160 hp out of a 2.8???

[MrE_Powers]

i was just reading in wiki. that the British were able to get 160 hp out of the 2.8 with fuel injection?
http://en.wikipedia.org/wiki/Ford_Cologne_V6_engine

 

[dangerranger83]

That's when they were in race cars.

Now you can put TBI on these engines but won't get 160hp that way alone. Most I have seen is 150hp with porting, custom cam, tbi unit, headers, etc...

In the end, its cheaper and easier to do a v8 swap then do all of that to one.

Sent from my SGH-T499 using Tapatalk 2

 

[capriroadracer]

That's when they were in race cars.

Now you can put TBI on these engines but won't get 160hp that way alone. Most I have seen is 150hp with porting, custom cam, tbi unit, headers, etc...

In the end, its cheaper and easier to do a v8 swap then do all of that to one.

Sent from my SGH-T499 using Tapatalk 2

In 2005 we got 212hp from a race-prepped carb'd 2.8. The heads were ported, but not that well. We used 1.75" intake and 1.50" exhaust valves, and they were probably a bit big for the heads, since the 2.8L heads just do not flow well, even after a lot of work. The cam was pretty radical, giving 0.517" valve lift with 1.6:1 roller rocker arms. The cam was advertised as providing power from 3500 to 7500 rpm, but the engine ran out of steam at 7100 rpm, again, probably because of the anemic heads. The engine did not mind spinning up to our 7200 rpm rev-limit, and it sounded great. The machine shop that did the work and dyno tuning noted that a Datsun 240-Z or 260-Z with a similar level of preparation would produce 270 - 280 hp. Again, the 2.8L heads seem to be the limiting factor.

I used a pair of Weber 45 DCOE carbs, but tuning the engine on a dyno we could only use 32mm chokes/venturii (and then tune the gas jets and air corrector jets to those chokes), again suggesting that the engine just would not breathe. The carbs were fitted to an Inglese 90-degree adapter that sat on a modified Offy 4-bbl intake manifold. The floor was removed from the Offy's top half, since for racing efforts that floor is a nasty restrictor plate. Because of the engine's narrow 60-degree configuration, the Offy manifold is a horror show as far as design and flow, but since it's the only aftermarket intake that fits the US market heads, it's all we had. Throttle bodies with the DCOE footprint could be used instead of carbs. Proper tuning would probably get a few more hp. On the exhaust side we used a decent but nothing-to-write-home-about header.

The bottom end was strengthened for integrity - forged flat top pistons that were still about 0.011" in the hole, so compression was not great; steel SBF rods narrowed at the big end to fit the V6 crank; and a 2.8L truck crank.

And, yes, that's a lot of effort for so little return. The few folks I know who have tried this - or claim that they have tried this - think that with properly ported and flow tested heads, 220 hp can be had in a pretty reliable race engine . . . that would last a season or two between (hopefully) minor rebuilds. And yes, a V8 swap makes a lot of sense in most situations.

 

[WesB]

What did you put that motor in?

 

[twentyover]

The 160 hp Ford 2.8i was used in Capri's and Granadas in the UK and Europe. They used a different head that is supposed to flow better than the US heads. These were not highly tuned race motors, they were street cars. The2.8 was the workhorse 'big' motor in European Fords for 10 years before being replaced by the 2.9 in both the US and Europe

 

[capriroadracer]

What did you put that motor in?

It was in a '74 Capri. Sadly, the car was "prepared" by folks who were working a notch or two above their level of competence . . . and didn't know it. The car is grossly overweight, so that coupled with an under-achieving engine, well . . .

But we are working on that. A few pals and I are slowly working on some 2.9L V6s to replace our 2.8 attempts. I'm either taking the current Capri or a lighter and previously wrecked '72 Capri to a competent shop for some proper weight loss and suspensions. A properly prepared 2.9L in a car that is close to the weight limit will change the results a bit, and will be more fun. Conversely, the heavy Capri might get a 302/347, since the chassis is already stout enough for that extra power, and that should be great fun.

 

[dangerranger83]

Anything is do able. The engine looks great but in the end, there are limiting factors to just how far you can go with this engine.

Also my engine does mind hitting and sitting at 6500rpm, handles it like a champ plus with headers, doesn't sound bad either.

But in all reality and staying in the relm of practicality, or at least what I think is easiest, just do a v8 swap. Mine had started life out as 150hp and with the simple swap of putting a stock HO cam in it from a mustang, it is now going to be at 200hp, plus was only $60 to do the mod too.

Sent from my SGH-T499 using Tapatalk 2

 

[85_Ranger4x4]

But in all reality and staying in the relm of practicality, or at least what I think is easiest, just do a v8 swap. Mine had started life out as 150hp and with the simple swap of putting a stock HO cam in it from a mustang, it is now going to be at 200hp, plus was only $60 to do the mod too.

A $35 HO cam and $75 set of heads put mine to a theoretical 225hp. Could be more because I will have slightly higher than stock compression with no valve reliefs and could be lower because my engine is not new... so I am going to shoot for the middle and call it 225hp.

Even stock with the 150hp stuff plus a 4bbl and headers it was very fun to drive.

 

[10strokin]

DangerRanger83, is this your generic answer to almost every thread in here? "In the end, its just easier to do a V8 swap"? I have seen this answer in at least 5 threads now!!

 

[dangerranger83]

Yes it is. Going to something custom like mega squirt for the fuel system can start out at $330 and work its way well into $700 and thats just the fuel system alone. Now take into account for the internals that have be beefed up and whatnot, you are well above the cost of something as simple as what 85_Ranger4x4 has done and what I am going to do along with many others, a v8 swap.

Or if you wanted to keep it v6, many upgrade from there 2.8, 2.9 to a 4.0 due to its almost bolt in and some wiring and fuel system attention later you have done something that costed a few hundred and the 4.0 bolts up to a 2.8, a.d 2.9 trans, but recommended to use what the 4.0 has behind it.

Above all the aftermarket for, example a 302, is much much greater then that of a 2.8 and 2.9, many upgrades from many name brands to choose from.

A boosted engine gets its power from just that, boost, take it off, its a turd. Tune a N/A engine and thats all you need, the air around you and no help to have the power that was put into it from the begining. Boosting a 2.8 or 2.9 are the only real ways of it having the horse power and/or torque that would get it to a v8 specs.

But in the end, I dont want my truck to sound like a ricer, I want it to have the rumble and feel of a v8. If I want a ricer sound, I will by a Honda and that will never happen.

Its to each his own and how big his wallet is in the end. For me, I had to do everything on a budget, just like my SAS, and my 302 swap will be no different from that.

 

[enginepaul]

Gotta agree with DangerRanger; you can't beat cubic inches for power - horse power and torque.

The reality in the USA is that the 302 is cheap and efficient, with cheap and plentiful after market parts. The only reason to go small v-6 is if there are emission restrictions or other swap legality problems like here in California.

I run my Ranger with the 2.8 and am happy for my daily driver. If I wanted power, it would be V-8.