1 SOHC
ESCORT, CAPRI, SIERRA, GRANADA,
SPECIALS, KIT CARS
FOR ROAD, STOCK CAR,
RALLY OR RACE
INTRO...
Jem Engines are THE specialist engineers to the automotive, industrial and marine trades. Formed in 1974,
the companys 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 to
deal with almost any automotive mishap! Yet, we also remain enthusiast at heart you will see in our
showroom a restored Rolls-Royce V12 aero/tank engine among our display pieces, and we have rebuilt
many 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 up
high mileages in their GLs and Ghias and we began to get these engines in to be reconditioned. The Pintos
toughness and tuneability soon attracted the stock car fraternity particularly, so along with tuning for rally
and race RS2000s and Capris, the Pinto began to supplant the Crossflow for volume of work and became
quite a large part of JEM engines output. We developed a huge pool of knowledge of these engines and
helped develop several successful stock car and rally engines their lead-footed drivers quickly finding the
base engines 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 the
Pinto-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 customers unserviceable parts, but this was now just a
tiny fraction of JEMs total output, and more modern engines, particularly diesels, were taking over the bulk
of the work.
We noticed, though, that when we were brought a modern-type engine in for repair, more of the components
would be unusable compared to older units like the Pinto. For instance, a blown head gasket would result in
overheating, and in an aluminium engine a warped head would frequently be unrecoverable, and quite
often the head bolts would stress the threads in the block resulting in a scrap block too very expensive!
we have supplied
Pinto engines to the
following countries:
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 as
short or long motor (with head and camshaft fitted).
We now run a series of monthly evening demos showing rebuild techniques block rebuilding, head work
and camshaft installation.
The Pintos renowned strength and durability make it an ideal choice for an economical track day car, and
for a simple and cheap kit car project. A huge amount of tuning gear is available and a large pool of
expertise makes tuning for more power simple and affordable. The classic car movement is returning to the
advantages of the Pinto, JEM having supplied several engines for owners returning their cars to standard, in
one case replacing Vauxhall power in an RS2000! In another case, a Pinto was ordered for installation in a
kit car which was being crated for shipment to South Africa by the customer who was emigrating. We have
now 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 when
you take into account energy use on new castings, machining and shipping, though we surely dont have to
preach to the classic or kit car enthusiast about the benefits of recycling, but we believe the Pintos green
credentials are assured and that it will soldier on in enthusiasts cars for many years.
CONTENTS
Section 1
Donor engine
page
Section 2
page
4-5
Section 3
page
6-7
Section 4
Pistons
page
Section 5
Clearance Checks
page
9
10
Section 6
Engine Assembly
page
Section 7
Cylinder Head
page 11-13
Section 8
Replacement Components
Page 14-15
BUILDING BLOCKS...
The cylinder block is the core of any engine build, and JEMs 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 dont use any
sealant except at 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
manufacturers 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)
Cylinder boring
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
page 5
Cylinder honing
Precision grinding
bearing cap joint face
the roundness of the bore is
maintained to 2 tenths of a
thousandth of an inch. The conrodss
small end is milled on each side to
allow the fitting of the new 93mm
piston (2.1 version only.
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. Dont 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
page 8
JEM unique ID
CHECKS AND
BALANCES...
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
Bolt seal
Oil pump
Front end
Dowels
page 10
Bore finish
Flywheel
HEAD CASE...
In the case of the standard Pinto cylinder head,
Pressure test
page 11
page 12
CHAMBER/PORTS...
continued
Our cylinder heads are produced to the highest standards in both workmanship
and 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 we
need to know the cylinder bore size and each head is customised to the customers
requirements. These cylinder heads are only sold on an exchange basis and either
with the later injection style inlet ports or the earlier round style port. The cylinder
head in the picture is a library picture and not the actual head on offer but for
appearance 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 we
can give the desired compression ratio.
page 13
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.
Basic build description:- the basic build short motor has all the critical machine work carried out with
the exception of the block ends and sump face not being machined. The front aluminium seal
carriers are not fitted, however the short jackshaft is installed. The block will not be of 205 origin in
most cases, but the conrods will be of 205 type. The bottom gasket set is included.
Timing Belt
Water pump
Oil filter
Our Ford SOHC 2.0/2.1 Long motor is built to the highest standards. These units incorporate our
popular 2.0/2.1 Premium Plus short motor and big valve cylinder head (now unleaded). An
unleaded version is available at a small additional charge.
Each engine is assembled in a meticulous and methodical manner, adhering to all critical limits and
fits, 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 an
oil pressure test is carried out by externally driving the oil pump drive spindle. Great care is taken
to enhance the engines 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 to
release of the newly built engine. the old unit will be required at least 3 working days in advance of despatch. This is to
allow us time to dismantle the unit and evaluate the acceptability of the components. The old unit must be complete as per its
supplied replacement. If an alloy RS2000 sump is being returned, it must be in useable condition - no weld repairs or
unacceptable 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.
1 timing belt
1 timing belt tensioner
1 vernier cam pulley
1 cam spray bar
1 camshaft (jem spec)
8 cam followers
8 valve springs
1 spigot bearing
10 cylinder head bolts
1 water pump
1 oil filter
1 oil pump drive spindle
The core engine is a premium plus built short motor with the cylinder head assembled with the valve
timing 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 train
is not enough. When the new cam kit is installed it is not uncommon for the actual valve lift to be as
much 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 the
tips 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 procedures
explanation 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 is
precisely 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 valve
timing 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 all
necessary ancillaries, manifolds, carb, distributor and flywheel. All necessary gaskets are provided
with the core engine.
JEM ENGINES
23 Polmont Road
Falkirk
Scotland
FK2 9QQ
Tel 01324 633266
Fax 01324 633870
info@jemengines.co.uk
www.jemengines.co.uk