FORD PINTO 2.0 - 2.1 SOHCESCORT, CAPRI, SIERRA, GRANADA,

SPECIALS, KIT CARSFOR ROAD, STOCK CAR,

RALLY OR RACE

INTRO...

Jem Engines are THE specialist engineers to the automotive, industrial and marine trades. Formed in 1974,the company’s general engineering side supplies remanufactured industrial engines for Kubota and others,with a range of specialist techniques in-house such as spiral welding and spark erosion which enable us todeal with almost any automotive mishap! Yet, we also remain enthusiast at heart – you will see in ourshowroom a restored Rolls-Royce V12 aero/tank engine among our display pieces, and we have rebuiltmany units from the past – Bentley, Coventry Climax, Riley, plus our own particular favourite, the Ford Pinto.Ford launched their new Pinto engine in Mk3 Cortina in 1970, and pretty soon salesmen were racking uphigh mileages in their GLs and Ghias and we began to get these engines in to be reconditioned. The Pinto’stoughness and tuneability soon attracted the stock car fraternity particularly, so along with tuning for rallyand race RS2000s and Capris, the Pinto began to supplant the Crossflow for volume of work and becamequite a large part of JEM engines’ output. We developed a huge pool of knowledge of these engines andhelped develop several successful stock car and rally engines – their lead-footed drivers quickly finding thebase engine’s few weakness and demanding more and more (reliable) power!This work continued strongly for almost two decades, gradually reducing at the end of the eighties as thePinto-powered cars’ values hit rock bottom and became uneconomical to repair. It never really stopped,however, and it was unusual for the company not to have at least one Pinto in for rebuild, and a couple of‘donor’ engines in the shed to supply components for customer’s unserviceable parts, but this was now just atiny fraction of JEM’s total output, and more modern engines, particularly diesels, were taking over the bulkof the work.We noticed, though, that when we were brought a modern-type engine in for repair, more of the componentswould be unusable compared to older units like the Pinto. For instance, a blown head gasket would result inoverheating, and in an aluminium engine a warped head would frequently be unrecoverable, and quiteoften the head bolts would stress the threads in the block resulting in a scrap block too – very expensive!Perhaps this is one reason for the revived interest in the all-iron Pinto.Lately, JEM have been reconditioning more and more Pintos till now we are putting out 5-6 per month asshort or “long” motor (with head and camshaft fitted).We now run a series of monthly evening demos showing rebuild techniques – block rebuilding, head workand camshaft installation.The Pinto’s renowned strength and durability make it an ideal choice for an economical track day car, andfor a simple and cheap kit car project. A huge amount of tuning gear is available and a large pool ofexpertise makes tuning for more power simple and affordable. The classic car movement is returning to theadvantages of the Pinto, JEM having supplied several engines for owners returning their cars to standard, inone case replacing Vauxhall power in an RS2000! In another case, a Pinto was ordered for installation in akit car which was being crated for shipment to South Africa by the customer who was emigrating. We havenow exported Pintos to 10 different countries.It is a fact that the ‘carbon footprint’ of a reconditioned engine is about one tenth that of a new engine whenyou take into account energy use on new castings, machining and shipping, though we surely don’t have topreach to the classic or kit car enthusiast about the benefits of recycling, but we believe the Pinto’s greencredentials are assured and that it will soldier on in enthusiasts’ cars for many years.

CONTENTS Section 1 Donor engine page 3Section 2 Cylinder Block Machining page 4-5Section 3 Crankshaft and Conrods page 6-7Section 4 Pistons page 8Section 5 Clearance Checks page 9Section 6 Engine Assembly page 10Section 7 Cylinder Head page 11-13Section 8 Replacement Components Page 14-15

we have suppliedPinto engines to thefollowing countries:

ANY OLD IRON...

First find your donor engine. This might come from your own well looked-after classic, or from amouldering old Transit in a scrapyard, but due to the scarcity of good Pinto base units now, wereally much prefer to have a unit supplied to us in exchange for a rebuilt unit, otherwise we haveto impose a hefty surcharge.The original unit’s components must be sound and capable of reconditioning - holed blocks,snapped crankshafts or cracked heads are unacceptable and will be subject to surcharge. We willusually rebuild your own engine which can take up to 3-4 weeks, though we can generally supplya unit from stock within 1-2 weeks. Specialised repair can sometimes be undertaken to recover adamaged block if it is necessary to retain this for originality reasons.Old units are dismantled in our workshop, all useable components are pre-cleaned for inspection,then the block, crank and conrods are passed through special chemical dips which remove paint,carbonised oil and scale.

Now we can start the rebuilding process...

page 3

BUILDING BLOCKS...

The cylinder block is the core of any engine build, and JEM’s attention to detail starts here.

First, the block ends are refaced. This is purely for cosmetic

reasons but is vital to give the finished unit that “as new”

look. The crankcase sump face is also resurfaced, this with

a rough cut and fast machine rate to give an ideal grip for

the cork casket to ensure a good seal.

*JEM TIP don’t use any

sealant except at the

ends of the cork gasket where they butt to the flexible

plastic bows - a small blob of RTV type sealant should

be used here. If the cork casket needs to be secured

in position during assembly, use a few tacks of

impact adhesive.

The top block face is

usually fly cut, a single

tool milling operation

which leaves a

surface finish

perfect for good

head gasket sealing

Block end being refaced

top surface being refaced

page 4

THE BORING BITS...

It is likely that stresses in the

manufacturing processes and years of

use have resulted in slight distortion of

the cylinder block. Line honing ensures

that the main bearing’s housings are

precisely in line for minimum friction and

a reduction in bending stresses on the

crankshaft. For this reason, all five main bearing caps have their joint faces lightly ground so that

there is sufficient metal to allow honing. The caps are fitted to the block and torqued to

manufacturer’s specification, measured to check there is enough stock for honing to correct

alignment tolerance of less than half a thousandth of an inch. Roundness is kept to 0 to 0.0003”

(three ten thousandths of and inch)

The block is set up on our semi-automatic boring machine and the cylinders are bored to within

0.003” (three thou) of finished size. On completion of this process, the block is then transferred to

our honing machine. It is important that the main

bearing caps are installed and torqued prior to

finishing the bores as the bores can become

distorted when the bearing caps are torqued.

*JEM TIP it would be pointless finishing

the bores round and parallel to with

0.0002” (two tenths of a thou) without

the main caps in place as this distortion

can be as much as 0.002-0.003” (two to

three thou). To maintain roundness and

parallelism the cps MUST be fitted.

Line boring of main bearing housings

Cylinder boring

Cylinder honing

continued

page 5

BACK TO THE GRIND...

Following a visual inspection, the crankshaft

is set up on vee blocks to check for

straightness, then the main bearing and

crankpin journals are measured to ensure

they are suitable for regrinding. At this time

the condition of the front snout and flywheel

bolt-hole threads, and the front keyway are

checked too. The crank is then set up on the

re-grinding machine and reground to take

the required undersize of shell bearings. The

front and rear oil seal tracks are also very

lightly ground, removing the minimum of

metal, to ensure zero run-out between

bearing journals and the oil seal track to ensure they are concentric.

At the back of the crank, the flywheel mounting flange is also ground to reduce flywheel run-out.

On completion of the grinding process, the oil-holes are lightly honed to eliminate sharp edges on

the journal surface and allow the spread of lubrication across the bearing surface. All bearing

journals are polished to the correct finish for good bearing life.

Each crankshaft is subjected to a magnetic particle Non-Destructive Test (NDT) where any cracks

are detected under ultra-violet light.

page 6

RODS AND ENDS...

Each conrod is checked for suitability, eg

bend, twist or heat damage.

Approximately 3 thou is ground off the rod

and cap joint faces, then they are bolted

together to the manufacturer’s

recommended torque. The big end bore is

measured to ensure that when honed,

the roundness of the bore is

maintained to 2 tenths of a

thousandth of an inch. The conrods’s

small end is milled on each side to

allow the fitting of the new 93mm

piston (2.1 version only.

ARP conrod bolts are fitted prior to

resizing on our Premium-Plus range

of builds

Our Sunnen LB1810precision honing machine

Precision grindingbearing cap joint face

Milling conrod eye(2.1 build only)

Conrod bore sizeand roundness check

continued

page 7

PISTONS...

We mainly use Mahle pistons for all

2.0 litre applications (stock car), while

93mm diameter pistons are used to give the

nominal 2.1litre capacity.

We choose a high quality proprietary

piston in aluminium alloy cast with integral steel reinforcing struts. These plates control the

expansion of the piston body and allow less piston-to-bore clearance than with traditional all-alloy

pistons. This stiffens the piston body, reducing the risk of fatigue cracks and cuts down piston noise

(known as ‘slap’) especially on start-up. The piston pins (gudgeon pins) are of the semi floating type

and are retained by a transition fit in the eye of the conrod. There are two methods of fitting the pin

to the conrod:

1. Support the piston on a shaped bolster and press the gudgeon pin through the piston and

conrod small end eye to the correct position. JEM TIP: damage often occurs when using this

method, and distortion of the piston (highly likely) will result in increased wear and early

failure. Don’t use this method!

2. The correct way is to use the specially designed fitting

equipment which we have installed. Here the conrod eyes

are placed in special timed heater cells until the conrod

expands and allows the gudgeon pin to be gently pushed

into the correct position in the eye. As soon as the pin is in

the rod eye, the rod begins to cool and contract so the fit is

complete without any stress to the piston.page 8

CHECKS ANDBALANCES...

At this stage, the individual components arebrought together for running clearances tobe checked.Each crankshaft is uniquely etched with thebearing undersizes, the JEM machinist’sidentity, and the date to aid future rebuildand to guarantee authenticity.Conrods are fitted to thecrankshaft so that bearingrunning clearances (radial) canbe checked using plastiguage,and conrod free end play (axialclearance) is measured.The crankshaft is fitted to theblock and main bearingclearances are measured andcrank end float is set up.Each piston’s running clearance is measured relative to itscylinder, then they are fitted to the conrods, using special dummygudgeon pins, and installed in the block. Each is set precisely toTDC and the piston height is measured relative to the top of theblock to determine the amount of metal to be removed from thetop of the block.All components are disassembled, the crank and rods arebalanced and everything inspected for final cleaning

JEM unique ID

page 9

GENERAL ASSEMBLY...

Piston are fitted to conrods as previously

described. When crank and rod assemblies are

fitted to the block using appropriate big end and

heavy duty competition trimetal main bearings,

each conrod nut is secured with Locktite. (Where

ARP bolts are required, the appropriate lubricant

is used.) Block end and sump faces are lightly

coated in clear lacquer. Oil seals and rear crank

seal are fitted with the application of the

relevant sealant. The auxiliary jack shaft is

installed and the running clearance checked.

The front seal carriers are fitted and the two

timing belt pulleys are fitted. Sealant is applied

to the core plug bores and new plugs are fitted.

Rods and pistons are stamped with their

appropriate cylinder number. Mains and rod

fasteners are paint spotted after final torquing

Bolt seal Oil pump

Front end Dowels

FlywheelBore finish

page 10

HEAD CASE...

In the case of the standard Pinto cylinder head,

the assembly is dismantled, cleaned and

inspected, including crack testing. We always

recommend that new reciprocating components -

valves, springs, camshaft, bearings, followers etc -

are used. Machining is undertaken with the same

meticulous attention to detail as the block – both

manifold faces are lightly machined to ensure flat

surfaces for a positive seal at the manifold joints,

and the head-to block face is machined to give

the required compression

ratio and achieve a flat

surface for correct seal of

the head gasket.

Head/manifold face resurface

Pressure test

Valve spring tensionpage 11

BIG VALVE ...

To extract the most power from the Pinto engine, the

JEM big valve head is the way to go. Following the

cleaning and testing as detailed in Section 7, the

valve guides are first to receive attention.

The standard head’s valves run directly in the cast

iron head, but to correct wear and allow better

lubrication, the JEM head uses special bronze valve

guide inserts. These are fitted

into position and a

succession of broaches are

used to expand the guides

until the required gauge is

achieved.

JEM TIP: because the exhaust valve runs

hotter than the inlet, it requires a greater

running clearance.

In our unleaded version, special hardened exhaust

valve seats are fitted to enable the use of unleaded

fuel. Specialised equipment is used machine a

counterbore to a precise diameter and depth. The

new valve seat insert is fitted and the profile of the

seat is cut to give throat, valve and clearance angles.

continued

page 12

CHAMBER/PORTS...

On our big valve cylinder heads the

ports and chambers are reworked to

high and precise standard. On

completion of the combustion

chamber rework, each chamber

volume is checked to give an accurate

compression ratio across the four

chambers.

JEM ENGINES PINTO 2.0/2.1 BIG VALVE HEAD...SPECIFICATION

Inlet valves 44.5mm (std length) EN32 4N material

Exhaust valves 38.5mm (std length) EN21 4N material

Exhaust ports fully ported

Inlet ports fully ported

Casting pressure tested (Hot)

8 bronze valve guide liners fitted

Valve seats triple angle cut

Unleaded seats fitted to exhaust positions in unleaded versions

Manifold joint faces fully machined

Cylinder head ends machined

Main gasket face machined

Combustion chambers volume balanced

New bronze cam bearings fitted

Competition valve stem seals fitted

Modified valve springs caps used

Competition single valve springs (Kent VS 9)

New core plug at rear

Fully chemical cleaned (Hot)

Our cylinder heads are produced to the highest standards in both workmanshipand quality of parts used. A lead free version of these heads is available .The compression ratio will be determined after discussion with the customer as weneed to know the cylinder bore size and each head is customised to the customer’srequirements. These cylinder heads are only sold on an exchange basis and eitherwith the later injection style inlet ports or the earlier round style port. The cylinderhead in the picture is a library picture and not the actual head on offer but forappearance the head supplied will be to the same standard as shown.We prefer to discuss the head with the customer prior to supplying it so that wecan give the desired compression ratio.

continued

page 13

THE BEST BITS...

We use only the best components fromrecognised suppliers and manufacturersof acknowledged quality and reliability.We never use cheap unprovencomponents as this is a false economywhich can put the entire engine at risk tosave just a few pence. Our machiningand parts specifications may change totake account of improvements or partsavailability.

page 14

THE WORKS...

The following pages detail the five most popular specification levels which have become our

‘standard’ range. While we are sure one of these will suit your particular application or budget,

we are always ready to discuss you individual requirements.

JEM 2.0/2.1 BASIC BUILD SHORT MOTOR...SPECIFICATION

Rebored and hone cylindersPressure test block water jacketLine hone main lineResized 4 con-rod large end boresRegrind crankshaft & lapBalance reciprocating and rotatingcomponents

Machine block top face to requiredheightFit 3 core plugs & spigot bearingFit rear crank sealPaint block sidesAssemble short motor as perdescribed procedure

Basic build description:- the basic build short motor has all the critical machine work carried out withthe exception of the block ends and sump face not being machined. The front aluminium sealcarriers are not fitted, however the short jackshaft is installed. The block will not be of 205 origin inmost cases, but the conrods will be of 205 type. The bottom gasket set is included.

JEM 2.0/2.1 PREMIUM BUILD SHORT MOTOR...SPECIFICATION

JEM 2.0/2.1 PREMIUM PLUS SHORT MOTOR...SPECIFICATION

2.0 & 2.1 premium buildshort motor (Based on 205 block)Rebore & hone cylindersPressure test block water jacketLine hone main lineResize 4 con-rod large end boresRegrind crankshaft and lapBalance reciprocating androtating componentsMachine block top face torequired height

Fit 3 core plugs & spigot bearingMachine both block endsMachine block sump face(coarse cut)Lacquer machined block endsPaint both block sidesSupply complete lower gasketPaint (black) both from seal carriers

Basic build description:- Assemble short motor as per described procedure incl rear oil seal and frontoil seal carriers, also fit crank toothed belt pulley and aux shaft drive pulley (painted black)

This is the same spec as the premium build short motor,however the premium plus is fitted with arp heavy dutycompetition conrod bolts

JEM ENGINES PINTO 2.0/2.1 LONG MOTOR...SPECIFICATION

Performance camshaft Performance cam followers

Performance valve springs Long ball studs

Alloy vernier pulley Timing Belt

Water pump Refurbished alloy RS sump

Head bolt set Oil spray bar

External stainless steel cap screws Dowel and modified flywheel

Ignition cable clips Oil filter

High pressure oil pump High tensile oil pump valve

Our Ford SOHC 2.0/2.1 Long motor is built to the highest standards. These units incorporate ourpopular 2.0/2.1 Premium Plus short motor and big valve cylinder head (now unleaded). Anunleaded version is available at a small additional charge.Each engine is assembled in a meticulous and methodical manner, adhering to all critical limits andfits, all valve lifts are measured and any corrections to lifts are adjusted by tipping the valves.The camshaft is set up and precisely timed using a vernier hub. On completion of the assembly anoil pressure test is carried out by externally driving the oil pump drive spindle. Great care is takento enhance the engine’s presentation throughout the build.

Our 2.0/2.1 Long engines are only available on an exchange basis. The returned engine must arrive with us prior torelease of the newly built engine. the old unit will be required at least 3 working days in advance of despatch. This is toallow us time to dismantle the unit and evaluate the acceptability of the components. The old unit must be complete as per itssupplied replacement. If an alloy RS2000 sump is being returned, it must be in useable condition - no weld repairs orunacceptable dents or gouges. The flywheel must be RS2000 or Sierra style and must not have been previously modified.Engines are only supplied on a like for like basis, i.e 205 for 205, or early 2.0 for early 2.0.

JEM ENGINES OVAL CIRCUIT “F2” CORE ENGINE...SPECIFICATION

Block assemblyRebore and hone cylindersPressure test block water jacketResize four conrod large end boresBalance reciprocating androtating componentsMachine block top face torequired heightFit three core plugs and aspigot bearingMachine and lacquer bothblock endsPaint block sidesPaint (black) both front oilseal carriersAssemble short motor as perdescribed procedure inc. rear oilseal and front oil seal carriers,also fit crank toothed belt pulleyand aux shaft drive pulley(painted black)

New parts include:4 Mahle piston assemblies5 pairs of tri metal competition mainbearings4 pairs of tri metal competition conrodbearings1 pair of crankshaft thrust washers1 high pressure oil pump exhaust valves4 inlet valves4 exhaust valves8 bronze valve guide liners4 core plugs1 top gasket set (elring or payen)1 lower gasket set (elring or payen)

1 timing belt1 timing belt tensioner1 vernier cam pulley1 cam spray bar1 camshaft (jem spec)8 cam followers8 valve springs1 spigot bearing10 cylinder head bolts1 water pump1 oil filter1 oil pump drive spindle

Cylinder head assemblyCylinder headPressure test water jacketMachine & fit inlet & exhaustbronze guide linersModify valve guide boss asper regulationsProfile and cut eight valve seatsMachine both sides of cylinder headMachine main face of cylinder headto achieve required combustionchamber volumeRemove and fit three camshaftbearingsFit new core plug to rear ofcylinder headMeasure, machine and set valvespring fitted heightsMeasure, machine valve lengths toachieve correct lift

The core engine is a premium plus built short motor with the cylinder head assembled with the valvetiming checked, adjusted and set. The cylinder head is assembled with the camshaft and followers,the valve lifts are measured, in most cases simply installing a camshaft with its associated valve trainis not enough. When the new cam kit is installed it is not uncommon for the actual valve lift to be asmuch as 2.0mm or more shy of book lift.When jem assemble a head we measure the valve lifts and achieve optimum lift by machining thetips of the valves individually, assembling and measuring the lifts until the desired lift is achieved.Laborious, but has huge gains in performance.The short motor is assembled per our standard assembly procedure detailed in our work proceduresexplanation which is attached under premium build short motor 2.0 or 2.1ltr.The complete prepared cylinder head assembly is fitted to the short motor and the camshaft isprecisely timed to the crankshaft incorporating a vernier cam wheel.In conclusion the core engine is a short motor with a prepared cylinder head fitted and the valvetiming set, also includes a high pressure oil pump fitted.To complete this engine all that is required to fit is oil pick up pipe and sump, a rocker cover and allnecessary ancillaries, manifolds, carb, distributor and flywheel. All necessary gaskets are providedwith the core engine.

FORD PINTO 2.0 - 2.1 SOHCESCORT, CAPRI, SIERRA, GRANADA,

SPECIALS, KIT CARSFOR ROAD, STOCK CAR,

RALLY OR RACE

JEM ENGINES

23 Polmont RoadFalkirkScotlandFK2 9QQTel 01324 633266Fax 01324 633870info@jemengines.co.uk

www.jemengines.co.uk