Heritage " Ford Capri Mk1 Facelift 3000GT Resto/Mod

Use this forum to post threads of ongoing Capri projects and restorations.
Vermilion
Posts: 125
Joined: Fri Mar 03, 2017 8:03 am
Car(s): Ford Capri MK1 Facelift 3000GT - Now 2.8 Turbo EFI

Heritage " Ford Capri Mk1 Facelift 3000GT Resto/Mod

Post by Vermilion » Fri Mar 03, 2017 10:24 am

Little bit history about my car.

Car is manufactured in Halewood 1973.
Engine was 3.0 Essex, Cars original color was Leman's green.
Car had two or three owners before year 1983 when my Dad bought the car.
Car was really rusted and In horrible condition then. Pretty much whole floor needed
to be welded and spare tire holder was so rusty that it was removed. Lost of other metal
works was done then too. Car was painted with Candy red colour the same color it now.
It was daily drive car for like ten years to year 1989 when "horrible" 3.0 Essex time came to end.

Car was left to Summer holiday use in 1989. Before that 3.0 Essex was tuned with better camshaft and
headwork, high pressure oil pump. High pressure oil pump caused flood in upper section of engine.
Oil pump shaft axle snapped in two pieces, but that didn't break whole engine. Camshaft with tuning exhaust
gave maybe 20bhb with cost of horrible fuel economy. Car took normally about 10l/100km but after camshaft
change it took about 15/100km. Performance was not so much better at higher rpm, but in was quite poor at
low rpm. Type 9 V6 gearbox was installed to reduce fuel consumption but it didn't make much difference event
with 3.09 rear axle ratio. This engine also had power steering unit to make it easier to handle in cityes.
(I have that power steering kit still in my attic, even though engine was sold long time ago).

Then came a chance to get whole 2.8i injection tech from Gemany Mk3 Capri. Engine was blown though.
Crankshaft bearing was totally gone and the engine looked really bad. That engine bough in that case and
it was reconditioned, crankshaft was grinded to undersize, all bearings were replaced, new gaskets and
heads were improved.

2.8 front sway bar was installed with 2.8 power steering rack.

About a year later it seemed that engine didnt give enough power and it was necessary to aquire a turbo
for this engine. Turbo was from Lancia integrale, I cant remember then size of that turbo but with 2.8 engine
it was suitable for around 250 bhb.

All suspension bushed were changed to polyurethane. Then there were some problems with rear axle "Atlas-axle" All drive-shafts started to
bend and break. ZF 75S LSD was installed with some modifications. Rear axle ratio was originally 3.09 and it was tested with 3.44 ratio but that was just stupid. With ZF LSD there was lots of problem, it was locked all the time, rear axle heated really much it made noise. Eventually, solution came from BMW M5 rear axle oil with 2 grades and 2 additives, they managed to withstand the heat. LSD worked somehow that way for years. When LSD was installed problems with drive shafts didn't go away though. " Finnish company Karpiola made custom made drive shafts. 16T custom drive shafts were made and they should be able to last in tarmac up to 400-500 bhb with atlas axle.

When testing that Lancia integrale turbo with 2.8Kjet, it came to light that turbo was too small it made engine die totally at 5500rpm, though
it have awesome torque at 2000rpm+ with low boost(max. that turbo was capable though). That engine with that turbo was driven for 2 year then
piston gave up. Top of the one piston came off totally (detonation), engine was repaired again but this time turbo was changed to RS500 cosworth type hybrid, that was said to be able to deliver 550 to 600 bhb with 2-2.2 bar boost. "Garret type T03/T04" Engine was fitted with std pistons and comp.ratio was lowered with taking off 0.5mm off top of piston. This engine didnt manage to live quite long, maybe a year and then piston broke again. Engine was repaired again and this time it was fitted with low compression cast pistons, that are there even today. With Microdynamics extra fuel injection to top of normal K-jet injection and turbo type distributor that changed ingition advance depending on boost. This engine lived like 10 years using ~1.3bar boost before doing modications to made to it in 2010s.

2010 Microdynamic fuel injection box stopped working, for some reason. And it costed quite a lot, and it isnt really easy to tune since you can't adjust ignition and fuel maps and engine didn't even have lambdas so nobody knew what kind of AFR was in different situation. It was tough situation but decision was made and and it was time for K-jetronic to go. I bough 2 pcs 2.8 EFI engines, and took necessary parts from them to change old engine to take electrical sensors and injectors. Distributor needed to be gone too and trigger wheel was instatalled. Iginition is done with Accel V6 coil pack and engine management is now KMS MP25 Engine management with UEGO lambda controller. Fuel injectors are 6pcs Siemens deka 80lbs(830cc/3bar, I think). First start failed because ignition driver wasn't capable of handling that coil pack, and later it was fixed. I managed to make some sort of fuel and ignition charts and managed to drive badly working car to dyno, where it made pretty good power and torque with 1.15 bar boost. Car was driven some time like this and then boost taken to ~ 1.3 to 1.4 bar and selftuned. It has been working for 6-8.000km, though I am not satisfied with these charts, they could still be tuned better.

When first turbo came, car was equipped with 2 orginal K-jet high pressure fuel pumps it is still that way. Battery was taken to boot to make more space to engine room (nowadays I use 80AH AGM battery and 115AH Altenato to give electricty) In 1990 Original brakes were updated, front disks were escort 244mm vented and rear disk were solid and 240mm this brakes were suitable for 6x13" alloy revolution wheels. 2012 and 2013 whole brake setup were again updated, because car didn't stop as it should... New vented front disk were installed 283mm 2wd cosworth front disks and 1.8 Ford Mondeo brake calipers (single 60mm piston) with EBC red stuff brake pads. Rear diskes came to be 273mm vented cosworth 4x4 disks and 4x4 brake calipers with red stuff brake pads. These brakes didn't fit 13inch wheels, so 15" wheels were required and it was really hard job to get suitable wheels. Finally 4x Motec 6.5x15" wheels were bought. There wheels are rally/racing wheels so they are really light. Colour was though horrible. They were later painted with gold paint.

2014 Someone said Type 9 V6 should have exploded allready with that power and torque (someone said type 9 gearbox cant handle more than 200bhb and I was running about twice that power) So It was time to look for new gearbox. Problem was it needed to be so small that it would suit original gearbox tunnel. I was looking ford Supras V161 gearbox but they costed almost 3000€ "used" and they were too big to fit. That would have been ideal gearbox with gear ratios and durability. Finally it came to that MT75 V6 gearbox was fitted. It was little bit more durable and it would fit the gearbox tunnel barely. New 3" propshaft was made and gearbox was fitted with quickshift and 2.8 flywheel. Old gearbox had allready AP racing 460nm/339lbft clutch kit, I have lots of more torque but that clutch haven't slipped so far so it will have to do. Clutch pedal is really hard to use though with clutch cable. Needs someone with leg power. Clutch cables wont hold for more than 2 years...

Old turbo was also updated with ceramic ball bearings and balanced again. Better spooling with lower rpm and faster.

2015 power steering rack were leaking and there weren't anyone who could repair it or there wasn't available any new power steering racks for sale.
( I didnt include horrible priced Motomobil rack ~1100€ price tag) So rack was repaired with new gasket kit, this needed lot of time lots of reading and 2 gasked kits to get it hold oil in. This was really hard thing to service, I dont want to do this never again.

Car has AISI 316 Exhaust to end start with single 3" exhaust pipe and it splits to two AISI 316 2,5" exhaust pipes. Car is about 1" lower that normally in front with 220lbs front springs with ball bearing upper ends. Rear has single Escort 146lbs 60mm wide leaf springs.

Engine cooling is done with big BMW X5 viscous fan (moves maybe 30-50% more air than original fan) + Electrical fan with manual switch and boost pressure switch)

I wonder if I left something out still from this description.

In future to been done.
- Better Fuel tank
- Gauges up and stereos down
- New 2.8 V6 engine with forged internals and E85 fuel. (Lots thigs to do to get this running, new Ecu Maps etc.)
- 3.5" oval exhaust to 2x 2,5" exhaust to give little bit more breathing.
- New tires, (now 205-50-15) to Front 195-55-15 and to rear 225-50-15, though not sure if they fit.
- 9-Inch rear axle in future maybe if Atlas won't hold. Strange rear axle with hollow drive shafts with 2.91 axle ratio would be awesome.
Last edited by Vermilion on Tue Mar 07, 2017 11:12 am, edited 8 times in total.

Vermilion
Posts: 125
Joined: Fri Mar 03, 2017 8:03 am
Car(s): Ford Capri MK1 Facelift 3000GT - Now 2.8 Turbo EFI

Re: Heritage " Ford Capri Mk1 Facelift 3000GT Resto/Mod

Post by Vermilion » Fri Mar 03, 2017 11:17 am

Last edited by Vermilion on Tue Mar 07, 2017 9:34 am, edited 3 times in total.

User avatar
Andrew 2.8i
Donator
Donator
Posts: 13597
Joined: Sat Jan 25, 2014 7:38 pm
Car(s): '83 2.8 Injection (sunny days only)
'04 Toyota MR2 (owned from new)
Location: Ceredigion
Contact:

Re: Heritage " Ford Capri Mk1 Facelift 3000GT Resto/Mod

Post by Andrew 2.8i » Fri Mar 03, 2017 4:40 pm

Hi,
Looks awesome, gorgeous colour! 8-)

Andrew.
Image

User avatar
Peter-S
Donator
Donator
Posts: 7033
Joined: Mon Jul 28, 2008 7:57 am
Car(s): 1985 Capri 2.0
1983 Capri 2.8i
Location: Kent
Contact:

Re: Heritage " Ford Capri Mk1 Facelift 3000GT Resto/Mod

Post by Peter-S » Tue Mar 07, 2017 12:25 am

Liking the colour too :)
Look forward to hearing more.
ImageBanner by Peter Smith, on Flickr

Vermilion
Posts: 125
Joined: Fri Mar 03, 2017 8:03 am
Car(s): Ford Capri MK1 Facelift 3000GT - Now 2.8 Turbo EFI

Re: Heritage " Ford Capri Mk1 Facelift 3000GT Resto/Mod

Post by Vermilion » Tue Mar 07, 2017 9:27 am

Tell me if I am stil missing something from description.
Sorry for Bad english, I hope all understand what I wrote before.
Forgot to tell, if someone wonders where all those strange looking links lead to.
They lead to Microsoft Onedrive, blame Microsoft for making strange looking image gallery links.


Questions for readers.
https://1drv.ms/f/s!Ak0ev910-aPVuB6lMaevMJy149Fa

Where I can buy suitable wiper arm covers, like I am missing in the picture?

Should I go for

Alloy
http://www.burtonpower.com/alloy-camsha ... 1423s.html

or steel one in my new engine?
http://www.burtonpower.com/cam-gear-all ... v1419.html

I am thinking setting Rev limiter to 6600 to 6800 depending on engine
max power output.

What kind of valve stem seals are best in my case?
Normal umbrella type valve steam seals won't fit inside double valve springs and smaller type valve steam seals, are too tight.
I think valves will get zero lubrication if I use them. Would it be good idea to take off stem retainer spring off to give some lubrication?
http://www.rockauto.com/en/moreinfo.php ... 32&jsn=639 (from this stems seals)
E85 fuel is pretty dry also, compared to 98E5 fuel and also turbo engine... lots of heat and pressure
compared to natural aspirated engine.

ADMIN EDIT
Questions copied to Q & A section

Vermilion
Posts: 125
Joined: Fri Mar 03, 2017 8:03 am
Car(s): Ford Capri MK1 Facelift 3000GT - Now 2.8 Turbo EFI

Re: Heritage " Ford Capri Mk1 Facelift 3000GT Resto/Mod

Post by Vermilion » Tue Mar 07, 2017 1:35 pm

So rules forbid leaving Question in Project and restorations? Hmmm

User avatar
D366Y
Donator
Donator
Posts: 1917
Joined: Mon Sep 03, 2012 2:26 pm
Car(s): 1986 Laser 1.6, daily runaround project
1981 GL Auto 2.0, Barn-Find-Resto, now also a runaround project
1980 3.0S, crash damage resto
1993 Fiesta 1.1

Currently full up and no more space but I still want a 2.8...
Location: High Wycombe/Aylesbury

Re: Heritage " Ford Capri Mk1 Facelift 3000GT Resto/Mod

Post by D366Y » Tue Mar 07, 2017 5:54 pm

I would imagine it was done because you are much more likely to get a response to your questions in the Q+A section, typically not as many people check the Projects+restorations section to be able to help with your questions.

I'm sure someone will be able to advise you on your queries

All the best
Danny
A wise man once said... "you can never have too many capris - buy another" :beer:

User avatar
Andrew 2.8i
Donator
Donator
Posts: 13597
Joined: Sat Jan 25, 2014 7:38 pm
Car(s): '83 2.8 Injection (sunny days only)
'04 Toyota MR2 (owned from new)
Location: Ceredigion
Contact:

Re: Heritage " Ford Capri Mk1 Facelift 3000GT Resto/Mod

Post by Andrew 2.8i » Tue Mar 07, 2017 6:49 pm

Vermilion wrote:So rules forbid leaving Question in Project and restorations? Hmmm
Hi,
I agree with Danny's explanation. I'm sure you haven't broken any forum rules as there aren't any!

Andrew.
Image

Admin
Site Admin
Posts: 88
Joined: Sun Jul 20, 2008 11:54 pm

Re: Heritage " Ford Capri Mk1 Facelift 3000GT Resto/Mod

Post by Admin » Tue Mar 07, 2017 10:57 pm

Vermilion wrote:So rules forbid leaving Question in Project and restorations? Hmmm
Rules do not forbid it, you can post a question anywhere on here, just trying to help with the question getting noticed :)

Vermilion
Posts: 125
Joined: Fri Mar 03, 2017 8:03 am
Car(s): Ford Capri MK1 Facelift 3000GT - Now 2.8 Turbo EFI

Re: Heritage " Ford Capri Mk1 Facelift 3000GT Resto/Mod

Post by Vermilion » Wed Mar 08, 2017 6:59 am

OH, no problem then.

To more spesific about my cam gear question.
In my old engine I use plastic camgear "fiber" gear.
But next engine have double valve springs. So I think original cam gear won't be able to survive anymore.
USA cologne engines seem to use alloy cam gear, but i read somewhere that alloy cam gear should be changed
every 100.000km. That seems quite low mileage, especially since those engine are not tuned and won't rev high.
I contacted RickWood(westlake) he said alloy camgear protects camshaft from snapping. (It doesn't cause harmonic
vibration like steel camgear does). I have allready steel camgear, but I wonder if it makes horrible noise when idling or
something and does anyone have hear cologne engine had snapped camshafts? Also a question arises is 6500 to 7000 rpm
high revolution that could snaps camshaft to two pieces?

Vermilion
Posts: 125
Joined: Fri Mar 03, 2017 8:03 am
Car(s): Ford Capri MK1 Facelift 3000GT - Now 2.8 Turbo EFI

Re: Heritage " Ford Capri Mk1 Facelift 3000GT Resto/Mod

Post by Vermilion » Wed Mar 29, 2017 6:03 am

Has anyone ever heard or seen that 2.8 crankshaft would have snapped? I was wondering how
much use would be forged 2.8 crankshaft, I know if you rise your stroke forged crank might be necessary.
Atleast 4.0 V6 crank is easy to break if you use higher than 5500rpm.

Some modifications going on with standard oil pain, and I managed to reassemble heads
now they are just waiting to get cleaned once again and bolt on to block.

User avatar
3 Litre Power
Posts: 471
Joined: Tue Feb 24, 2015 4:41 pm
Car(s): 1975 Capri II 3000 Ghia factory manual, 505k kms, Sunset Red, BVR, B.I
1988 Ford Escort XR3i Cabrio, 177k kms, Red, Black Top ( Daily )
Location: In the garage...

Re: Heritage " Ford Capri Mk1 Facelift 3000GT Resto/Mod

Post by 3 Litre Power » Mon Apr 17, 2017 7:43 pm

Nätti Mk1.
Mutta pitää sanoo että 3.0 Essex on ihan hyvä moottori jos omistaja osaa hoitaa sitä, se ei ole mikään "horrible 3.0 Essex".
My Mk2 Capri Facebook page https://www.facebook.com/FordCapriMk2
:burnout:

Oil and Coolant guru
Finnish but born and raised in Spain.

Vermilion
Posts: 125
Joined: Fri Mar 03, 2017 8:03 am
Car(s): Ford Capri MK1 Facelift 3000GT - Now 2.8 Turbo EFI

Re: Heritage " Ford Capri Mk1 Facelift 3000GT Resto/Mod

Post by Vermilion » Tue Apr 18, 2017 1:15 pm

3 Litre Power wrote:Nätti Mk1.
Mutta pitää sanoo että 3.0 Essex on ihan hyvä moottori jos omistaja osaa hoitaa sitä, se ei ole mikään "horrible 3.0 Essex".

Maybe not horrible, but Ancient type engine, that has combustion chamber in pistons. If you want to make engine durable you need
to forged crank and forged rods and forged pistons that are hard to get, beucase my pistons manufacturer who make forged pistons
declines to make one with combustion chambers because they are weaker than normal pistons, and weight is much more that flat pistons.

Though there is always better engines, cosworth 24v engine is better but there isn't really any tuners for this engine and that engine costs quite a lot to tune, there is no custom camshafts available and 24v engine takes quite a lot more space. 24v engines has also problems with cam chains if you want them to last you need to change them to gears.

User avatar
3 Litre Power
Posts: 471
Joined: Tue Feb 24, 2015 4:41 pm
Car(s): 1975 Capri II 3000 Ghia factory manual, 505k kms, Sunset Red, BVR, B.I
1988 Ford Escort XR3i Cabrio, 177k kms, Red, Black Top ( Daily )
Location: In the garage...

Re: Heritage " Ford Capri Mk1 Facelift 3000GT Resto/Mod

Post by 3 Litre Power » Tue Apr 18, 2017 2:40 pm

You don't need a forged crank or rods or pistons to make an Essex V6 durable, just a steel timing gear and a good oil pump drive...
Also the Essex V6 has the combustion chambers in the pistons because it was intended to be both a Diesel and Petrol engine but the idea for the Diesel version was scrapped.
My Mk2 Capri Facebook page https://www.facebook.com/FordCapriMk2
:burnout:

Oil and Coolant guru
Finnish but born and raised in Spain.

Vermilion
Posts: 125
Joined: Fri Mar 03, 2017 8:03 am
Car(s): Ford Capri MK1 Facelift 3000GT - Now 2.8 Turbo EFI

Re: Heritage " Ford Capri Mk1 Facelift 3000GT Resto/Mod

Post by Vermilion » Tue Apr 18, 2017 6:04 pm

3 Litre Power wrote:You don't need a forged crank or rods or pistons to make an Essex V6 durable, just a steel timing gear and a good oil pump drive...
Also the Essex V6 has the combustion chambers in the pistons because it was intended to be both a Diesel and Petrol engine but the idea for the Diesel version was scrapped.
Oh this is new I never knew that they were going to make diesel models too.

User avatar
3 Litre Power
Posts: 471
Joined: Tue Feb 24, 2015 4:41 pm
Car(s): 1975 Capri II 3000 Ghia factory manual, 505k kms, Sunset Red, BVR, B.I
1988 Ford Escort XR3i Cabrio, 177k kms, Red, Black Top ( Daily )
Location: In the garage...

Re: Heritage " Ford Capri Mk1 Facelift 3000GT Resto/Mod

Post by 3 Litre Power » Tue Apr 18, 2017 6:16 pm

Yes, the Cologne V6 was designed in 1962 but since they never intended to make a Diesel version it had normal combustion chambers in the cylinder head, the Essex engine was designed in 1965 and they did a few Diesel prototypes but they didn't end up going into production, but they were left with the block and cylinder heads that they had designed and they didn't want to start all over again so they just did that, if you look at an Essex V6 block you will find the cylinder walls are very thick, the crankshaft journals are the same size as a Chevrolet 350 5.7 V8, this is ofcourse because Diesel engines need very strong blocks.
My Mk2 Capri Facebook page https://www.facebook.com/FordCapriMk2
:burnout:

Oil and Coolant guru
Finnish but born and raised in Spain.

User avatar
QuadCamCapri
Posts: 1480
Joined: Sat Aug 02, 2008 6:41 pm
Car(s): Capri 'Classic Thundersaloon'
5.0 32V Cobra V8 and E34 Touring
Location: Middx.

Re: Heritage " Ford Capri Mk1 Facelift 3000GT Resto/Mod

Post by QuadCamCapri » Wed Apr 19, 2017 1:43 am

Vermilion wrote:OH, no problem then.

To more spesific about my cam gear question.
In my old engine I use plastic camgear "fiber" gear.
But next engine have double valve springs. So I think original cam gear won't be able to survive anymore.
USA cologne engines seem to use alloy cam gear, but i read somewhere that alloy cam gear should be changed
every 100.000km. That seems quite low mileage, especially since those engine are not tuned and won't rev high.
I contacted RickWood(westlake) he said alloy camgear protects camshaft from snapping. (It doesn't cause harmonic
vibration like steel camgear does). I have allready steel camgear, but I wonder if it makes horrible noise when idling or
something and does anyone have hear cologne engine had snapped camshafts? Also a question arises is 6500 to 7000 rpm
high revolution that could snaps camshaft to two pieces?
Harmonics can be a killer at high revs, my Essex timing gear was a Swaymar one with an alloy centre and steel straight cut teeth. If yours is helical cut it won' t be much noisier than standard, if it's straight cut just get a straight cut gearbox you won't hear it then :lol:

Cologne or Essex can be durable at higher revs with the right bits. Although a standard Cologne or 24V will happily rev to 7000 a standard Essex loses interest after 5500 anyway, plus the piston skirts have a habit of falling off much over 6000 due to the large thermal slots. My Essex was fine revving to 8200 for something like 100 races without issues (as long as I changed bearing shells regularly due to surface speeds on large journals, diesel design already mentioned). I used a Farndon EN40 Billet Steel GAA Crank, Group 1 Forged Rods & Cosworth Forged Pistons (very shallow bowl at 12.3:1) and made from RR58 which dates back to the Merlin V12's and was still the best material in 1990.
Ultimately the block cracked exactly the same way a GAA does, a standard Essex block casting is good for about 300bhp n/a and the specially cast GAA block about 450bhp. Many years ago a company called Bonner cast a few Aluminium Essex Blocks which would have been nice, but I think they ended up hung upside down in a Cessna or similar at Shoreham Aerodrome, they then went on to make their own V6 which was used in 'Group C' racing.

Couldn't face dumping my cracked block as it served me so well, probably doing over 200 races in total and winning quite a few, so I had it powder coated satin black and stuck some wine bottles in it :)
Image
My in-car race video Cadwell Park 1995 Capri V6 vs 2x V8's
http://www.youtube.com/watch?v=fUSBcLhI ... gvD3_PeHIA

Vermilion
Posts: 125
Joined: Fri Mar 03, 2017 8:03 am
Car(s): Ford Capri MK1 Facelift 3000GT - Now 2.8 Turbo EFI

Re: Heritage " Ford Capri Mk1 Facelift 3000GT Resto/Mod

Post by Vermilion » Wed Apr 19, 2017 7:00 am

Thats nice to hear

I have this camgear at the moment
Image
Just wondering should I swap that one for alloy one.

300bhb is awesome number from NA 3.0 Essex engine with those mods.If you rise compression ratio in Essex engine new forged rods are absolute must.
Like you have done in your case I assume, little bit longer rods and shorter pistons to rise compression ratio. In my case this car is for street drive use, so not going to use straight cut gearbox. I have MT-75 V6 hybrid that should be capable handling some power and torque with narrow tires (205F/225R wide tires) Extra power goes to smoke and thats fine with me. I have 3.09 rear axle ratio and balances nicely that 500-600nm torque to road, with quite less smoke than higher rear axle ratio. I don't know how much stock 2.8 V6 engine block can take but so far no problems. We will see if I get my new spare engine running in next winter looking for around 500/700 power flywheel output power from it.

User avatar
3 Litre Power
Posts: 471
Joined: Tue Feb 24, 2015 4:41 pm
Car(s): 1975 Capri II 3000 Ghia factory manual, 505k kms, Sunset Red, BVR, B.I
1988 Ford Escort XR3i Cabrio, 177k kms, Red, Black Top ( Daily )
Location: In the garage...

Re: Heritage " Ford Capri Mk1 Facelift 3000GT Resto/Mod

Post by 3 Litre Power » Wed Apr 19, 2017 8:27 am

You got 300 BHP from an N/A Essex which is pretty good, with a Group 1 Weber 40 DFI5 Carb through right? In Group 1 racing you can't have triples can you.
Vermilion you want 500-700 Hp? :shock: that is a lot for a 2.8 Cologne, i'm not sure the block will take it, certainly i don't think anybody has gotten that much from a 2.8 Cologne ever...
Good luck :D
My Mk2 Capri Facebook page https://www.facebook.com/FordCapriMk2
:burnout:

Oil and Coolant guru
Finnish but born and raised in Spain.

Vermilion
Posts: 125
Joined: Fri Mar 03, 2017 8:03 am
Car(s): Ford Capri MK1 Facelift 3000GT - Now 2.8 Turbo EFI

Re: Heritage " Ford Capri Mk1 Facelift 3000GT Resto/Mod

Post by Vermilion » Wed Apr 19, 2017 5:23 pm

3 Litre Power wrote:You got 300 BHP from an N/A Essex which is pretty good, with a Group 1 Weber 40 DFI5 Carb through right? In Group 1 racing you can't have triples can you.
Vermilion you want 500-700 Hp? :shock: that is a lot for a 2.8 Cologne, i'm not sure the block will take it, certainly i don't think anybody has gotten that much from a 2.8 Cologne ever...
Good luck :D

500 engine horse power and 700nm torque is my aim. My old engine that I am using now has stock 2.8 internals pistons etc. (no anything forged) has allready 550nm torque with 1.4 bar boost. If I rise boost to 1.7 to 1.8 bar boost it should also give some more torque. 98E5 Fuel to E85 should also give some more Torque with right settings.

Post Reply