Ford Escort RS Cosworth in Canada with tuning advice
I purchased this restored this modified Escort RS Cosworth from England. In
stock form the YB engine was rated at 225 hp.
When this car came out 1992, 0-60 times were about the same as more modern
Porsche Boxter S, but with huge power tuning potential when compared to the
First off, these are not easy cars to tune for the street, so you better do
your research. It's best to speak two or three experts in the UK before you
attempt any modification, but if setup correctly, they will put a big smile
on your face.
There are two versions of the Escort Cosworth, the T35 larger turbo cars and the smaller T25 turbo cars. The newer version also had side impact
bars and airbags. They both had pluses and minuses which I can't get into
all the details here. You can read more about it here
I recommend you buy a restored and modified car over a used original car
unless you want the car as a collector's item. Mark Barber in the UK
restores cars 011 44 7909 544 906 email@example.com ,
www.rsforum.com . If you want a serious performance car, you should look at
this car as a starting point where you modify it to outperform modern cars.
In term of tuning potential, reliable street HP is about 600hp. In full
race mode, over 1000 HP 11,000 rpm is attainable. These engines are quite
exotic and you need to know what your doing when tuning them, as trying to
build a responsive 300 HP, 400 ft/lbs of torque at 4000 rpm 4 cylinder is
much more difficult to build than say a Ford V8 which has an additional 4
cylinders. This is why ECU mapping is critical.
If you are serious about tuning this engine, you need to upgrade the ECU
and have it mapped by someone who is an expert, and the only real experts
are in the UK or Europe.
Tuners that I recommend are Field Motorsport, Motorsports Developments,
Oppliger Motorsport, Jon Edwards Race Engineering, Julian Godfrey
Engineering and Dave Rowe from EPS Motorsports in the UK can map your
engine. You can trust they know what they are doing.
There are two schools of thought when tuning Cosworths. The old school way
with standard ECU, older turbos, and low
compression and the more modern way of tuning with standard to high
compression, modern turbos, and modern
The high compression guys like don't like the old school approach guys and
the old school guys don't like the modern approach guys.The most popular
and the best way of tuning in last 15 years is to use normal to higher
compression. The top tuners and race teams are all using high compression
engines over low compression.
The Motec ECU MA100 is more flexible than the Pectel, but it costs about
$3,500 US while the Pectel costs about $2000 US.
The Vipec will do 99% of what the Motec will do, but at a lower price.The
cost of the Vipec is about $1,700. Which is what my tuner MD Developments
I don't think this is as good of a method of tuning an ECU, but if you are
on budget, you can try and use the standard ECU by GEMS. What they do is
take the main chip out of the standard Cosworth ECU and then put a 64 bit
chip which is Windows based.
In terms of cams, the YB Cosworth loves standard Exhaust cams and they respond really well to a
much bigger Inlet camshaft. When you use a bigger Exhaust cam is ruins the lower end
Only in rare instances do you change the Exhaust cam. MA Developments has engines with
over 700 HP with stock Exhaust cams.
For higher HP engine, injectors should be in the 750cc to 1000 cc. Many
people will tell you that you will get "bore wash" if you use larger
injector's, which shortens the life of the engine, but if mapped correctly
the 750 to 1000 cc injectors will not bore wash at slow speeds as more
ignition can be used to burn it off.
On the street, some people who want a lot of low end torque and HP, go for
a similar setup to the WRC race cars, but a WRC setup from what I
understand stresses the engine a lot and does not produce long engine life.
I have gone to a different rout, using the Borg Warner EFR-7064 that Mark
at MD Developments recommend. This is a large turbo that produces a lot of reliable low end
grunt. An new Exhaust manifold will
also greatly help low end torque and HP.
In terms of the gear box, if your car is modified, you need to strengthen
the transmission, as third gear is not strong. Oppliger motorsport in Italy
have a good kit to strengthen the transmission.
They also have another kit that will give you a tighter gear ratio in
addition to strength. Using shorter gears will feel like you have added
an additional 100 HP. If you are not an animal with your gearbox, you can
get away with about 400 hp.
To quote Top Gears Jeremy Clarkson: "You can keep your McLaren F1 mate,
this is the bomb".
"I was first in line for the Mitsubishi Evolution VIII, but then the Ford
Escort Cosworth came along. It was no contest".
Former PR man for Mitsubishi
Ford Escort mk1 rs1600 Cosworth BDA
Fully original restored Escort mk1 rs1600, no reshell. Imported from
Delivered from new 1972 Ford Switzerland original LHD Daytona Yellow car.
Following mods, Ralloy alloy radiator with elec fan, Bilstein F&R, AP
brakes, fully rebuild longstem big valve 1840 alloy all steel BDA on
45dcoe9 which can be seen in the other movie, Motorsport extra big wing
sump bd3's, Contour seats/headrests new Beta, LSD, Cibie diode, ss big bore
Exhaust, alloy bellhousing, Ford
5,5Jx13 rims, Halda, Springalex deep dish, Butlers map etc.