Just curious. Anyone here modded or souped up their 2.8 V-6? Headders, cams, intake? What kind of performance did it get? Thought about the 2.8 and a 5-Speed as an alternative to a 2.3 with similar mods that is if it's possible to find a 5-Speed that's compatible. If not will a Mustang II 4-Speed set up cross over? I have a 72 2.0 4-Speed Pinto to work with.
I used to see a 70 something Capri tearing around here, it sounded great. My friend knew the guy and told me it was a 2.8 with a cam intake and headders.
Pretty sure it's going to be harder to find parts since the 2.8 is long out of production. Any ideas?
I think a V6 is a GREAT idea!!!
From Pintony
i used to have a 72 capri with the 2.6. had a 4spd., a 2.5" exhaust and most important; a turbo. what a gas!!!
Quote from: srt on November 19, 2007, 04:15:08 AM
i used to have a 72 capri with the 2.6. had a 4spd., a 2.5" exhaust and most important; a turbo. what a gas!!!
Hey SRT did you ever take your Turbo Capri to National trails in OHIO???
Howdy all,
The only down side to the 2.8 is the weight,( which places more on an already nose heavy car) . Parts, although getting rare, could be sourced through Capri club of North America, Or even MustangII.org as a contact medium. And of course, "across the pond " the V6 is alive and well, much like the 2.0l four.
This engine has a decent HP/ weight potential, but the pieces (aside from a Turbo install) to make HP are $ xpensive.
I still would love to have 2.8 w/ 3 Weber 44IDF and the usual mods, what a symphony that would make!
Check out the history of the Capri in BTCC racing in the 70's , the engines will just make you drool!
Oh the possibilities...
Pintosopher
Quote from: Pintony on November 19, 2007, 04:17:51 AM
Hey SRT did you ever take your Turbo Capri to National trails in OHIO???
no i never did, Tony. it was a southern california weekend-long-distance driver. i really liked it because it was a more comfortable and better handling (initially) than my pinto for 300-400 mile weekend trips. my girlfriend and i used to take these trips through so-caal down into the mountains east & north of san diego and down over into the desert.
there are some FANTASTIC roads inland down there
I always heard that the 2.8 was lighter than a 2.3 (?).
Bill
Greetings,
The real issues for the V6 vs L4 debate (if any) are the potential for reliable HP and the Weight issue in the stock location.
If you look at your Pinto with a four, from the exhaust side, the front axle centerline is almost dead center on cylinder #3. This is far from ideal for handling purposes for a road car. It requires stiff springs and Big sway bars to get the car to transfer weight in the corners without drama. Ideally the front axle centerline should be at Cylinder #1 or in front of it.
A V6 does move the #1 cylinder to a better location. but the engine requires a bit of modification to bring that HP to weight issue in line. Those costs aren't cheap. Pinto 2.0 & 2.3 parts are made in numbers much greater than the V6, in America and Europe, so the costs come down.
It's too bad that Emissions controls made these engines so sluggish that the cost of a V8 swap made the V6 upgrade a lesson in economics.
Weigh in with your thoughts, and opinions , all are relevant.
Pintosopher
My 2.8 1974 Capri. "now long gone" had the smoothest powerband!
I could go up through the gears and never feel like I needed more power.
From Pintony
Pintony,
The Capri was a much better example of Ford Eurotuning, My 1978 V6 Mustang II Cobra II was a automatic slug. I traded it in on a 1980 Monza Spyder Z24 with a Buick 3.8L V6 w 4speed, and had a ball. I know it's just a Vega underneath, but that V6 had torque and HP.
I still appreciate the Ford V6, but we don't get the Good stuff over here, like they do in Europe. Check out Capri club of Chicago for some cool pics of the RS Capri models.
I'm dreaming of a Weslake V6 tucked into my '72...
Pintosopher
This is a 69 TVR i restored for one of my customers it's a concourse quality SVRA driver with a 2.9 stroked to 3.4 Essex Aluminum heads Rick woods T-5 bellhousing .
Last outing at the chassis Dyno 384 Hp 374 TQ @ 8700..
Album..
http://good-times.webshots.com/album/558569390gAKDHO
(http://inlinethumb44.webshots.com/32491/2971438470038663969S425x425Q85.jpg) (http://good-times.webshots.com/photo/2971438470038663969EmhOHE)
(http://inlinethumb22.webshots.com/29909/2757054650038663969S425x425Q85.jpg) (http://good-times.webshots.com/photo/2757054650038663969ruFLRU)
Beautiful ! The next best thing to a Griffith 200 TVR with a Hi-Po 289 V8! But I'm sure it handles much better.
Pintosopher
Thanks.
It's a 69 Vixen with a M-2500 chassis a little stiffer up front, 67 Vette center sec 370 gear, SVO T-5 it weights 1760lb it's a handful!
Well it helps that I live in Sunny central California. I see 2.8s all the time at the bone yard. And I have a friend who has a few 4-Speed V-6 Mustang IIs in his shops yard rotting away. I know Racer Walsh has a few parts too. Oh I heard the heads off later sixes in the family like the 2.9-4.0 ports don't line up with the old aftermarket carbed intake manifold right? I know the old 2.8s have the crappy siamesed exhaust ports. Newer heads had more headder friendly exhaust ports. I also thought thy were no more heavy than the 2.3. I will go 2.3 and a 5-Speed if all else fails. I love 2.3s too. I just like the sound of the old mechanical cam V-6s. Also looked at modding a old carbed 3.8 Essex six with aluminum heads (love the cam and compression potential). But that's a real undertaking and I'm only looking for 150-200 HP with 5-Speed compatibility.
i think it was the 2.6's that had the siamesed ports. IIRC the 2.8 were separate. i put a 2.8 into a old ford courier and had to build some headers for that. it was a b@tch
SRT is correct, the 2.6 cologne V6 had Siamesed exhaust ports. The 2.8 and 3.0 were individual port heads. There were also restrictions in the type of heads and block if you wanted to interchange pieces.
Pintosopher
Suddenly down the road a V-6 75 Runabout shows up for sale... Ok questions now :) It's a running, clean title, kinda ugly, primer 75 hatch. 1. Do the 2.0 and 2.8 share the same bell housing bolt pattern. I want a stick shift and it might be simpler to put the V-6 in my 72 4-Speed trunk model. I have plenty of Mustang IIs around here to get flywheel/clutch parts from. One of the down sides I heard is that the 74 and up cars have stronger suspension gear (Spindles, control arms, bigger brakes) and that stuff will not retro-fit to the older car :( I also am kinda not sure I want to kill one to make the other "better" Am I sick? I'd gladly put the axe to a Mustang II to save a Pinto though. I already have a Pinto 8" in the garage so all I'm after is a running 2.8. Maybe I should look for 4-Speed Mustang IIs to kill. Still undecided here any way.
1. In your opinon what would you do? 2.0 is already there, runs good but is only 122 inches. Pros? Cons? Cheap HP Potential?
2. Opinions on my 2.3 situation? I have a 2.3 with a .420 roller cam. And happen to have a 2.3 Pinto headder never used. A little better at 140 inches. And already have a few parts. But it's not in the car and needs motor mount to frame changes. One pro is 5-Speed compatability, and easy to turbo.
3. 2.8? Ok I know the least about this motor. I have no upgrade parts for it and need to make more changes to my car. But it's got 171 inches and lots of potential if any one still has affordable parts (Cams, headders, rockers,) for it.
How about just using the V6 75 as a driver and do a swap later???
I thought about it but I have too many cars as is :) 89 Ranger daily driver. 72 Grabber Maverick. And the 72 2.0 Pinto. The car is for sale for $450.
I am interested in the car; Where are you located?
Bill
Greetings,
In regards to the question about the V6 4 speed, I'm not sure which gearbox the Mustang II used , I only saw automatic Mustang II in my travels. The Capri V6 used a different transmission than we used in the Pinto 4 Cyl and may have had a Different Bellhousing. There was a company that was in England that made special cast bellhousings to adapt the V6 to the "Hummer " 4 speed. I'm not sure if it was the Essex V6 or the later Cologne V6 .
Think parts availability before going to V6, Or find friends in the Capri Clubs in the US or Europe. It may be just as costly to go V6 as to build up a sweet 2.0 or 2.3L four.
Parts is parts...
Pintosopher
Thanks guys. In developing news I went and looked at and drove it today. It's rough, has a small dent on the upper passenger side fender (Hard to see) and missing some interior panels and carpeting. No radio, primer blackish, and non functional A/C. But it does have power steering and brakes both of which work (Brakes a little soggy) Lights and signals worked but inside blinker indicators did not work. OK the motor.... It ran. Had a moderate ticking sound seeming to come from the top of the motor. That might be a rocker out of adjustment since it's a solid cam. Might also have an exhaust leak. Car had some power but it was mis-firing bad even when warmed up. The A/C stuff was there but belts/hoses were gone. Needed alignment too. Had crappy rims/tires and the tranny shifted Ok. Had the 8" rear and is a hatchback. Guy wants $450 for it. Claims it has a clear title and it has 08 stickers on the plate.
For all interested it's on Craigs list and is in Fresno "http://fresno.craigslist.org/car/502565209.html"
I'd like to see it get a home. It's CA. Smog exempt :)
A few months of TLC and about a grand and its a runner.
Good luck. If any one needs any help let me know. I live nearby. Also keep me posted. I'll also go get it for someone it you live away from here. So it will not get sold out from under you. I can afford to risk $450 on a fellow PCCA member.
Thanks for all the help....
-Aaron
Did any one look a it? Or call the guy?
The Mustang II used the Borg Warner SR4 transmisson. It later metamorphed into the T4 and then the T5 transmission we all know.