1930 Doreen Ave., South El Monte, CA 91733 …api.ning.com/.../esslingercatalog.pdf · 1930 Doreen...
1930 Doreen Ave., South El Monte, CA 91733 www.esslingeracing.com (626)444-4919 Letter From The President Esslinger Engineering Inc. is a family owned business founded in 1968 to develop a brake system for the California craze of off-roading. We tested these brake systems on our own vehicles and sold them nationwide. As the popularity of off-road racing grew, our interests moved in the direction of four cylinder Ford racing engines and high-performance equipment. By January 1989, we became the largest manufacturer of aftermar- ket components for the 2.0 and 2.3 O.H.C. Ford engine. We have the knowledge and experience to make you a winner. The following pages contain just a portion of the parts we manufacture and supply. If you can’t find what you need, just give us a call and we’ll do our best to assist you,
1930 Doreen Ave., South El Monte, CA 91733 …api.ning.com/.../esslingercatalog.pdf · 1930 Doreen Ave., South El Monte, CA 91733 ... Esslinger Engineering Inc. is a family owned
Text of 1930 Doreen Ave., South El Monte, CA 91733 …api.ning.com/.../esslingercatalog.pdf · 1930 Doreen...
1930 Doreen Ave., South El Monte, CA 91733www.esslingeracing.com
Letter From The President
Esslinger Engineering Inc. is a family owned businessfounded in 1968 to develop a brake system for the Californiacraze of off-roading. We tested these brake systems on our ownvehicles and sold them nationwide. As the popularity of off-roadracing grew, our interests moved in the direction of four cylinderFord racing engines and high-performance equipment. ByJanuary 1989, we became the largest manufacturer of aftermar-ket components for the 2.0 and 2.3 O.H.C. Ford engine. Wehave the knowledge and experience to make you a winner.
The following pages contain just a portion of the parts wemanufacture and supply. If you can’t find what you need, just giveus a call and we’ll do our best to assist you,
ContentsPulleys and Accessories_______________________________________________________Cams and Cam Kits __________________________________________________________Performance Cylinder Heads___________________________________________________Valves, Springs, Retainers, Lash Caps,and Keepers_________________________________Rocker Arms, Valve Guides, Keepers and Oil Restrictors_____________________________Solid Lifter Kits and Anti-Pump Up Hydraulic Lifters_________________________________Top End Tools and Accessories_________________________________________________Headers___________________________________________________________________Manifolds__________________________________________________________________Mikuni Assemblies___________________________________________________________Carb Spacers/Adapters and Fuel Pumps__________________________________________Carburetors_________________________________________________________________Air Cleaners and Gaskets______________________________________________________Crankshafts, Ministock Book Tech Books__________________________________________Connecting Rods ____________________________________________________________Oil Pans and Oiling Systems___________________________________________________Pistons____________________________________________________________________Rings, Bearings, Studs and Strapping Kits_________________________________________Discs and Pressure Plates_____________________________________________________Flywheels, Clutch Assemblies and Hi Torque Starter________________________________Electronic Ignitions___________________________________________________________Distributors and Accessories___________________________________________________Safety Equipment____________________________________________________________Buggy/Sand Rail Performance Section___________________________________________Complete Engines and Short Blocks_____________________________________________Technical Suggestions________________________________________________________Cam Shaft Limited Warranty____________________________________________________Sales Policy (Please Review Before Ordering)_____________________________________Sales History (For Your Use)___________________________________________________Alphabetical Product Index_____________________________________________________
1930 Doreen Ave., South El Monte, CA 91733www.esslingeracing.com
Performance Pulley Kits and AccessoriesPerformance Pulley Kits and Accessories
2.3 Power Pulley2.3 Power Pulley4” hard anodized aluminum crank pulley Releases horsepower by underdriving the
water pump and alternator360 degree laser etched face makes degreeing the cam and setting ignitiontiming easy
Single and Double groove pulleys offeredto suit your application
For use with E2192 Degree Pointer
2.3 H.D. Billet Tensioner2.3 H.D. Billet Tensioner One piece billet wheel rides on double roller bearings
Eliminates costly and severe valve train damagecaused by stock two piece stamped wheel
Far superior to all other 2.3 tensioners available!
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Single GroovePart# E2193 (2.3)Part# E1192(2.0)
Double GroovePart# E2193-2
V-Belt Part# E2306 to Stock Water PumpPulley
Star Cam PulleyStar Cam PulleyEasily tune your engine for different track conditionsHard anodized aluminum constructionAdjust cam timing in less than one minuteAdjustable in 1 degree incrementsInstructions on degreeing your cam included
1/2 the weight of stock pulleyNo need to loosen center bolt
1-1/4” ultra-wide beltRoundtooth design ensures accurate timingKit includes cam pulley, intermediate shaft pulley,power pulley, crank gear,belt and pointerEliminates belt slippage A must for hi-lift roller cams
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Part# E2311for Cast Iron and
Alum. D-Port heads
Part# E2198 - Shaft only
Part# E2198K - Kit
Front/Rear Sump Windage TrayFront/Rear Sump Windage TrayBolt-on 14+ horsepower increase Drastically reduces drag on your crank fromunscavenged oil
Precision fabricated to fit your oil pan
(E2685, E2685-5, E2687, and E2687-5 come with main bolts andnuts. Our E2684 tray requires our E2814-5 studs and straps)
Part# E2685 Rear Sump
Part# E2313For Use With Dry Sump
(no filler cap)
Part# E2311-5For Use With ARCA
and SVO Aluminum Heads
Part# E2198-5 - Gear Only
Part# E2632 - Bronze Gear
Part# M2304 Belt Only
Part# E2684 Studs and Straps
Part# E2687 Front Sump
Part# E2685-5 Rear Sump for 2500ccPart# E2687-5 Front Sump for 2500cc
The cam in the O.H.C. 2.3 and 2.0 is the very heart of the engine.Presently we carry well over thirty different grinds for both the 2.3and 2.0 and are constantly designing and testing more. The latestadvancement in cam design has been the solid lifter roller cam.These steel billet cams have opened great new horsepower windows for both engines. Through countless hours of R&D, dynotesting and track performance evaluation, we can now pass on toyou the very best roller cam packages available on the market today. Because of the overwhelming difficulties of achieving correct valve train geometry, roller cams are sold in kit form only.Purchasing one of our roller cam kits allows you to later exchangeyour roller cam for an exchange cam for $100.00 + shipping and handling plus any additional repair charges to the cam youreturned. Installing one of our complete roller cam kits makes avery difficult and frustrating process easy and relatively uncomplicated. We offer all of the special tools(see page 13) needed to assemble your roller cam kit. We have a grindfor every type of racing or horsepower need. Our sales and tech staff is prepared to assist you with any questions youmay have.
Roller Cam KitRoller Cam Kit
Our regular flat tappet cams are dyno tested and raceproven. Many of our popular cams are listed in thechart on the next page. If you cannot find what youneed, call us and we will assist you in every waypossible. Cast cams, either hydraulic or solid lifter, aresold seperately or in a cam kit. Cast cams sold sepa-rately come with assembly lube and set up and break-in instructions. Cams sold separately do notcarry a one-year warranty. Cast cams purchased in our regular cam kit include a one year limited lobe wear warranty (cam only).(See camshaft warranty on page 43.)
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Regular Cam KitRegular Cam Kit
Joe Lemay’sPro-4 Modified
Oversized Silicon Bronze Cam BearingsAllows for broken cam towers tobe strapped (welding required)bored .020 over stock diameterand sleeved with a highly wearresistant material. Requires linehone after installation. For castiron and Aluminum heads. Part# M2438E (.02” oversized)
Part# M2437E (Std. O.D.)
2300cc Cam ChartCam # Dur.@
--General Camshaft Purpose--Call For Specific Cam Recommendation Power Range
Solid Lifter Flat Tappet 2300cc2267* 437/463235/243 232/242 110 Slightly Modified, 5200 Carburetor 2800-68002270 468258 312 107 3500-77002275 530265 305 115 3800-78002269 500266 305 110 4000-81002252 518277 310 109 Billet Rods, Ported Head, Big Valves, 500 Carb 4600-83002271* 560284 320 109 Hi RPM Circle Track w/ Stroker or Drag Racing 6000-8500
Hydraulic Lift Flat Tappet 2300cc2259 400255 300 110 Modified Stock with .400 Maximum Lift Rule 3000-60002261 486/487229/240 270/286 117 Spirited Street, Stock Head, 5200 to 350 Carb 1800-5500
2266.5 500/516241/250 286/297 116 Low RPM Circle Track Cam, Hot Street/Strip 2200-65002270 468258 312 107 High RPM Oval, Mildly Modified Head, 350 Carb 3500-7500
4600-83001216 560284 320 110 Hi RPM Circle Track w/ Stroker or Drag Racing 6000-8500
Roller 2000cc1225 650260 288 109.2 4500-78001221 615272 310 103 4800-80001222 645280 318 110 5000-82001223 610286 324 107 5500-85001226 650/625280/270 319/310 111.1 Hi Speed, High Banked Paved Track 5800-88001227 615/620290/270 280 112 Hi Speed, High Banked Dirt Track 6000-9000
Circle Track Cams - Call For EngineSpecifications and Recommendations
1224 610312 335 109 Hi RPM Drag Racing 7000-10,000
Circle Track Cams - Call For EngineSpecifications and Recommendations
Cam Kit RegularCast Camshaft**
Rocker ArmsDual Springs
Roller Cam KitsBillet Roller Camshaft
Roller Ex. ValvesRoller Int. Valves
Roller SpringsRoller Retainers
Valve SealsRoller Rocker Arms
Cam Tower Straps
Long Mouse Trap Studs
3220 Mouse Trap Springs Set
4506 Valve Guides Set
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Most 2.0 Cams are sold on a special order basis.Please call for availablity.
Fred Olson’s Esslinger Powered Hydro
*Select from cam list
*Select from cam list **No warranty on regular 2.0 camshafts
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Aluminum D-PortAluminum D-Port
SVO Aluminum HeadSVO Aluminum HeadAfter years of testing, we at Esslinger Engineering havedeveloped a line of aluminum cylinder heads to suit everyapplication. From turbo charged street cars to tube chassis race cars, we have a head package to fit yourneeds. SVO and ARCA aluminum heads are CNC portedto our exacting standards, and come either bare, ready toassemble, or fully assembled and ready to bolt on. Allheads come equipped with high performance oversizedstainless valves and your choice of camshaft. Let ouryears of experience get you on the fast track to winning.
The Esslinger Aluminum D-Port head is a performance replacementfor the nearly extinct cast iron head. Unported, this head out flows a
fully ported cast iron head. • Available in hydraulic and solid lift apps• 30 lb. weight savings over cast iron• Redesigned water jackets for better cooling properties
• CNC machined combustion chamber•Machined for oversized valves (stock valves available upon request)
• Package includes heavy duty springs, retainers, and keepers
Ford Racing part# M-6049-E23A
Applications Include:•Turbo apps•Mini / Pony Stock•Off-Road Truck / Sand Rail•Tractor Pull•Hot Street Car
Applications Include:•Modified Circle Track •Serious Off-Road Racing-From Pro-4 to Midgets -CORR and SCORE Classes
•Hard Core Sand Rails •Hydroplanes-Up to 900 H.P.!
•Ultimate Turbo Street Cars
Call For Pricing
Neal Westfall’s SVO Road Racer
The 2.3 A.R.C.A. is our most potent head. Developed for theA.R.C.A. Truck series, this head borrows heavily from the tech-nology of our midget program. Features included aresuper hi-flow square exhaust ports and a space-agecombustion chamber design. This head is completelyCNC machined and CNC ported for unparalleled flow.Standard A.R.C.A. heads include your choice of camand severe duty stainless hardware. Intake andexhaust valve diameters are 2.020 and 1.600 respec-tively. Standard A.R.C.A. heads come equipped withvalve springs that can withstand 9500+ RPM. We also offera Titanium package derived directly from our race proven midgethead that ensures an RPM range of 10,000+. Don’t get beat! Giveyourself the power to pass with the cylinder head of the future!
A.R.C.A. HeadA.R.C.A. Head
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Services included with iron head:•Hot Tanked and Magnafluxed•Intake ports reshaped to equally flow and spiral polished•Exhaust ports are reshaped, flowed and highly polished•Combustion chambers are recontoured, polished and equally cc’d•Valve seats are cut and finished for our large valves•Oversized stainless valves included
Cast IronCast IronIt is widely known that the greatest improvement in thepower of an engine is produced in the head. Let ourtalented head porting department get to work for you.Esslinger Engineering has been working exclusivelywith the 2.0/2.3 iron head since their introduction in1971. Since then we have accumulated a wealth ofknowledge along with our own tricks that can makeyou a track champion. All iron heads come fully portedand polished, with your choice of cam type and hard-ware. Let one of our qualified sales staff assist you inchoosing the correct components to get you to thefront of the field.
Applications Include:•Mini / Pony Stock•Off-Road Truck / Sand Rail•Tractor Pull•Hot Street Car
Jim Kellog’s Esslinger Powered SCCA car
Used to lengthen the valve to achievecorrect valve train geometry. We havethree different tips to suit your application.
#E1210 (2.0) Lash Cap .050 Thick#E1428-5 (2.0) Profile Tip Roller Only#E2284 (2.3) Lash Cap .100 Thick-Nonroller#E2285 (2.3) Profile Tip Roller Only
#E3206* Dual 2.3 Hi-Lift Roller (Alum. D-port Only)#E3207* Dual 2.3 / 2.0 for Flat Tappet Camshafts#E3209* Dual 2.3 / 2.0 for Roller Camshafts#E3210yp* Dual 2.3 H.D. for Hi-RPM Roller#E2280 Single Spring 2.3 H.D. for Stock Retainers#E2281 Single Spring 2.3 for Stock Replacement (up to .550” lift)
• Drastically Increase Your RPM Range!• Allows for a Wide Selection of Machanical and Roller Cam Applications • Allows for Precision Lash Adjustment• Esslinger Cutting Tools Make it Possible to Machine Your
“A”=Overall Length - From first header flange bolt hole to end of collector.“B”=Height - From rocker cover rail to top of primary tubes.“C”=Height - From rocker cover rail to top of collector“D”=Width Outside - From head to outside of primary tubes.“E”=Width Inside - From head to inside of primary tubes.
2.3 Header FlangePart# E2171
2.0 Header FlangePart# E1170
ARCA Header GasketPart# M2158-G
Thunder ValleyHeader Gasket
For those who use Weber carburetors, we offer two
manifolds that utilize 45mm,48mm, and 55mm
•CORR/SCORE Series(2.3 Weber manifolds require a crankfire ignition)
Aluminum Head FuelInjection System
Includes:Aluminum ManifoldHilborn ButterfliesHilborn Barrel ValveHilborn NozzlesPart# E2728(call for details)
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Our Competition Holley Competition Holley manifolds have been designed for serious circle track performance. These mani-folds will put you a step ahead of your competition, and our customers have the wins to prove it.
Features Include:•Large raised plenum for increased air flow and fuel atomization•Carburetor is turned sideways to provide efficient air and fuel distribution•Runners distribute fuel and air evenly to each cylinder•Additional carb spacers available (see page 16)
Part# E2727K (SVO)Part# E2727A (ARCA)
2.3 Holley Manifoldfor a cast iron head
(D-Port or Oval Port)
2.3 Holley Manifoldfor an aluminum head
2.0 Holley Manifoldfor a cast iron head
Weber Dual Side Draft
Weber Dual Down Draft
83’-85’ Ranger 2.3 Manifold•Machined for Weber 5200 Series •Holley 350/500 will bolt on with E3339 adapter (page 16)
•Will fit only round port heads
Note: Holley Manifolds are not recommended forStreet, Off-Road, or Buggy Applications
Part# E2725 for Esslinger Aluminum Head (use E3365 Linkage Kit)
Part# E2329 for Esslinger Alum. HeadPart# E2331 for Cast Iron (D-port or Oval)
Weber Linkage Kits:Part# E3364 - For 44mm Carbs
Part# E3364-5 - For 48mm Carbs
Injection Stacks Not Included
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MikunisMikunisThrough years of research and testing we have
developed a carburetion system utilizing four Mikunicarbs that are nearly untouchable in almost all forms ofracing. These carburetors were originally developed foruse on dirt bikes and snowmobiles, making them ideal foroff-road and dirt oval racing. Our Mikuni assembly pro-duces more torque than a standard two barrel carb, pro-vides a smoother power curve and is easily adjustable to suit your application.
Our Mikuni assemblies come complete with an alu-minum manifold, a heavy-duty four-into-one cable mounted to the manifold, rubber mounting flanges, fourpre-jetted modified Mikuni carburetors, four washablegauze type air filters and a one-into-four fuel block alongwith detailed installation instructions.
Oval38 mmD-Port38 mmOval44 mm
D-Port44 mmAluminum Head44 mm
Port TypeSize Part #
Round44 mm E13452.0
Reference ChartReference Chart
(Note: 2.3 Assemblies must use crank fire ignition)
(Throttle pedal to carb cable must be fabricated by the customer.)
2.3 Cast Iron Asse
2.0 Cast iron Assembly
1 into 4Fuel Block
K & N Air Filters
Part# E1387 (44mm)
Part# E1386 (38mm)
Replacement CablesPart# E1327 (38mm)
Part# E1327-5 (44mm)
Fuel Injection Fuel Injection Adapter for Esslinger Adapter for Esslinger Aluminum HeadAluminum HeadBolt Your Stock 2.3 Fuel Injection toan Esslinger Aluminum Head. AllNeccessary Hardware Included.Port Matching Available.
Holley Electric Fuel PumpHolley Electric Fuel PumpThe perfect electric fuel pump for your2.3, the Holley is adjustable with anincluded regulator from 4.5 to 9 PSI.This pump will run on any 12 volt system. 100GPH@9PSI
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Carb Spacers and AdaptersCarb Spacers and Adapters
Part# E27401” Adapter
Part# E27412” Adapter
Part# E3339-5 (2.3)Part# E3339 (2.0)
Fuel PumpsFuel Pumps
Hi-Volume Mechanical Fuel PumpHi-Volume Mechanical Fuel PumpHi R.P.M. 2.3 race engines need more fuel than a stock pump
can supply. Our hi-volume heavy-duty mechanical fuelpump will give you the fuel you need to achieve maximumoutput from your engine.
Adapt a Holley carb to your stock 2.0manifold with our 1” adapter.
EFI EFI AdaptersAdaptersThese carburetor adapters allow you to bolt aHolley 350 or 500 onto the lower half of 86’-88’ EFI Ranger, Mustang, or any EFI turbo2.3 manifolds. Available in 1” or 2” heights to suityour application.
Add plenum volume to any Holley mani-fold with our 1” carb spacer. Speciallydesigned for improved air flow and fueldistribution.
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Many More Weber Models Available on Request!
With the exception of the Stage 2 and 3Holleys, all carburetors on this page are
Holley Reference Chart
Weber Reference Chart
Power ValvePart#E3330 Off-Road
KitPart#E3338Holley 350 & 500
Holley Stage 2 & 3
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Cam Tower Straps•Eliminates Cam Tower Cracking•A Must for any High Lift Roller Application•Detailed Installation Instructions Included (welding required)
Part# E1205 (2.0)
see page 28
Part# E2814 (2.3)Part# E1540 (2.0)
E2500 - 2.3 Custom Ring Sizes Available (Pre Paid)E1506 - 2.0 Custom Ring Sizes Available (Pre Paid)
Part# E2229 (2.3)
Ray Arnold’s EsslingerPowered Vintage Midget
Pilot BearingPart# E3117see page 4
Heavy-Duty Pinto/MustHeavy-Duty Pinto/Mustang and ang and T5 Pressure PlatesT5 Pressure PlatesProvides 25% more pressure over stock plate. Great foroval track applications.Weight- 11 lbs.Part# E3121 (Pinto/Mustang for 8-1/2”Disc)
Hi-Torque StarterHi-Torque Starter•1/2 the Weight of Stock Starter•250% More Starting Torque•Draws Less Current•Compact and Sure Start Solenoid
Part# E3112 (Fits 2.0 & 2.3)
(Uses Stock T.O.B.)
Part# E1112 (2.0) (Rep Disc #3135)
Part# E1111 for 8-1/2” Disc (2.0)
eXtreme Direct IgnitionElectromotive’s patented advanced digital ignition controlresides inside the new XDI, the most powerful stand-alone ignition available. With an amazing 0.1º degree tim-ing accuracy, the XDI assures optimum resolution. Theadvanced coil-charging scheme delivers the highest pos-sible Spark Output regardless of RPM. The 60 tooth cranktrigger wheel replaces that mechanical distributor plaguedwith timing slop (cap and rotor wear) and eliminates sparkscatter due to gear lash, chain stretch etc. Our kitsinclude XDI ignition unit, XDI coil, pulley kit, and sensor.
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XDI WiresXDI Mount Kits#E1629 (2.0)#E2623-5 (2.3)#E2623-7 (2.3 Roundtooth Upgrade)Includes Mount, Studs, and Nuts
XDI Pulley Kits#E1628 (2.0)#E2623 (2.3)#E2622 (2.3 Wide Belt Roundtooth Upgrade)#E2624 (2.3 Dbl Groove Power Pulley)Includes Mount, Studs, and Nuts
XDI Sensors#E3624 (2.0 not pictured)#M4739 (2.3)
Kenny Smith and Jim Warden Fight for First in TheirEsslinger Powered Pro-4 Ministocks
MSD Billet distributors are the finest performance and rac-ing distributors available. Every feature is designed to pro-vide the best in performance and endurance to top offyour ignition system. MSD Distributors use a high outputmagnetic pickup to trigger the ignition system . This pick-up is completely maintenance-free requiring no adjust-ment ever.
Proven on asphalt and dirt ovals, roadcoarses and drag strips, these state-of-the-art racing seats can be an excellent cock-pit performance booster. Call for details.
Custom built cages available for early and late model Mustang, Pinto, and Capri chassis.
Made from 11/2” tubing
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Safety EquipmentSafety Equipment
High Density Roll Bar PaddingHigh Density Roll Bar Padding•Made from melt resistant materials•Half-circle design mounts easily with selfadhesive backing
Kirkey 10 Degree SeatKirkey 10 Degree Seatss
Bell Housing ShieldBell Housing Shield
Part # Color
Part # Color
E3151 (Pinto Bottom)E3151-8 (Mustang Bottom)
Part# E6230 SeriesSpecify Color
Part# E6230 &E6250 SeriesSpecify Color
Gabe Brown’s 3sec@100mph Sand Dragster
Pinto to VW TPinto to VW Transaxle ransaxle Adapter KitAdapter KitBolt a 2.0 or 2.3 Ford S.O.H.C. engine onto
any VW transaxle. Enjoy the 100+ horsepowerthese engines produce stock. For serioussand toys, below are some suggestions thatcan turn your rail into a fire-breathing, sand- spitting, all-out competition beast!
This kit includes aluminum adapter plate,steel billet flywheel, and bolt/stud kit.
E1110K - 2.0 KitE2111K - 2.3 Kit
E1110 - 2.0 Flywheel OnlyE2111 - 2.3 Flywheel Only
E3101 - Adapter Plate OnlyE3123 - Bolt/Stud Kit
E3117 - Pilot Bearing
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For use with your 12 voltVW starter, VW 200mmclutch, and VW pressureplate!
Esslinger Esslinger All All Aluminum EngineAluminum Engine
Part# E2843K (2.3)
Part# E2843-5K (2.5)
Short BlocksShort Blocks
We build custom short blocks to suit your application.Call for pricing and availability.
Ministock Short Block
For over 30 years, we at Esslinger Engineering have supported those of you who have chosen to go racing with the 2.3/2.0 four-cylinder engine with the best racing advice and technicalinformation available. We will help you tailor your racing effort for your specific needs. The fact thatyou are reading this catalog suggests that your budget is not unlimited. We can help you get the most for your money.
If you want to be competitive, here are some simple tips:
1. Look around: See what is winning and improve on what is working at your specific track. Example: If the winners are all running 2.3 engines, then you may not want to run a 2.0.
2. Spend money first on parts that keep you in the race - good rods, pistons, oil pan, etc…
3. Next, invest in the components that will help you run up front - headwork, cams, carburetion, headers, etc…
4. Routine maintenance is very important to your engine program. Have a list of things to check after each race - oil filter, compression or leak down test, valve adjustment, point adjustment, timing, etc… Do your mainten- ance early in the week so if you need something you won't have to pay expensive overnight shipping fees.
5. The final thing to consider is spare parts. Even the best components can fail under the stress of High RPM racing. Planning ahead can help you avoid sitting at home or sitting on the trailer.
The Cylinder HeadConsidering that most of the power potential is found in the head, the head is the most important area to improve. Highpower output is the result of increasing the dynamic airflow path through the engine, getting air in and out of the engineas efficiently and effectively as possible. Basically, anything that is done to increase the overall efficiency of the airflowpath will result in more power. The airflow path deals with several parameters: carburetor CFM size, restrictor platediameters (if required), intake manifold plenum and runner designs, intake ports, combustion chamber contouring andvalve size, exhaust ports, header size, tailpipe lengths and the entire valve train assembly. For the engine to performcorrectly, each and every one of these items must be carefully considered for maximum efficiency and power in theengine.Porting and PolishingThe best advice we can give to someone who wants a ported and polished head is to have the work done by an experi-enced shop that specializes in the Ford four cylinder head and can port, flow bench test and Dyno the engine. If theycannot do all three steps to insure that the work they do really makes power, keep looking. The only advice we can giveto someone who wants to do his own headwork is, "Forget it!" You just cannot learn what you need to know by readingbooks or magazines! Port work is no place for an amateur; it's just too easy to end up with a head that does not makegood power, or even worse, grinding holes into your water jackets. Head porting is a difficult art to learn and a great dealof hands-on experience is required. Many hours of port shaping, flow bench work, Dynamometer engine evaluation andcareful testing at the track are required to see if your work results in power. Massive flow does not necessarily equalpower or good results under racing conditions! Buy a ported and polished head from a shop that already knows how todo it right.
Steve Smith’s Book onMinistock Racing Technology
can be a great reference tool forbuilding your race car!
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The following list of heads can be used to help you select the right head for your application:
2300cc-Dual spark plug: 1989-On Rangers 1991-On Cars-D-Port, closed combustion chamber (heart shaped) 1984-1988-Round port, Ranger mostly used on 2.0L debored 2300's 1986-1988-D-Port, Open combustion chamber (D-Shaped) 1981-1984-Oval port, open combustion chamber (D-Shaped) 1974-1981
Identified By: Smooth rocker cover4 Cam towersHydraulic liftersDistributor located 5 inches from front of BLOCK
The Oval Port, open chamber head is excellent for totally stock classes, where no head modifications are allowed.
Milling to increase the compression is standard procedure; Call for recommendation.We do not recommend dome pistons to increase compression.Be sure to shorten the head bolts and 2.3 locator sleeves accordingly after milling and always clean out stud/bolt holes.
2000cc-Original round port pinto head 1971-1974
Identified By: Stamped ribs in the rocker cover3 cam towersSolid liftersDistributor located 1-¼ inches from front of block
Milling the HeadThe most important reason to mill your head is to increase the compression ratio. If you give us a call, we can help youdetermine how much to mill your head. We do not recommend the use of domed pistons to increase compression.
Caution: Be sure that your head has not already been milled.Measure from where your rocker cover sits on the head to the block mating surface:
2.0 Stock Length - 3.7282.3 Stock Length - 3.800
CAMSHAFTSCAMSHAFTSThe camshaft is the heart of these engines. We carry a large selection in order to help you dial in your engine for thetype of racing you do. Look at the cam charts in the catalog to see what is the best cam in your RPM range, or betteryet, call us. We look forward to helping you select the best camshaft for your application.
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VValve Talve TrainrainOversize stainless valves, good quality rocker arms, dual valve springs, chromoly retainers, viton valve seals, hardenedkeepers, and a correctly selected and engineered camshaft are required to build a dependable and reliable valve train.We offer all these components in a complete package that has been race proven to work well together.
Strong RecommendationFirst start by purchasing a complete cam kit engineered to work together as a total system. Make sure that the sellercan provide all the necessary components to insure a correctly engineered valve train.
Always use new cast, two-piece, rocker arms with a new, cast camshaft because they break in and become hardenedtogether. If you try to install used rocker arms on a new cam or install a used cam with new rocker arms, you stand avery good chance of experiencing quick and extreme wear due to the incompatibility of the degree of hardness betweenthe two wear surfaces.
Always number the rocker arms so they can easily be replaced in their original order.
We do not recommend using roller rocker arms on a cast cam because:One: Using a roller rocker arm on a cast cam will significantly change your valve train geometry. The contact patches
of the roller vs. cast rocker arms are considerably different.Two: Roller rocker arms have a hard metal roller, but a cast camshaft is made of soft material. Using a roller rocker
arm on a cast cam will wear very quickly.
This is critical-Make sure you get detailed instructions on how to install the complete cam kit.-Make sure the seller offers complete technical support to answer all your installation and troubleshooting problems and
questions.-Make sure the seller can provide detailed instruction on how to achieve correct total valve lift and correct valve train
Buyer Beware!If you buy items from different vendors, correct information may be learned through frustating and costly mistakes.
Recommended break-in procedure for Esslinger cast camshafts Important: Setup is critical on the Ford overhead cam enginesMake sure of the following:- During installation: Liberally coat moving parts with assembly lube.- Check valve spring height - see drawing #1.- Clearance between valve guide and retainer should be a minimum of .200" with the valve open. Clearance between
valve seal and retainer - .050" - see drawing #2.- Clearance between piston and valve should be a minimum of .090" . Check with cam and crank in sync. Also check
with the adjustable cam pulley at 6 degrees advanced and 6 degrees retarded.- Valve lift is correct per the cam sheet. Check lift at valve spring retainer with zero lash. If lift is correct, the cam lobe
will ride on the contact patch.- Set lash between rocker arm and cam.- Always use new rocker arms.- Apply assembly lube liberally to camshaft lobes.- Run for a minimum of 30 minutes non-stop @ 2500-3000 RPM.- Vary throttle occasionally to change oiling pattern and pressure.
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- Remove the cylinder head from the vehicle.- Remove the stock hydraulic lifters from the cylinder head.- Thoroughly clean the I.D. of the lifter bore and the O.D. of the sleeve.- -Apply a thin, even coat of Stud 'N' Bearing mount Loctite No. 2214.- Insert solid lifter sleeve into the hydraulic lifter bore, making sure it bottoms completely in the hole.- Shorten the hydraulic lifter bore bosses of the cylinder head by machining off .300".- M.T. Clips are installed toward the camshaft. M.T. Springs attach from under the clip with cut off ends toward cam andpointing up. Then spring goes up and over the rocker arm.- We recommend using loctite on the stud and jam nut, and toque to 60 ft. lbs. Use a modified 6pt flare-nut crowsfoot(sold through our catalog p13).
Correct Valve Lift Set-Up For Esslinger Cam KitsSolid Lifter and Hydraulic Lifter *
1. Solid lifter installed. *2. Valve, Valve springs, Retainers and Keepers installed correctly.3. Two rocker arms installed on #1 cylinder.4. Adjust solid lifter so that follower is at zero lash. **5. Dial indicator on retainer (same angle as valve stem) reset to 0.6. Rotate cam to maximum lift per the dial indicator - this will give you total valve lift (TVL).
-If TVL is within .005" of the camshaft spec sheet - that is o.k.-If TVL is greater (more) than the camshaft spec - then the valve needs to lengthened - (use a lash cap, and then
shorten the valve as needed.)-If TVL is less than spec sheet - then the valve needs to be shortened.-Proceed to the next cylinder.Note: The rocker arm ratio is constantly changing throughout the cam rotation. Generally, shortening the valve around
.050" increases the valve lift approximately .025".
*For hydraulic camshaft application use two solid lifters set up with the insert sleeve serration turned or ground down to slip freely into the lifter bore. Part #2288HYD.
** Lash is always checked between the follower and the base circle of the camshaft.
Note: (When using hydraulic lifters) - Once the TVL is correct following the procedure listed above, final lash must bechecked with the hydraulic lifters installed. Check lash as follows: Fully collapse the hydraulic lifters to get the oil out ofthem, insert in the lifter bore and install rocker arm. Collapse lifter side of rocker arm and check lash (between rockerarm and cam). Lash should be between .040" - .050". Shim or trim bottom of lifter as needed to achieve correct lash.
If this procedure is followed, and the TVL is correct and the cam and cam kit is designed properly, the geometry will becorrect.
(see page 13 for top end tools)
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Esslinger All Aluminum Adjustable Cam PulleyCam Degreeing Procedure:If the engine has a racing cam, greater accuracy can be obtained if it is reset to the cam manufacturer's specificationsby degreeing the cam using a dial indicator and a degreed crank pulley. When the cam is dead-on, a new index markcan be put on the outer pulley by using a sharp file.
Another equally accurate way to degree the cam is called The "E" bar (part# E3243, see page 13) method, as follows:1. Put crankshaft on TDC2. Lay an “E" bar, teetering it across #1 exhaust and intake lobes as they
form a shallow V.3. Have belt hooked up in approximate normal position.4. Loosen five bolts on face of cam pulley. 5. Rotate cam until the "E" bar is parallel with the deck of the block. Measure from the aluminum block down to the sur-
face where the rocker cover seats. When it is equal on both sides, and the crank is on TDC, the cam will be degreed about as closely as it can be.
6. Tighten the 5 bolts evenly. If 2.3 engine tighten center bolt also.7. Using a sharp punch, re-index the outer pulley at zero. Use the punch to make a mark on the outer pulley, lining up
with the zeromark on the cam pulley inner.8. Each mark equals 2 crankshaft degrees.9. Putting the index line, on the outer pulley, between the marks on the inset allows you to advance or retard the cam in1 degree increments.10. At the track loosen the 5 bolts on the pulley, then put a wrench on the crankshaft bolt and move the crank to
advance or retard the cam.11. Remember, advancing the cam gives the motor more punch and retarding the cam gives top end speed.12. We do not recommend more than 6 degrees advance or retard.
This procedure may sound too simple, but it is the method we use and recommend.
BLOCKSBLOCKS- Hot tank and high pressure steam clean- Magniflux and pressure test- Align bore and/or hone mains- Square and deck block- O-Ring block (.039" music wire, just outside of fire ring, up .005" to .008".)- Bore and hone cylinders with a torque plate. Finish hone using a sunnen 400 grit stone and plateau brushes.- Clean thoroughly before assembly
Note: Provide your machinist with a sample piston & piston sheet so he can achieve proper piston to cylinder clearance.
A sunnen CK-10 type power hone is highly recommended.
Important: Be sure to remove the P.C.V. baffle that is located directly under the crank case vent. The reason forthis is that during block machining that baffle will collect damaging metal debris, and even after thorough cleaning canrelease debris into the oil and then bind your oil pump. It may be re-installed during engine assembly.
The reason for O-Ringing the block is simple: "Contain" the stamped steel fire ring of the head gasket. The fire ring willadequately seal against combustion leakage. But failure will occur if the fire ring begins to move because of excesspressure caused by higher compression, better airflow, bigger cams and increased engine speeds. The O-Rings needto be outside the fire ring and will nearly touch each other between cylinders.
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Crank Preparation- Magniflux for cracks- Have it turned .0105" under on mains and throws- Radius oil holes, micro polish- Balance
Recommended RPM Limits:7800 Stock 2.3 Crank9800 ADI Stock Stroke Crank9000 ADI 2600cc Stroker Crank8000 ADI 2850cc Stroker Crank9000 Stock 2.0 Crank
Make a Note: 1990 & later Crank main journals are smaller than early model 2300cc engines.
Stock Rod Preparation- Magniflux for Cracks- Side Grind/Polish the Beams- Shot Peen- Install heavy duty rod bolts- Resize big end- Recommended: Bore and bush small end for use with full floating pins
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Recommended 2.3 Head Studs, Main Studs, Studs and Straps
Installation Procedure2.3 Head Studs1. Remove head bolts2. Apply red loctite to threads.3. Install studs in the block.
Double nut studs.Torque to 10 foot-pounds.
4. Reinstall head.5. Apply motor oil to threads - Torque to 90 lbs.
2.3 Main Studs1. Remove main bolts and caps.2. Apply red loctite to threads.3. Install studs in the block.
Double nut studs.Torque to 10 foot-pounds.
4. Apply motor oil to threads - Torque to 90 lbs.
Main Studs and Straps1. Remove main bolts and caps.2. Mill or surface grind caps - 0.100 past nut spot face.3. Apply red loctite to threads.4. Install studs in the block.
Double nut studs.Torque to 10 foot-pounds.
5. Apply motor oil to threads. - Torque to 90 lbs.
Note: ***Must be align bored and/or honed.******Rear main is not strapped***
2000cc head bolts use: Snap-On: 1/2" drive, 12mm hex drive part #STSM12A.
IGNITIONIGNITIONDistributorsStock distributor should work well to approximately 7000-7500 RPM.Dual point distributor should work well to approximately 7500-8000 RPM.Unilite distributors will work well to approximately 8000-8500 RPM, MSD Distributors will reach 9000 RPM,XDI crank fire ignition to 10,000+ RPM.
Suggestion: Total advance spark timing should be somewhere between 33 and 38 degrees. As a general rule, long rodengines seem to like a bit more timing, somewhere between 38 and 40 degrees. Check total advance with engine running at about 3500 RPM.
Spark Plugs2.3 Champion RS9YC2.0 Champion F9YC
Aluminum Head: Gasoline - NGK D7EA, Alcohol - Bosch XR2CSSuggestion: Spark plug gap for all spark plugs = .030"
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CARBURETCARBURETORSORSCarburetor basic starting point suggestions. These are just recommendations to start with, you will need to experimentfrom there.5200 Weber- Drill accelerator squirter hole to 0.030"- Remove the jet in the secondary and place it in the main. Measure the size of the original secondary jet. Then select
a number drill that is two sizes larger than the original secondary jet size. Use that drill to drill out the old main jet. Place the drilled out main jet in the secondary.
350 Holley- 68 main jets- 35 Power valve- Holley off-road kit
500 Holley- 70 Main jets- 35 power valve- Holley off-road kit- If consistently fluttering out off the corners: use a holley power valve block-off and go up 2 sizes on the main jets and
change accelerator pump cam.
If you are experiencing problems with fluttering or loading up in the corners.Step One: Install an off road kit(spring loaded needle/seat and vent whistle). Part#E3338Step Two: Experiment with accelerator pump cams to lower the volume of fuel.Step Three: If you replace the power valve, use a power valve block off (part# E3331) and go up two jet sizes,
after steps one and two.
WATER TEMPERATURE: Measured at the point where the coolant is returned to the radiator.1500 Cold190-2000 Good230-2400 Trouble
We suggest a 5/8" restriction on the water outlet of the head (part# E2856 see p.2) This restriction creates pressure inthe block, and that pressure raises the boiling point of the water and slows the water through the block and head, downenough to let the water absorb heat.
Over-heating problems in a car that has been running- Look For:- Cracked block or head causing compression pressure to go into the water jackets.- Blown head gasket- Piston too tight causes friction or binding- Too much or too little timing +or- 10 degrees- Suggested timing: 2300cc - 36 degrees- Not enough oil clearance causing oil temperatures to shoot up and causing water temperature to increase.- Radiator too small - V-8, 3-core recommended
Over-heating problems in a new car or running a new motor- Look For:- Radiator water level at or below the height of the head, causes air pockets in the head. You need to bleed the air
out of the head from a spot higher than the radiator.- Radiator too small - V-8, 3 core recommended. Look around to see what your competitors are using.- Engine is pushing water out of the over-flow hose. This is usually caused by a bad radiator cap or compression is
leaking into the water system from a cracked block or head or a blown head gasket.- Inadequate fan or air ducting.
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The oil pressure we recommend for most racing engines is 50 to 70 pounds hot at racing speed.
@7000 RPMMaximum Oil Pressure 70 psi - Engine at racing temperature, throttle wide open.Minimum Oil Pressure 50 psi - Engine at racing temperature, throttle wide open
Excess oil pressure does three things:1. It wastes power.2. It raises the temperature of the oil.3. It puts extra strain on the oil pump drive components.
Oil Temperature180-1900 Good250-2600 Danger (Oil Cooler/Heat Exchanger kit recommended - Part# E2660K - description on page 2)285-3000 Big Problems - Oil breaks down very quickly and soon will become vapor.
We don't like to see the oil temperature exceed 250 degrees and prefer to have the oil temperature stabilizearound 220 degrees. An oil temperature gauge is a very good investment because it will show if you need to do some-thing extra to cool your oil or keep it at a reasonable temperature. Also if the oil temperature raises or jumps up morequickly than normal, it can indicate eminent bearing failure. Another thing to consider is that you don't want to run the oiltoo cold - under 150 degrees. The oil doesn't lubricate very well and foams very quickly. To minimize oil related failuresit's important to warm the oil before running the car at high RPM and high horsepower levels.
Oil Pump Drive System
One of the few "weak links" in the Ford 2.3/2.0 four cylinder engine is the oil pump/distributor drive system.Proper oil pressure is necessary for durability, but is hard on the stock pump drive. If you are going to run the stocksetup, try to stay away from oil pressure spikes by warming your engines slowly. Keep RPM's down (under 2000) forthe first few minutes and do not free rev the engine until the engine is quite warm. Cold oil does not flow very well andpressure spikes of 120 + psi at the pump (not necessarily at the gauges) can mean instant failure for your intermediateshaft, distributor gear or drive pin. (There is a bulletproof alternative, (part #2198K billet intermediate shaft and bronzedistributor gear kit), because even if you’re careful and do everything right the stock parts can fail and cause consider-able headaches.)
Recommendation: We replace the standard distributor roll pin with the following: 3/16" by 2" long grade 8 allen boltmodifies as follows:- Grind down the head so it looks like a nail.- Cut the threaded portion of the bolt off, so it is just longer than the diameter of the distributor gear. (approx. .800")- Drill distributor gear and distributor shaft so that the pin will fit with a little interference.- Center - punch the end so it won't fall out.
OILOIL PPANSANSControlling the oil that is in the pan and keeping it off of the crank, and other rotating parts, can gain you 5 to 10 easyhorsepower and can significantly extend your engine life by holding and trapping a consistent supply of oil around thepick-up. If the oil supply is ever missing, just one gulp of air can end your night. Intermittent oil supply and a few gulpsof air and bang, your bearings go up in smoke. Good oil pans are not cheap, but they are worth the investment.Oil pick-up should be 1/8" to 3/16" from the bottom of the pan to the bottom of the oil pick-up. Crank shaft to oil panscraper should have 1/16” to 1/8” clearance.
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Dry-Sump OilingA dry-sump oiling system is preferred for high performance engines because it is very reliable and provides a consistentsupply of oil to the engine. The advantages of a dry-sump system are obvious: constant oil supply, easily adjustable oilpressure, horsepower gains in racing conditions and a lower available center of gravity. This adds up to a more reliableengine package. The disadvantages are: greater initial cost (expect approx. $2500.00+), more complicated plumbing,messy engine changes, more weight. Your budget and application will determine for you if you need to consider a dry-sump system.
FINALFINAL ASSEMBLASSEMBLYYPre-assembly of an engine is an important step not to be overlooked. If you do not own proper measuring equipment,plasti-gauges will give you a fair idea of your bearing clearances. Knowing what your engine clearances are will elimi-nate or help answer important questions such as: Where did all the oil pressure go? Was there a mis-match of compo-nents? Other important things to check in pre-assembly are: Deck height, valve to piston clearance, valve relief loca-tion, rod clearance in block (stroker engines), etc. Remember that what you do not know can and will hurt you!
Take the time to Loctite and/or safety wire all important nuts and bolts. Inline four cylinder engines vibrate in high fre-quencies that tend to loosen even the tightest of fasteners. Note: Follow manufacturers specification on critical compo-nents - rod bolts, main bolts, etc.
Because the center cam pulley bolt doubles as an oil galley plug in the 2.3 engines, install it with two rounds of teflontape three threads back from the end. This will adequately seal the oil leak and keep you from thinking you have a camseal leak.
A thin coat of red loctite around the cam and main seals will insure that they do not blow out under High-RPM stress.
Be sure to use the stock belt guide plate on the crank in front of the cam belt drive gear. If the cam belt runs off the campulley you may have a bent belt tensioner or you may have installed the crank gear backwards. Also in 2.3 enginesthere are head locator sleeves that should be placed around the front and rear head bolts. A cylinder head bolted oncrooked can cause the belt to "run funny". It can also cause your valves to miss the valve reliefs. Note: Locator sleeves must be shortened if the head or block has been milled.
Silicone (red, blue or clear) makes an excellent seal and can be used in place of some gaskets, (intake manifold,exhaust manifold, etc.). But silicone sealers should never be used in or around carb and fuel systems!
If you have a leak down tester, you can check an assembled engine for leaks. 3 to 5 psi pressurized into the rockercover will show you leaks in the rocker cover's gasket, pan gasket, main seal, oil pan cracks, etc. A little time spentbefore the engine goes into the car can save you many hours chasing and fixing leaks that are almost impossible to findlater.
Pre-oiling a new engine or one that has been sitting for very long is a must. Find an old distributor, remove the shaftand you can run your oil pump with a hand drill. By pumping your oil up before starting your engine the life expectancyof your engine will be greatly improved.
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Caution: Never turn a crank backwards.
CAMSHAFT LIMITED WARRANTY
One Year Limited Warranty
Esslinger Engineering warrants 2.3 cast rocker arm camshafts only, originally purchased in a kitform, against excessive lobe wear for one year from date of original purchase. This warranty is validonly where complete Esslinger cam kit parts were used, Esslinger Engineering installation instruc-tions were followed and proof of the kit's purchase are verified. This limited warranty is for one year,one time only, on the camshafts only and again on camshafts originally purchased in EsslingerEngineering's cam kits. Camshafts not purchased in Esslinger Engineering cam kits, at the time oforiginal purchase, are not warranteed. No exceptions.
If you encounter a problem with excessive wear on an Esslinger Engineering camshaft originallypurchased in a cam kit, we urge you to call us before the item is returned. Be sure to include yourfull name, customer number, a copy of your invoice, address and daytime telephone number.Return the camshaft and affected rocker arms freight prepaid, where, at Esslinger Engineering'soption, repair or replacement of the camshaft only will be accomplished at no cost to the originalpurchaser and returned to the original purchaser, freight collect.
Defacing any numbers on the camshaft will void this warranty.
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SALES POLICYPlease read this before ordering. Do not order parts that you do not intend to keep. Additional time is
required to receive, inspect, inventory, restock and issue credit or refund checks. These operations costmoney. To offset the direct cost of handling returned merchandise that has been correctly shipped byEsslinger Engineering, a 20% restocking fee will be charged on all returns. Permission for returning mer-chandise must be obtained in advance and a return number will be issued. Refunds or exchanges will not bemade later than 30 days after the purchase. Electrical parts are not returnable.
Except as specifically stated in this catalog, parts listed herein are not intended for use in any vehiclesoperated on public streets or highways. Unless a part is specifically designated as a stock replacement, itsuse in a vehicle operated on a public street or highway may be unlawful. As an express condition to the saleof any and all merchandise listed in this catalog, the buyer shall assume all responsibility for compliance withany and all applicable federal, state and local laws, statutes, rules, regulations, ordinance or other enact-ments pertaining to the operation of motor vehicles, whether on or off the public streets and highways.
Order Desk: Hours: 8:30am to 5:00pm Pacific Time - Monday through FridayLunch: 12:00pm to 1:00pm - Limited Staff
PRICES:All prices quoted in the price sheet are list prices and are subject to change without notice. Prices will bethose in effect at the time of shipment.
DEPOSITS:A non-refundable deposit is required on parts such as heads, stroker kits, and any special order items.
PRINTING ERRORS:Although every effort has been made to proof read all copy before printing, we do not accept the responsibili-ty for typographical errors either in content or pricing.
SPECIAL ORDER ITEMS:Any special order items are non-returnable.
FREIGHT CLAIMS:All merchandise will be considered to be delivered to the purchaser when they are placed in the hands of thecarrier and consigned to the purchaser. All claims of damage, destruction or loss must be made by the pur-chaser to the carrier. Customer will be held liable for any freight charges on refused packages.
LIMITED GUARANTEE AND CONDITIONS OF SALE:Esslinger Engineering guarantees the merchandise listed in this catalog conforms substantially to the descrip-tion. At our option, we will repair, replace or refund the purchase price of any merchandise found to be defec-tive in material or workmanship, prior to installation, subject to inspection of such articles, and provided weare notified of any such defect within thirty(30) days from the date of purchase. Permission for returning mer-chandise must be obtained in advance. There are no guarantees which extend beyond the description of themerchandise listed in this catalog.
Esslinger Engineering will not be responsible for any indirect or direct medical or legal expense, labor, towing,garage, repair, lodging or for any other incidental expense in any way attributed to the use of any item listedin this catalog. Furthermore, Esslinger Engineering will not be responsible for delay caused by the installationof any such item, or for delay caused by the necessity of replacing or repairing any such item.
As a further express condition of any merchandise in this catalog, the buyer assumes all risk of any damage,injury, delay, loss, inconvenience or legal obligation or requirement arising from the use thereof.
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Sales History- For Your Use
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Part# Part Description Date of Purchase Sales Person Invoice #
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