I need to learn about 2.8 Capri (US market) V6 engines !

I recently picked up a 2.8 Capri V6 engine and trans (entire drive line really for my project Austin A35.) I think that it's pretty much the same engine that came in the TVR Tasmin 280i and Mustang II, but not really sure. This one has a carb and manifold on it.

I know that parts can be scarce, but I found a couple of sources and have picked up a water pump (I never trust the water pumps on used engines,) and will most likely get the set of headers for it as well, more to cut them up and reconfigure them because of space limitations than for any power gain. I suspect that there's a way of improving the spark with a GM HEI module, but don't remember the wiring diagram link, other than that I'm not sure what else ought to be done or where to go for more info.

It runs well, shifts well, just wondering what I ought to know about this engine. Quirks, flaws, improvements, pluses, goods and bads, etc.?

I know enough about the small block Fords at this point, but nothing about this little guy and need some learnin' . . .

Thanks,

TC

Pertronix sells a magnetic pickup for the ignition to get you away from points. Crane sold cams for these engines, for some reason I cannot get to their website, but they had a pretty good range to pick from. From the factory there isn't a lot of compression on the table so I wouldn't go too crazy in that department.

What I don't know is if it used a nylon timing gear like the 2.6 did from the factory. I assume it did. If it hasn't been replaced, plan on doing that at some unexpected point; Sealed Power used to sell solid aluminum gears which aren't very noisy, especially with solid lifter clatter helping to mask the gearset.

Honestly I think these are pretty reliable engines if you can de-smog a little and have real metal timing gears in the thing.

Great tip about the timing gear, that's SURE to be a problem just waiting to happen. If I can't find the link to re-wiring the distributor for the HEI module, I was thinking of picking up an earlier points-style distributor and doing what you suggest with a Pertronix set-up.

Any other scary stuff like those nylon gears?

Try and find Sven Pruett's book on the Ford V6

Ford's German V6 used to be a popular conversion for Sunbeam Alpine owners. I drove one for 12 years and never had any issues engine related. My memory not being what it used to be, I don't recall many of the details about that engine but remember that mine had an Offy manifold w/ 2 barrel (I think!), custom headers, and a cam custom ground by an old machinist back in Denver, CO.

The link below will take you to a few articles on the Sunbeam Alpine Owners Club web site regarding the V6, one of which makes mention of V6 Jose, who is responsible for promoting the conversion in Sunbeams and had (maybe still does) have a Sunbeam specific kit. Obviously, his kit won't due you much good but contacting him may provide you with a lot more information regarding the engine. Sorry, but I don't have his contact info.

http://www.sunbeamalpine.org/index.php?categoryid=90

This motor began life as a V4.

Think Saab Sonnet!

http://www.summitracing.com/parts/ofy-6097dp/overview/make/ford

I personally wouldn't bother for that kind of money.

Again, terrific information. I think that this is going to work out for me. I suspected that the engine had is roots in the V4 Saab as it has that same balance shaft that I remember from the Sonnet.

As the engine is destined for my Austin A35, I'm going to stay with the two barrel for now, there's a ton of vertical room in the engine bay, so I may try one inch carb adapter and small four barrel as I get used to the car. I'd heard that the one inch increase would help with a little more torque. More torque is a lot like more cow bell, everyone just LOVES it.

Any info on the water pumps? I bought a replacement as I'd read that the bearings didn't last very long on the originals. There's also a weird housing at the end of the pump with outlets on it, any info on that little sucker?

Thanks !

TC

The outlet on the end is where the thermostat goes, I believe.

I thought we discussed these engines a little a while back. Maybe it was with someone else that had a friend with a TVR 280i? The 2.6 version of the Cologne V6 still uses the V4 exhaust manifolds... they sound unique.

Thanks Gang ! As always, great info, I'll post later when I begin to get things together.

TC

The German (Cologne) V6 is a pretty decent small V6 - it was used in lots of swaps way back when, and it is the same as the 280i engine except that engine has 160 bhp and yours has maybe 115 tops. That's still a lot for the A35. Should be perfect.

You could always swap a 4.0 from Ranger in it's place. Or can you use parts from the 4.0 to hop up the 2.8?

SAAB didn't make the engine... it was a Ford V4... http://en.wikipedia.org/wiki/Ford_Taunus_V4_engine

Don't bother with a small 4 bbl carb as without modifying the engine with a cam, head work, headers and an Offy intake your not going to see any gains over just using an adaptor to put a Holley 350 2 bbl. The preferred carb in Europe for the V6 is the Weber 38 DGAS. This is a 2 bbl carb with both barrels opening at the same time and what do you know the Holley 350 does the same thing, go figure?
Do get the book by Mr Pruitt. I have a copy and have built 2-3 of these engines in the past.

Yup, I'll pick up the book for sure. Not really interested in doing any performance up-grades on the engine right now. The only reason for the tube headers is that they'll be easy to re-configure to clear the steering box and such. If I could just use the stock cast iron ones, I would. Going to the Holley two barrel is because it's just been gone through and is perfect, otherwise I'd just keep the original Motorcraft. I have a Weber, but the mounting flange would require an adapter and I don't really like to use Webers that much as I haven't got the jet collection/selection to dial them in.

Fitting the Capri driveline into the Austin A35 is going to be enough of a task, anything engine up-grades will be well after the fact. I'm concerned with the various problems and failure points, but they seem to be much fewer than expected.

Thanks,

TC