Technical Photo Library
Art International can provide customers with satisfaction and piece of mind via the used of our wide range of reliable technology and field of knowledge.
The evidence of this is provided to customers in the form of a detailed photo library.

Cosworth BD Series 16v 4 cylinder

BD stands for Belt Drive.
Many of the following specifications are common knowledge.
BDA, BRD etc are based on Ford’s Kent engine with a cylinder head that is produced by Cosworth.
The cylinder head is vertically divided into two parts with a camshaft inserted between them.
This is a very high level mechanical engine and expert technology and knowledge must be applied so that accurate and careful adaptations can be made so that the engine remains intact.
There have been reports of old specification of the model bleeding and leaving oil stains. As such it may be necessary to assemble it using new parts.
Although BDA is regarded as a high tuned spec, the distribution centre has requested that Caterham Company reconsiders and retunes the cam and ports shapes.
Following this, the 1700 cc BDR that increased the displacement still exists.

You will notice that there are no placement installation markings on the part, therefore precise knowledge of the valve timing is required.
If you would like to change to a lead-free specification and for the exhaust fumes to be tested, a small expense will be required but you can be assured that this cost will ensure that it will be to a Japanese specification and it will have a durable lifetime.
The substances used to divide the part are rare. Please be sure to use the specified item.
Please also note that there is no gasket at the bottom of the cam holder.
Although the crank and connecting rod are standard, the a specialised Cosworth item is used for the piston.
If you choose to perform the maintenance yourself, please take extreme caution. Not only could you injure yourself whilst performing the maintenance but you could also risk death should the engine not be maintained properly.
Although this maintenance may be timely, a fine tuned sports engine is the envy of many.
The BDG in particular is superior in it’s performance. The reason for it’s high cost is that it is built from aluminum block with most standard being built from nickel plate.
When considering engine weight vs power ratio, there is no competition to this engine.
Many of the existing and previous BDGs have been used in sports cars and in F2 racing previously.
We do not recommend that personal assembly is done with used race items. Please contact us for further information on this as we have specialised knowledge and expertise on the matter.
The cab and Lucas’ mechanical injection specifications are very particular and so we highly recommend you make the adjustments using specialised equipment to ensure accurate results.
The most reliable method to to set injection timing is via a three-dimensional method. The best method of doing this is via electronically controlled injection.
Type I standard was forged with a metal rod of different length. It was a thin width steel metal rod width and crank connecting rod. It is possible to make special liner if you wish so that the car will be very durable for street use and can be used for longer than 10 minutes.
When carrying out the safety testing, we are working using 250 ps to 275 ps.

Example:
BDA 1969 – 1601cc 120 Bhp. Kent 16v twin cam belt.
BDR 1983 – 1601cc 120 Bhp. A 150, 170 Bhp specification of the 1700cc Caterham BDA.
BDG 1973 – 1975cc 275 Bhp. For Formula 2 BDF is used for rally development.
BDP 1984 – 1975cc 245 Bhp. US spec methanol injection aluminium block.

Ford Caterham Duratec

The Ford Kent Engine Crossflow, 8V OHC 4cyl. This was named Kent after the of the UK in which chief engineer Alan Worters lived.
The engine has been has remained much loved from 1967 until the present day. We have the experience of dealing with this models as we have installed them in many Super Sevens.
Each tuning is different and the results were always enjoyable.
Even though many commerically available parts had been incorporated in the original that we were testing, 180ps was the limit.
Therefore we prepared several block crank pistons.
We were also able to co-operate with each of the part suppliers and announced our aim of 190 ps in the Auto Jumble magazine.
Kent also makes a comment which is included. Please refer to the Auto Jumble magazine for more details. Only around 8% of the commentary was published in the magazine but it could still be useful.
Testing for the perfect 190 ps ended at 188.5 ps as it was judged that this was sufficient.

・1.3L 　 80.98mm x 63mm　・1.6L 80.98mm x 77.62mm
・1700ss 82.5mm x 77.62mm　・ART1700 83.5x 77.62

1.3 L and 1.6 L are standard, but many are upgraded to a 090 inch (83.27 mm) to an oversized standard general purpose piston and remodeled to 1690 cc.
At Caterham, it was sold as a 135bhp specification with a 4-in-1 exhaust equipped with a Weber carburator (40 DCOEx 2) called 1700 SS.

This engine has a high-revving short-stroke ratio but still runs well.
Even with the lower torque it is sufficient. However it will transform into a wonderful engine if the friction is dropped to only the sturdy engine.

This engine should have attracted many Seven fans from the 1980s until the early 1990s.

However many customers were having issues with oil bleeding and sumps from the cork.
When the Kent is over 1700 ss and the 145 ps is heavy, the heavy and sturdy pistons using diesel were not sufficient and so were changed to forged pistons with a higher compression ratio.
Usually the compression is increased with a high-compression piston of 83.5 mm and the high cam is inserted.
If an experienced mechanic performs the drilling of the JE piston then this should perform normally after being tuned and it will burn and burn.
Through our company you will have the option to use one of our selection from Cosworth, Omega, Acura Light etc.
There is not much difference between the left and right sides of the piston valve recess (IN and EX valves are the same thing).
As the valve size of the intake and exhaust valves are different, we think that it is best to base calculations according to the valve size and by the position of the cylinder.

Bore ups up to 85 mm are possible but problems may arise by blocking the liner.
In this case the displacement will be 1760 cc and cams that exceed 280°cannot be driven in the city.
Although there may be many people using simultaneous ignition or CDI etc, most of these will be useless and will short if ignition control is not done using a 2D distributor.
Although the desired results are achievable up to 155 ps so it is best to carry out the work simultaneously during an overhaul of the engine.

The carburetor is also important as it is key to ignition timing.
This is especially true when tuning the Kent engine and a dedicated ECU constructed using ignition timing should be installed from the start.
There are dozens of valves for you to take your pick from. More recently, aluminium heads are being produced which we recommend for a reduced weight.
We have now produced a countermeasure to the gasket oil leakage problem so ART is delivering good condition Kent cars that do not leak oils.

There is a traditional Ford formula which has been adopted and inherited.
Enthusiasts are applying the same method to the Kent engine.

That’s why even now Duratech is debuting cutting-edge and much sought after technology.
As individual specifications differ considerably, swaps between dismantled domestic cars should be avoided as much as possible.
For some amateur modifications, there have been reports of overheating issues.
We highly recommend you allow a professional to make any desired changes.
We are able to supply engines with a variety of dimensions and specifications.

If you attempt to install the intake manifold for a 4-throttle to a dated cab specification, the 40 DCEO Weber carburettor will continue to keep the ignition timing which will wear the ECU only at the point of ignition timing
to close to 160 ps.
With the cam being replaced and running in excess of 180 ps, a Weber Alpha sports injection model can run easily at 200 ps.
This specification has a strong engine block that can be squeezed up to 250 ps.
Using a rubber buffer structure on the hydraulic tuppet, you can be assured that you can ride the car without any oil leaking.

In the early 1990s, this Ford model was considered to be state-of-the-art with it’s 16V engine which produced supreme performance results and at a reasonable cost.
Specifications: 1.6L/1.8L/2.0L variations.

As a Caterham exhaust are being used on the Kent engine, we are now receiving more requests for a swap to Rover engines.
Recently Lotus Europe are working alongside their customers to make amendments and they are also in the process of producing a Voltont kit.
ART sold cars equipped with Zetec in 1995 and, as a result of the successful planning, communication and installation of the package, we have already installed the Zetec in more than 30 Caterham cars.
We have also considered the case of vehicles used for public roads and are able to make particular adaptations and modifications.

Rover K Series Engine – 16V Twin Cam 4 Cylinder
Rover is considered one of the original manufacturers.
Their engines have been used extensively in Caterham and Lotus cars.
The aluminium block with a semi-dry liner means the engine is lightweight and compact whilst still capable of exceptional performance. However, caution must be taken when attempting to tune the engine as, if the work is not overseen by a knowledgeable professional, tuning may break the balance of the engine and result in a shortened lifespan of the engine.

<K16 Engine Specifications>
●1.1L／1119cc 75mm×63.2mm 　●1.4L／1396cc 75mm×79 mm 　●1.6L／1580cc 80mm×79 mm　
●1.8L／1796cc 80mm×89.3mm

<Caterham Company produced 4,000 units between 1991 and 2005 using the following specifications>
●1.4L／244deg cam -110bhp　●1.4L／264deg cam -125bhp　●1.6L／244deg cam -118bhp　●1.6L／264deg cam -137bhp
●1.8L／244deg cam -120bhp　●1.8L／VVC -160bhp　●1.8L／VHPD -185bhp

＜Lotus produced 18,000 units between 1995 and 2005 using the following specifications＞
●1995 1.8L K16 Basic　●1998 1.8L K16 VVC

＜120/135//177/190bhp used for NON VVC、143/156bhp used for VVC were produced＞
●1.4L／244deg cam -110bhp　●1.4L／264deg cam -125bhp　●1.6L／244deg cam -118bhp　●1.6L／264deg cam -137bhp
●1.8L／244deg cam -120bhp　●1.8L／VVC -160bhp　●1.8L／VHPD -185bhp　●ART／150／160／190／230ps

This was designed to be an engine which can boast that it’s non problematic and only needing maintenance after 160,000 kilometers in 10 years.
However the need for maintenance will increase if the output goes up.
The likelihood of problems will increase and problems such as cracks in the gasket and liners leaking are signs of tuning problems.
At the same time as our UK partners we have developed bench testing to be used with Caterham.

We have invested a large amount of money into investigating which are the particular areas to be inspected, methods of preparations, which areas are of an unreasonable condition and which areas are susceptible to damage.

In our experience, we feel that users are driving their vehicle properly when it has an engine tuned according to our theory and as far as 190PS and with a 7500 rpm limit.
If driven in it’s basic state and to 8250 rpm then the normal sleeve of the engine becomes twisted creating a reinforced thick liner that can produce fatal problems.

When we put a limit of 240 ps, (at a cost of around ￥3million for the parts), repeated testing brought the same conclusion that the engine will be destroyed.

From this we were able to rebuild the engine to discover where the issue was.
As part of our investigation we made four types of cranks, three connecting rods and four pistons in order to perform the best examination.

We achieved a great result with the subsequent pistons.
We believe that this limit is good when used in the Lotus Sports Elise (190 ps).

The Rover engine was being sold in the Caterham R500 models but this is a slightly overkill model and very expensive to the user.
If you are a serious racer, this will be ok in three races.

Using our tuning system, anything that is recorded as over 200 ps will have a block changed and a closed deck.
The middle VVC was previously sold however ones with considerable larger valves and a different combustion changer shape are now available and are an improved version.
This is a tuned cylinder head for NON VVC but it is labelled as having a VHPD head. VVC heads have had many problems and so we have stopped tuning using them.
A method of removing the VVC head has been released by the company and we recommend that this is incorporated.

Cosworth KBA 4 Cylinder 1998 cc (Caterham owner calls this a Vauxhall)
Cosworth KBA 16Valve DOHC GM Vauxhall Opel 86mm x 86mm square stroke

In the UK Opel, Vauxhall (Vauxhall) was sold to Cosworth for marketing. Using the C20 NE engine, Cosworth converted the twin cam to a 16 V and named it KBA.
Opel Vauxhall refer to the model as C20XE.
The XE series is 150 ps and was installed in Astra GSI and Caribla.
The piston is the orignal NA type and the turbo is forged by Murray as standard.

The latter model is made from steel casting. Caterham JPE is a Cosworth original.
There is also a turbo model called XE – T.
Many engine tuners did not look beyond using Cosworth engines but we have investigated further. We found that BTCC DTM and JTCC had wonderful results.
The model fascinated many fanatics until the V6. The cylinder head is of Cosworth design and many fans love it even now. The original casting is also Cosworth casting.

The UK based Caterham Cars company developed a Weber Alpha sports injection model with a 250ps carburettor specification. This was marketed as a Jonathan Perper Evolution or a ‘JP EE’ (after the former F1 driver) and released to the market.
This 250ps spec engine was manufactured by Swindon Racing Engines Co, UK.
Art International Co., import and sell Caterham Cars parts to be used for engine tuning.
We also work with our customers as a trusted advisor and agent of Swindon Racing Engines and our work includes not only from sourcing and tuning the parts (both standard and racing) but also aiding them in importing and selling the vehicles to the Japanese market.
In addition to our products from our Swindon partners, we also have many other tuner products.
Our company has over 10 years experience of overhauling and modifying engines and have accumulated a collection of top of the range parts in our stock.
We also provide our customers with an exhaustive and comprehensive supply of photos of the work undertaken from disassembly to assembly and including precise measurement and dimensional data.
A hydraulic tappet with a 7250 max rpm is fitted as standard. However, upon request we can do further modifications and remodel it to 8250 max rpm.
We recommend items are used as reinforcement for the connecting rod as this is a weak point following on from tuning enhancement.
Reference to the high-precision and special parts and trade secrets and comments has been omitted from this text due to confidentiality and trade competition.

(We are currently accepting engine overhauls from 165 ps to 265 ps (full race models at 280 ps).
We especially welcome JPE customers as we are agent of Weber Alpha and you can be assured that individual difference of standard injection will be accurate. We also have sufficient knowledge of the standard to BTCC specification.
Please feel free to contact us with any questions.)

Cosworth YB Series 16v Twin Cam 4-cylinder

YB Series Ford Sierra Engine 
Type: YBB Year: 1985 Size: 1993cc 204Bhp Output Description: Turbo YAA commissioned by Ford for Sierra RS Cosworth, 5000 built for homologation.

Type: YBB Year: 1985 Size:1993cc 204 Bhp.  
Type: YBC Year: 1986 Size: 1993cc 280-300Bhp. Output Description: Group A rally engine.
Type: YBD Year: 1987 Size: 1993cc 225 Bhp. Output Description: Evolution YBB used in Sierra RS500, more turbo, 8 injectors, 500 Bhp in race tune

This is the very popular Ford Sierra Cosworth Engine. The Cosworth YB 2.0 16v Turbo specification is installed in the G12 GINETTA spec with the YAC version of the NA Japanese spec.
This was debuted in 1984 as a YAA concept and again in 1986 the YB Turbo spec was debuted using 204 ps.
Following this we installed a large T4 turbo using 225 bhp and named YBD.

In 1988-89 we went to Safia using the 4 wheeled and drove it as a road car.
In 1994 the YBJ and YBG series using the YBT participated in a rally. There were some issues in the head gasket which had an effect on the output.

It is possible to increase up to 500 ps using turbo tuning and major modification, reviewing the valve turning from the oil tappet to the mechanical tappet which we are able to control using our ECU.
The reality is that the Ginetta series is efficient when specially tuned for only high rotation and when ignition timing control is put in place.