods. Garrett AiResearch T03/04B (replaced by a T02/03 B unit after 1994) oil lubricated, water cooled turbo (0.8 bar max. pressure / 1.2 bar in overboost mode). 2 OHC belt driven and hydraulic tappets. 4 valves per cylinder (V layout @45°). Sodium filled exhaust valves. Compression ratio 8:1. Weber-Marelli IAW P8 integral engine management (injection and ignition), with 3D cartography (replaced by a Ford EEC IV unit after 1994). Water to oil heat exchange.

Behr two stage water/air and air/air intercooler (replaced by a simple air/air unit past 1994).

Max power: 220 Bhp @ 6250 rpm (227 Bhp @5750 after 1994), 290 N/m @ 3500rpm (@2500rpm after 1994)

All wheel drive Ferguson layout.  Up-rated center and rear viscous couplers. Reinforced front differential casing. Epicyclical center differential with 34-66 % F/R torque distribution. Final drive ratio 3.92. Gordon Spooner Engineering built, five speed GroupA based on D.O.M.E. complete gear kit, reinforced, close ratio, fully synchronized gear box using a dogleg, straight-cut 1st gear and semi-helical 2nd, 3rd, 4th and 5th gears (Sierra Cosworth derived, MT75 based).

Gear ratios - speed at 6500 RPM:
1:2.649 - 73.125 Km/h
2:1.909 - 101.47 Km/h
3:1.515 - 127.87 Km/h
4:1.227 - 157.88 Km/h
5:1        - 193.72 Km/h
R:2.955

Single dry plate power assisted clutch, Ø240mm.

Cam Gears/TRW rack and pinion steering, 2.45 turns lock to lock, variable power assistance.

All wheel drive Ferguson layout. Center and rear viscous couplers. Epicyclical center differential with 34-66 % F/R torque distribution. Final drive ratio 3.62. Five speed fully synchronized gear box (MT75).

Gear ratios - speed at 6500 RPM:
1:3.608 - 57.1 Km/h
2:2.082 - 98.98 Km/h
3:1.363 - 151.17 Km/h
4:1        - 206.5 Km/h
5:0.829 - 248.58 Km/h
R:3.256

Single dry plate clutch, Ø240mm.

Cam Gears/TRW rack and pinion steering, 2.45 turns lock to lock, variable power assistance.

Front: Independent McPherson struts lower control arm, coil springs and ProFlex 2-way adjustable gas shock absorbers with remote nitrogen gas reservoirs, urethane bushes, 28mm antiroll bar. Spring rate: 70KN/m Spring length: 270

Rear: Independent transverse arms, relocated (coilovers) coil springs and ProFlex adjustable gas shock absorbers with remote nitrogen gas reservoirs, urethane bushes, 22mm antiroll bar. Spring rate: 36KN/m Spring length: 320

Shocks are separately  adjustable for compression/rebound in 21 positions. Currently using 12 "clicks" for rebound and 10 for compression at the front, 11 "clicks" for rebound and 7 for compression at the rear. The ride height is also adjustable.

Altered suspension settings with increased front and rear negative camber. The front wheels use a slightly negative parallelism.

Front: Independent McPherson struts lower control arm (no wishbones!!), coil springs and Fichtel & Sachs twin tube gas shock absorbers, 28mm antiroll bar. Spring rate: 21N/m

Rear: Independent transverse arms, coil springs and gas shock absorbers, 22mm antiroll bar. Spring rate: 62N/m

Front: AP Racing vented floating disks (330 mm and aluminum bell) 4 pot fixed aluminum AP Racing calipers, Mintex 1144 pads. Forced air induction for brake cooling.

Rear: AP Racing vented floating disks (315 mm and aluminum bell) 1 pot floating calipers, carbon-metallic pads.

Teves ABS (5 sensors) switchable.

Stainless steel braided Teflon hoses are used throughout. The front brakes use add-on ducts for forced cooling.

Front: Vented disks (278 mm) floating 1 pot calipers.

Rear: Vented Disks (273 mm) floating 1 pot calipers.

Teves ABS (5 sensors).

Monocoque steel construction.

Monocoque steel construction.

8"x17" Compomotive MO wheels, Pirelli  P Zero C 235/45ZR17

8"x16" wheels, 225/45ZR16 Pirelli PZero

Width: 1738mm

Height: 1350mm

Wheelbase: 2552mm

Front track: 1496mm

Rear track: 1515mm

Laden weight: 1280Kg (air conditioning removed)

Width: 1738mm

Height: 1360mm

Wheelbase: 2552mm

Front track: 1453mm

Rear track: 1472mm

Laden weight: 1360Kg (including air conditioning)

0-100Km/h acceleration: 4.1Sec

Max speed: 200 Km/h

0-1000m acceleration: 24Sec

0-100Km/h acceleration: 5.8Sec

Max speed: 232 Km/h

0-1000m acceleration: 25.8Sec

K&N air filter. Reinforced chassis with front and rear strut braces.

Additional switch to set a 0.8 Bar max turbo pressure (for reliability reasons)

The car has been developed with s focus on drivability and point to point performance rather than sheer power and acceleration figures.
Compared to the stock version the car is a real joy to drive. No brake fade whatsoever, very low turbo lag time, none with the ALS switched on, lots more power and torque. It can obliterate almost anything on track or open road.

More than the sheer acceleration it's the car's road holding abilities that are simply amazing.

The close ratio gearbox allows a much easier exploitation of the engine.

The stainless steel exhaust is a lot lighter and much less restrictive than the OEM one but very noisy.

The car is almost "un-drivable" in standard spec. Huge turbo lag, not enough power (compared to the weight) and overboost time as low as 3S are all contributing to the feeling the car could do much more. On top there's no way you can get into overboost unless you keep the gas pedal to the floor and keep it there (a 1mm lift stops the car). A level 1 chip modification is highly recommended (260 Bhp). This mod is widely available.

Some cars (in the series with big turbos) suffer from a mismatch between the synchromeshes of the 3rd and 4th gear. When you push to the red line in 3rd or 4th, gear changes cause loud (and unpleasant) noises. This is normally covered by the manufacturer's warranty. Additionally the first series of cars needs a bush upgrade, also covered by the car's warranty, in order to avoid destroying the front tires in less than 5000Km.