v8 capri projects!
Discussion
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I'd be surprised if you can get the DOHC lump in there its ruddy enormous.
As for sorting an exhaust you may find it easier to do what TVR do and instead of hugging the block the exhaust manifolds are swept forward and then joined together into a single pipe which then meets up with the exhaust system under the car.
Whats the issue with the ECU?
As for sorting an exhaust you may find it easier to do what TVR do and instead of hugging the block the exhaust manifolds are swept forward and then joined together into a single pipe which then meets up with the exhaust system under the car.
Whats the issue with the ECU?
I am currently fitting a 4.6 DOHC Cobra to my Mk3 Capri. Must admit, with the std headers, the exhaust does not appear to be an issue. As far as the ECU is concerned, drop me an e-mail as i have a number of a guy who may be able to help. I am planning on using the stock ECU which came with the motor (along with PATS module and remote security), it is brand new, but will need setting up on the computer once installed.
After an initial trial fit of the motor, whilst it does physically fit, there are some issues.
1. Remote oil filter is needed (not major)
2. Cross member may need to be modified and or aftermarket sump (moroso)
3. Poss remote brake servo.
As i get further into it, there may be other issues, but the major one at the minute is the steering. Mine currently has the std capri power steering which looks as if it will cause clearance issues with the motor. May have to go to manual rack, with electric assisted column (Corsa).
ah hello! atleast somebody is also trying it! ive been getting ridiculous quotes for manifolds, so the std headers dont foul the rack? thats good news! is there much work involved fitting the corsa rack then? ive heard of it. i have been talking to emerald and megasquirt for systems but they all try to remove the coil on plugs for ht leads and also dont require the mass air flow meter which i dont have!. the engines a rear bowl sump so with a little crossmember chopping it should just about fit in then? im not planning on using the air con pump will that help with clearance on the steering rack? ive been collecting the parts but not tried dropping it all in yet, ive picked up a new alu sierra cosworth radiator to replace my old audi 100 item which was knackered! what are you using? so are you planning on using the capri axle? im using the mustang box aswell, did you get all your ecu and parts in the uk? as i only have the engine and box at the moment. thanks for the replies
Do you really need the DOHC motor? It's really wide, and unless you're going to spend a lot building it, you can get fatter power and torque from the SOHC unit with a blower sitting in the V.
I've got the two-valve engine in my MG ZT400 (it's a ZT 260, but hasn't got 260 bhp any more) and a nice twin-screw blower sitting where the plenum and throttle body used to be. That'd be mental in a Capri - you'd need plenty of chassis strengthening and axle bracing IMO...
The two-valve engine is considerably easier to fit, though I guess the Capri has a substantial engine bay compared to lots of cars.
If you have the mount the four-valve much further forward to make it fit, then you're going to notice the weight as the engine is not light... definitely try to mount it as far back and low as you can.
I've got the two-valve engine in my MG ZT400 (it's a ZT 260, but hasn't got 260 bhp any more) and a nice twin-screw blower sitting where the plenum and throttle body used to be. That'd be mental in a Capri - you'd need plenty of chassis strengthening and axle bracing IMO...
The two-valve engine is considerably easier to fit, though I guess the Capri has a substantial engine bay compared to lots of cars.
If you have the mount the four-valve much further forward to make it fit, then you're going to notice the weight as the engine is not light... definitely try to mount it as far back and low as you can.
y282 said:
what's the power predicted from this type of v8 when fitted?
If you're referring to my car, it's got 400 bhp and 420 lb ft torque. It's a 4.6 two-valve Ford V8 with a Kenne Bell twin-screw supercharger with in-manifold intercooler. This sort of intercooling doesn't sound particularly effective to me, but it's not running vast boost and the twin-screw type is more efficient than a Rootes-type so it probably doesn't need as much charge cooling. The benefits are primarily packaging from the looks of it - the entire intake manifold, intercooler and blower all sit within the V of the engine with the blower being the highest part of the kit, a few cm taller than the original engine. No body modifications were needed to my MG ZT, but it's not a Capri so irrelevant to this thread.However the engine is a lot more compact than the DOHC unit, and with better pistons and rods, you can use a smaller blower pulley for more boost and a safe 550 bhp (and presumably the same torque, since the engine doesn't really rev to much past 6000 rpm so it's peak torque is around 5252 rpm
). No new crank / cams / valves required.Kenne Bell's website has big American claims of 850+ bhp so I presume this basically means the 2.1 litre twin-screw supercharger can flow enough air for 850 bhp. However you're going to need an expensive bottom end build for that.
I'm going primarily on trust here (of what my engine builder claims), but it's nice to think that the stock crank is good for 550 bhp and 550 lb ft. Only having to change rods and pistons is fairly cheap - it's when you get into custom crankshafts etc. that things start getting really expensive...
The power delivery from my engine is great too, nice flat torque curve. Unless you're racing in a series where forced induction isn't permitted, I'd take a supercharged 2-valve Mustang engine over the DOHC lump any time - most British cars simply aren't wide enough to get the DOHC in comfortably....
hello yeah the sohc is narrower but its getting the steering and exhaust all fitting in thats the challenge, not the heads on the inner wings. the engine isnt a standard dohc, its a sean hyland built motor with fr500 racing heads the same as the ford gt, uprated cams and springs, bored to 5 litre with uprated pistons and rods. it puts out 450hp and 500lbs of torque already so i dont need all the superchargers and intercoolers taking up more space so its a little simpler. i will get some pictures as soon as poss. cheers.
Why is the ecu difficult ? If anything, that should be the easiest bit !!! Just pick one and use it.
DTA S80 would work perfectly. I cant see why the other brands of ecu would want you to ditch the COP ? Why are they incapable of retaining this feature ?
Dont forget to post a few pics.
DTA S80 would work perfectly. I cant see why the other brands of ecu would want you to ditch the COP ? Why are they incapable of retaining this feature ?
Dont forget to post a few pics.
seanhylandcapper said:
hello yeah the sohc is narrower but its getting the steering and exhaust all fitting in thats the challenge, not the heads on the inner wings. the engine isnt a standard dohc, its a sean hyland built motor with fr500 racing heads the same as the ford gt, uprated cams and springs, bored to 5 litre with uprated pistons and rods. it puts out 450hp and 500lbs of torque already so i dont need all the superchargers and intercoolers taking up more space so its a little simpler. i will get some pictures as soon as poss. cheers.
You're getting 500 lb ft torque from a nasp 5 litre Ford V8? That's hugely impressive, and if you're only getting 450 bhp then presumably you can't rev it past 5500 rpm or so? Seems an odd number combo to me.Anyway if you don't need the blowers then that motor of yours must flow incredibly well - and getting the exhausts in will be crucial, I guess that compromising on the exhausts could lose you a LOT of power since without forced induction you're counting on that incredible flow (near 100 bhp/litre on these engines without blowers is impressive)...
You dont need 8 coil outputs, although the DTA does have them
All you need is 4 outputs as you can fire the coils in wasted spark format, but still retain 8 coils.
I'd recomend the DTA S80 though....obviously, as I'm using one lol
Should be very easy to setup for the Ford too, as I imagine it uses a basic trigger pattern on the crank. All you would need is the crank trigger. Cam could be used, but it isnt essential.
All you need is 4 outputs as you can fire the coils in wasted spark format, but still retain 8 coils.
I'd recomend the DTA S80 though....obviously, as I'm using one lol
Should be very easy to setup for the Ford too, as I imagine it uses a basic trigger pattern on the crank. All you would need is the crank trigger. Cam could be used, but it isnt essential.
ok thats news to me, still trying to learn how all the ecu stuff works. i was looking into the original cobra mustang components and a full loom and ecu and most of th bits an bobs like mass air flow etc can be had for not a lot of money at all but i didnt know if it would restrict the engine as its been reworked a fair bit, didnt know if it would be cheaper to remap a mustang ecu system than build an aftermarket system like the s80 which i imagine it doesnt even use the mass air flow does it!?
thanks again for the info.
thanks again for the info.
From a simplicity point of view, I'd use the DTA over the factory ecu.
No doubt it can be tuned, after the purchase of suitable software, but by time you f
k about with that and wiring etc....the DTA would just be easier.
And no, the DTA will not retain the use of an airflow meter, which again will simplify the installation.
No doubt it can be tuned, after the purchase of suitable software, but by time you f
k about with that and wiring etc....the DTA would just be easier.And no, the DTA will not retain the use of an airflow meter, which again will simplify the installation.
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