2.8L History
The first generation (US market) Ford cologne 2.8L V6 Engine was introduced in Mercury Capri, Mustang II, and Ford Pinto/Bobcat from 1974 to 1978.
Cylinder specification is 93.03 mm Bore, 68.5 mm Stroke, 2,792 cc (171 cu in). Timing gears were used in place of a more traditional timing chain and sprockets.
US versions of this generation produced 90 to 160 HP depending on the model and options.
The motor production suffered from fuel economy requirements brought about by the Arab oil embargo of the 1970's and anti-pollution restrictions in the US. One such modification was the addition of heat riser passages in the heads and intake manifold to increase the temperature of the incoming air-fuel mixture after 1974.
The US market typically was rated at 90 to 115 bhp (86 kW), while the European market brought anywhere from 130 to 160 bhp (119 kW) depending on the model.
In Europe, the 2.8 was produced with carburetor (132 bhp), mechanical fuel injection (Bosch K-Jetronic, 160 bhp), and electronic injection (Ford EEC-IV, 150 bhp). Electronic injection was only featured on the 2.8 Granada models for one year before being replaced with the 2.9L.
Tuning options are very limited with the Bosch K-Jetronic models. The Siamese inlet and exhaust ports of the 2.8 only respond well to forced induction or an overbore; normal tuning will yield only minor power results. The MFI 2.8 Cologne ( Capri / Sierra 2.8i ) uses a very restricted induction setup, and there is no open air kit available due to this.
The second generation Ford cologne 2.8L V6 was used on the Ford Rangers, Bronco II, and Aerostar between 1984 to 1985. (The Taurus 2.8 is a different family of engine and is not suitable for this conversion)
Several modifications where made between the application years of first generation 1974-1978 and the second generation 1983-1986. The later years brought improvements such as larger cam journal/bearings, one piece crankshaft thrust bearings, intake manifold changes for EGC and variations on carburetors.
Carburetors -
- Motocraft 5200 - Progressive two barrel
- Motocraft 6500 - Compensated Progressive two barrel
- Motocraft 2700 -
- Motocraft 2150 -
Some first generation engines used the Motocraft 5200 progressive 2 barrel carburetor. Having used one of these prior to my performance enhancements, I can say that it leaves the driver with a disappointment in the performance of a newly converted Alpine. While the performance is better than the stock 4 cylinder, it leaves a great deal to be desired if your intent is to make a performance machine. The factory stock tuning is lean for economy, and you can feel the lean vibration when you get it on the highway.
Known Issues
Valve Seals - The 2.8L's are known to burn oil and smoke when they get high mileage. They use a rubber valve seal that deteriorates and leaks oil into the cylinder.
Loose Distributor Rotor - Some of the Ford 2.8's came with round distributor rotors. These have (2) screws that hold them in place. There have been reports of them coming loose in the distributor.
Cylinder heads have been reported to crack and
Performance Upgrades
The 2.8L struggles with breathing and was choked down by the factory for fuel economy. Performance can be dramatically improved by applying the following enhancements to the stock configuration.
Cooling - The 2.8 motor was designed to run warm in order to improve fuel economy. Cooling can be improved by a simple change to the 2.8L heads. Drill two additional water passages between the two exhaust valves where they are side by side. The head gasket and the block already have holes to provide for coolant flow. This step helps prevent a local boiling point from forming. Ensure that the head gasket already has the water passage holes and use them as a guide for drilling. Mark the head and drill two holes. Keep the holes a little smaller than the holes in the head gasket (~1/4").
Let it Breathe by making these enhancements:
These engines are very smooth and do rev well although it’s easy to over-rev them. An electronic rev limiter is a must have for any engine not fitted with one to prevent the consequences of over-revving. Installation of large valves and a suitable cam should produce near 200 bhp. The most significant improvement you’ll see in this engine though is torque.
Induction - Offy 4 bbl Intake with Holley 4 barrel Carb:
Offenhauser offers a two piece dual plane 4bbl intake manifold (#6097-DP) that when coupled with a Holley 0-6299 or 8007 carburetor. The dual plane intake is designed to provide performance over a wide RPM range.
Ignition - The ignition system must be changed to earlier vacuum advance unit (Dura-Spark II) eliminating the EEC-IV computer and pollution equipment. There are articles which suggest using a fuel injection from a Ford 3.8L, and other fuel injection means, however it is not known at this time if any of the potential solutions provide reasonable or high performance improvements.
Porting & Polishing - Port your intake manifold and cylinder heads to open the fuel/air passages. This can only be done properly by utilizing a flow bench to ensure that the passages will flow equally and to minimize turbulence in the airflow through the head. It is almost assured that an average user will not perform this measure adequately, and is best left to a seasoned professional. When changing to the Offenhauser intake this step is vital to achieve the best performance. The intake manifold and heads don't line up diameter to diameter. Porting opens this up and allows better flow. Click HERE for details on porting.
Cam Shaft - To benefit from larger valves, 4 barrel carburetor and intake, the camshaft lift, duration and valve timing needs to be optimized. V6 Jose has a specific custom grind that maximizes the performance when used in conjunction with the headers supplied with his kit.
Over boring - Capacity can be increased with a 1mm overbore, which is safe - you can go higher, but overheating is risked beyond this.
Ignition - The ignition system must be changed to earlier vacuum advance unit (Dura-Spark II) eliminating the EEC-IV computer and pollution equipment. There are articles which suggest using a fuel injection from a Ford 3.8L, and other fuel injection means, however it is not known at this time if any of the potential solutions provide reasonable or high performance improvements.
Porting & Polishing - Port your intake manifold and cylinder heads to open the fuel/air passages. This can only be done properly by utilizing a flow bench to ensure that the passages will flow equally and to minimize turbulence in the airflow through the head. It is almost assured that an average user will not perform this measure adequately, and is best left to a seasoned professional. When changing to the Offenhauser intake this step is vital to achieve the best performance. The intake manifold and heads don't line up diameter to diameter. Porting opens this up and allows better flow. Click HERE for details on porting.
Cam Shaft - To benefit from larger valves, 4 barrel carburetor and intake, the camshaft lift, duration and valve timing needs to be optimized. V6 Jose has a specific custom grind that maximizes the performance when used in conjunction with the headers supplied with his kit.
Over boring - Capacity can be increased with a 1mm overbore, which is safe - you can go higher, but overheating is risked beyond this.
References:
2. http://www.therangerstation.com/tech_library/2_8L_Performance.shtml
3. http://www.burtonpower.com/tuning-guides/tuning-guide-pages/ford-taunus-cologne-v4-v6-tuning-guide.html
Differences Noted in manufacture:
- Flywheel on later years are three spoke vs. the earlier solid version.
- Distributor variations
- Crank Bearings - Earlier version uses separate thrust washers vs. later uses double flange style.74-78 uses smaller camshaft bearing journals vs. 83-86 larger and heavier camshaft.
Bell housing and Block Plate
Transmissions for 2.8 V6 Conversions:
Ford T5 Transmissions for the Mustang are commonly available and are easily adaptable to the bell housing.
Jose's V6 Conversion:
Motor Mounts attached to the front cross member:
Part Numbers and Supplier Links:
http://www.napaonline.com/Catalog/Ca...098_0258180607
2) Oil Pump- Sealed Power High Volume (same as Melling HV) SEP 22441163V (74-78 Mustang II/83-85 Ranger 2.8L) $104.00
http://www.napaonline.com/Catalog/Ca...63V_0191865801
3) Metal Cam Gear- NAPA Timing Products NTP-82760SA (74-78 Mustang II/83-85 Ranger 2.8L) $104.00
http://www.napaonline.com/Catalog/Ca...0SA_0063980614
4) Timing Cover/Water Pump Gasket- Fel Pro Timing Cover Gasket Set FPG TCS 45080 (74-78 Mustang II 2.8L) $13.69
http://www.napaonline.com/Catalog/Ca...080_0147487129
5) Oil Pan Gasket- Fel Pro Oil Pan Gasket Set FPG OS30271C (83-85 Ranger 2.8L) $10.99
http://www.napaonline.com/Catalog/Ca...71C_0147505359
6) Valve Cover Gaskets- Fel Pro Valve Cover Gasket Set FPG VS50115R (74-78 Mustang II/83-85 Ranger 2.8L) $8.69
http://www.napaonline.com/Catalog/Ca...15R_0147106132
7) Oil Pan Plug Gasket- Fel Pro Oil Drain Plug Gasket FPG 72515 (74-78 Mustang II/83-85 Ranger 2.8L) $1.49
http://www.napaonline.com/Catalog/Ca...515_0147641748
8) Header Gaskets- JEGS- Exhaust Header Gaskets- Hooker 10828/Headman 27110 (74-78 Mustang II/85-85 Ranger 2.8L) $12.99/$15.99
http://www.jegs.com/webapp/wcs/store...94965450&Nty=0
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