WHAT engine to go for ? Classic Project
Discussion
what engine would you use for a classic project... (eg v6 marcos or TVr needing resto)
would like 250-300 reliable hp without spending a fortune
logical option, a modern v6- i know the jag S type v6 has been used in a few conversions (240hp standard)
zetec turbo
duratec 2.3
honda s2000 engine
would like 250-300 reliable hp without spending a fortune
logical option, a modern v6- i know the jag S type v6 has been used in a few conversions (240hp standard)
zetec turbo
duratec 2.3
honda s2000 engine
It depends on the 'importance' of the car you're restoring, but if (for example) it's something as rare and historically important as a wooden chassis Marcos or a pre-1970's TVR (eg. a Garantura), you'd be foolish not to take originality into account.
Fitting a modern, multi-valve, fuel injected motor such as those listed will decimate the finished vehicle's value and desirability. It will also change the character of the car completely and turn it into a mere pastiche of its former self: modern engines (or, more precisely, modern engine management systems) are very anodyne in comparison with a 60's or 70's multi-carb unit.
Personally, I'd be inclined to stick to the original engine. If you want modern levels of performance, buy (or build) a modern car: don't destroy the character and originality of a genuine and historically important old one.
Fitting a modern, multi-valve, fuel injected motor such as those listed will decimate the finished vehicle's value and desirability. It will also change the character of the car completely and turn it into a mere pastiche of its former self: modern engines (or, more precisely, modern engine management systems) are very anodyne in comparison with a 60's or 70's multi-carb unit.
Personally, I'd be inclined to stick to the original engine. If you want modern levels of performance, buy (or build) a modern car: don't destroy the character and originality of a genuine and historically important old one.
Equus said:
It depends on the 'importance' of the car you're restoring, but if (for example) it's something as rare and historically important as a wooden chassis Marcos or a pre-1970's TVR (eg. a Garantura), you'd be foolish not to take originality into account.
Fitting a modern, multi-valve, fuel injected motor such as those listed will decimate the finished vehicle's value and desirability. It will also change the character of the car completely and turn it into a mere pastiche of its former self: modern engines (or, more precisely, modern engine management systems) are very anodyne in comparison with a 60's or 70's multi-carb unit.
Personally, I'd be inclined to stick to the original engine. If you want modern levels of performance, buy (or build) a modern car: don't destroy the character and originality of a genuine and historically important old one.
i have had many very original cars, including marcosFitting a modern, multi-valve, fuel injected motor such as those listed will decimate the finished vehicle's value and desirability. It will also change the character of the car completely and turn it into a mere pastiche of its former self: modern engines (or, more precisely, modern engine management systems) are very anodyne in comparison with a 60's or 70's multi-carb unit.
Personally, I'd be inclined to stick to the original engine. If you want modern levels of performance, buy (or build) a modern car: don't destroy the character and originality of a genuine and historically important old one.
for me its more important to have a useable car and keep it on the road. The essex lump is heavy and lacks power, and very costly to tune
Im looking for a car needing resto, so i would prefer to update the drivetrain
eco boost sounds a good option. are they costly to buy?
geeeman said:
eco boost sounds a good option. are they costly to buy?
Yes. They are also too tall to fit under the bonnet of most classic sports cars without a large bulge (many modern 16-valve engines are very tall, but the Ecoboost particularly so) and have an integral turbo (not easily relocated) that sits slap bang where your steering column wants to run in many FE/RWD installations.
geeeman said:
Doesn't help much: limitation is the bottom edge of the bellhousing, and I don't think you appreciate just how tall the Ecoboost is, compared to the bonnet line of something like a Marcos.Equus said:
geeeman said:
Doesn't help much: limitation is the bottom edge of the bellhousing, and I don't think you appreciate just how tall the Ecoboost is, compared to the bonnet line of something like a Marcos.
geeeman said:
perhaps- but i do know that a 2 litre ecoboost lives in the back of this ! (DARE g12)
Yes indeed. At the back.Now imagine something the height of that rear deck sitting in the driver's line of sight, on a car that (like the Marcos) is 42.5" inches tall to the top of the roof.
And note the raised rear deck on your image.
This is what a G12 looks like without the comedy engine cover necessary to clear the Ecoboost:
But I can see you've made your mind up. It's your
I was going to offer you Ford's CAD files for the engine, so you can check the dimensions, but I can see that you don't need them.
I was simply pointing out its used in a g12, if unaware
Ie the install has been acheived
Its quite obvious that midengine design allows more room.
Stating the obvious...
And although the rear deck has been raised. The g12 engine bay is still extremely compact
Simply a discussion of engine options would be good, im just interested in possibilities
Ie the install has been acheived
Its quite obvious that midengine design allows more room.
Stating the obvious...
And although the rear deck has been raised. The g12 engine bay is still extremely compact
Simply a discussion of engine options would be good, im just interested in possibilities
If you want to keep it ford and look classic then how about the 3.5/3.7 cyclone v6 as used in the ginetta g50. Add to that a fitech four barrel injection system, a nodiz spark controller and a nice shiny pancake filter.
https://en.m.wikipedia.org/wiki/Ford_Cyclone_engin...
https://www.summitracing.com/int/parts/fif-30003/o...
http://nodiz.co.uk
Or just drop an ls1 from a Monaco in it, smaller than you think and an easy 400hp straight out of the box, if you are lucky it will still have a t56 box attached. Just think of that v8 sound and 30+ mpg.
https://en.m.wikipedia.org/wiki/Ford_Cyclone_engin...
https://www.summitracing.com/int/parts/fif-30003/o...
http://nodiz.co.uk
Or just drop an ls1 from a Monaco in it, smaller than you think and an easy 400hp straight out of the box, if you are lucky it will still have a t56 box attached. Just think of that v8 sound and 30+ mpg.
geeeman said:
I was simply pointing out its used in a g12, if unaware
Ie the install has been acheived
The install has been achieved on the Ford Focus, as well - which is about equally pertinent to the possibility of installing it in a FE/RWD installation in a sports car with an ultra- low bonnet line, so I'm not quite sure what point you are trying to make.Ie the install has been acheived
More relevant is the fact that Westfield has produced an Ecoboost-engined model, but once again it needs their supersized 'V8' bonnet bulge to fit (and that's on top of a scuttle height that's already taller than the likes of Caterham, which in turn doesn't slope off as rapidly as the bonnet line on a Marcos or Classic TVR).
You will have a general problem with most modern 4-pots, though, as the classic TVR and Marcos models were designed around pushrod engines, which are inherently lower than most modern DOHC units.
I have a friend putting a jag 3.0 v6 into a Reliant Scimitar at the moment.
Couple of things to look out for -
Standard fuel rail, if you keep the oem injection/inlet, is ECU controlled and has no return pipe.
I have heard that getting a single mass flywheel is quite difficult for a manual conversion.
If you have bonnet clearance issues the ford mondeo ST220 inlet manifold can be made to fit (there is a Lotus Esprit if you search with this options).
VCT will need controlling by a higher spec ecu or a stand alone controller.
Getting more than 250hp can be expensive as it means a move to stand alone ecu and throttle bodies (Jenvey do a kit if you have deep pockets), there is a westfield around with the Jenvey kit on it.
I also agree that the Lexus LS400 engine (1UZ-FE) has great potential and there are loads of tuners out there with experience with them and manual conversions out there.
Couple of things to look out for -
Standard fuel rail, if you keep the oem injection/inlet, is ECU controlled and has no return pipe.
I have heard that getting a single mass flywheel is quite difficult for a manual conversion.
If you have bonnet clearance issues the ford mondeo ST220 inlet manifold can be made to fit (there is a Lotus Esprit if you search with this options).
VCT will need controlling by a higher spec ecu or a stand alone controller.
Getting more than 250hp can be expensive as it means a move to stand alone ecu and throttle bodies (Jenvey do a kit if you have deep pockets), there is a westfield around with the Jenvey kit on it.
I also agree that the Lexus LS400 engine (1UZ-FE) has great potential and there are loads of tuners out there with experience with them and manual conversions out there.
Here's the Westfield
http://www.reallyquick.co.uk/
Looks like he used short trumpets.
My mate is doing his own think with triumph 955i bike throttle bodies, similar to the clairetoo Mazda klde modifcation (do a search). The inlet ports on the jag are long and thin so matching them can be difficult.
http://www.reallyquick.co.uk/
Looks like he used short trumpets.
My mate is doing his own think with triumph 955i bike throttle bodies, similar to the clairetoo Mazda klde modifcation (do a search). The inlet ports on the jag are long and thin so matching them can be difficult.
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