BBcube

OHC is known for chewing gears from the distributor or aux shaft after changing distributors, bosch made a revised slight bronzed gear to help this. Best is to fit original gear to new dissy,
I modified a EL dissy to fit xflow, removed the std gear & fitted a Crow DG2 xflow dissy gear & drilled the shaft to suit for the roll pin,
It ended up with it not fitting at time of assembly, was sitting about 5mm above block & went with EST, then when changing from EST to XF mag dissy, I realized I had forgot about aligning the oil pump drive when i was fitting the EL dissy. Can also delete the TFi module & change to EST plugs for easier wiring with MSD.
I might put the EL dissy in my xflow on the stand to make sure 2moro.
EL vs XF dimensions

ED VS new modded EL VS XF

I picked up an old CF bedford that's halfway through a quality v8 ford conversion (probably a bucketlist project) a few years back. Since there's some van love here I might  post some pics to get some info on parts I have no idea about, for example what the steering rack and pinion was originally out of etc

Your crossy makes around 150 HP stock, so a target of 200-250 on about 10 psi is what a stock bottom end is more than adequate to handle. Mild boost won't kill conrods, rpm and/or big boost does. Rpm rips them apart, big boost bends them.

Your stock valvetrain will suffice, provided you keep the cam specs mild. That means a working limit of 0.500" lift. Upgraded valvesprings will be the exception.

The key to making boost on standard compression is fuel and ignition management. This is where investing in a good aftermarket system will pay off. Sure there are people who've managed to use OEM computers, etc. but it will always be a compromise. Infinite tuneability will overcome any design shortcomings when adding boost.

On a crossy, the EFI manifold is not ideal for turbo applications, for a few reasons:

The middle 2 cylinders get first shot at the airflow.

The throttle body draws air from the hot side of the engine.

If using a right-to-left intercooler, the air outlet is on the opposite side of the engine to where the throttle is pointing.

And lastly, the manifold itself may become a performance restriction at a certain power level.

So it's best to seek an alternative, and the most cost-effective and simple one is by using an EA-ED log manifold adapted to the crossy inlet flange. It puts the throttle to the front and down, simplifying the installation and minimising turbo piping and keeping everything away from heat.

I can't make any suggestions for your turbo selection as that's not my area of expertise. Exhaust manifold can be a simple log type made from cast bends. No need to go all out with tuned runners on a mild setup. KISS principle wins here

Sent from my CPH1903 using Tapatalk

I have posted pictures on the site bellow
Let me know if it works or not thank you
 
https://imgur.com/gallery/kzar8Oq

I picked up an old CF bedford that's halfway through a quality v8 ford conversion (probably a bucketlist project) a few years back. Since there's some van love here I might  post some pics to get some info on parts I have no idea about, for example what the steering rack and pinion was originally out of etc

Hi Dave, just checking how you are going with your build. I'm interested because I want to do something similar and I've been reading the forums for the last year. I'm still in planning but I've got the parts to go in a similar direction, efi, MS, boost etc..
 
Keen to know where you are up to if you are in a position to share :-)