Ref: Description: Price:

01 Standard Reconditioned Engine £ 611.50

02 Big Engines for Small (add surcharge) £ 93.50

03 Modified Stage 1 Engine £ 905.50

04 Modified Stage 2 Engine £ 1070.50

05 Modified Stage 3 Engine £ 1452.00

06 Modified Stage 4 Engine £ 1996.50

(For 3.2 litre Conversions and Prices - See Below)

07a Performance Camshafts £ 59.50

07b Performance Camshafts £ 81.50

07c Performance Camshafts £ 146.50

08 Modified Timing Gears and Keys £ 99.00

09 Steel timing Gears and Keys £ 154.00

10 Tuftriding

Con Rods Tuftrided £ 46.00

Crankshaft Tuftrided £ 80.00

11 Gas Flowed Cylinder Heads

11a Stage 1 £ 253.00

11b Stage 2 £ 292.00

11c Stage 3 £ 378.50

(*Unleaded Conversion - See Panel Below)

12 Decking P.O.A.

13 Performance Exhaust Systems and Manifolds

13a Exhausts : Scimitar £ 193.50

13b Exhausts : Capri £ 266.00

13c Exhausts : Granada £ 339.00

14 Gas Flowed Inlet Manifolds £ 57.00

15 Manual Choke Conversion Kit £ 53.50

16a 38 DGAS Weber Carburettor £ 246.50

16b 40 DF15 Carburettor £ 224.00

16c Triple Carburettors £ 1541.00

17 Steel Main Caps £ 257.50

Air Filters

18 K & N Types From £ 32.00

Engine Balancing

19a Half Balance (Pistons/Rods) £ 69.50

19b Full Balance £ 219.00

20a Heavy Duty Clutch - post ‘72 £ 122.00

20b Heavy Duty Clutch - pre ‘72 £ 143.00

20c Heavy Duty Driven Plate £ 70.50

21 Modified Engine Sump Pan £ 37.50

23 Performance Braking System P.O.A.

24 Suspension Systems P.O.A.

25 Limited Slip Differentials P.O.A.

26 Number Plates £ 20.00

27 ‘Hotstart’ Engine Pre-Heater £ 126.00

28 Electronic Ignition

29 Rolling Road

30 Unleaded Fuel

31 Gearbox Conversions £ 1078.00

32 Braking & Suspension Modifications - Warning

33 Low Compression Turbo & Supercharged Engines £ 144.00

34 Fitting Turbo & Supercharged Engine Add £ 70.50

*Unleaded Cylinder Head Conversion. For Standard and Stage 1 Only. All new exhaust valve seat inserts, all new bronze valve guide inserts.

Exchange Standard Head: £ 287.00

Exchange Stage 1 : £ 397.00

35 Fitting Service

ALL Fords £ 109.00

Fitting - Scimitar / Gilbern £ 126.50

Fitting - TVR / Marcos etc £ 126.50

Fitting - A.C. 3000 ME £ 198.00

Fitting - Automatic GearboxAdd £ 16.00

36 Radiator Testing £ 16.00

37 DIY Fitting

Specialised Engines 3.2 Litre Conversions

Bore : 3.776" (95.93 mm) x Stroke : 2.9098" (73.91 mm) = 3203 cc

Based on Stage 3 Specification : £ 1684.00

Based on Stage 4 Specification : £ 2228.50


All these engines will fit in place of ALL 2.5 or 3.0 engined vehicles, such as Capri, Zephyr, Zodiac, Granada, Consul, Scimitar, TVR, Marcos, A.C. 3000 ME, Gilbern and Kit Car derivatives.

NB. We use only the later type block, from September 1969 onwards. There is a surcharge if an early ‘65-’69 block is exchanged.

01 Standard Reconditioned Engines

All parts immersed in acid ‘bath’, then chemically ‘hot’ washed and cleaned, with all core and oil gallery plugs removed.

Cylinder Head : Completely reconditioned with new valve springs, stem seals, valves, valve guides and head surface ground as necessary. All valve seats re-cut or new inserts fitted as required.

Cylinder Block : Rebored and cross hatch honed. All new core plugs fitted. New matched set of pistons. Mains checked for alignment and ovality. Surface ground where necessary.

Crankshaft : Reground and polished. All new mains and big end bearings.

Con Rods : Checked for alignment and ovality in big end housing.

Camshaft : Reprofiled with new or resized cam followers.

Timing Wheels : New.

Oil Pump an Drive : Fully reconditioned or replaced. All new oil seals and gaskets.

02 Big Engines for Small

Your 2.5 V6 for any of our variants of the 3.0 (as specifications). Simply add the surcharge onto whatever 3.0 litre variant you have chosen. We also do conversions to replace V4 or overhead cam engines in vehicles such as : Capri, Cortina, Consul, Granada, Transit, P100, Marcos, Stag and Land Rover - specifications on request.

03 Stage 1 : As Standard Engine but also including the following :

Cylinder Head : Modified, gas flowed and balanced.

Cylinder Block : ‘Late Type’ overbored to RS3100 spec. Choice of overbore : +20, +30, +40, +60.

Crankshaft : Crack tested and checked for alignment. Reground to bottom limits available, or new. With all new shell bearings and thrust washers.

Con Rods : Checked for alignment. Checked for ovality in big end housing and crack tested. Fully balanced.

Pistons : RS 3100 type. Fully balanced.

Camshaft : 3.1 type, specially selected. New cam followers.

Timing Wheel : New steel, heavy duty type.

Oil Pump : New latest type, with new driveshaft to distributor. All new oil seals and gaskets.

04 Stage 2 : As full Stage 1 specification but including ‘Big Valve’ heads. Further modified ports and matched inlet manifold. Timing gear fitted with modified keyway to give exact valve timing. When using these and DFI 5 carburettor should give (quoting from Ford’s claim in their ‘X Pack’ advertisement) : "...with big valves, heads cleaned up and carburettor used on a standard engine 170bhp..." (Not overbored and balanced as our engine is !).

05 Stage 3 : As full Stage 2, but with SE 2 Camshaft as standard and larger inlet and exhaust valves from standard, as Group One, with either modified carburettor, 38 DGAS, or with DFI 5 carburettor and conversion.

06 Stage 4 : This is our ultimate ‘Fast Road’ engine, modified for strength and power. As Stage 3, but includes : Steel Main Caps, Tuftrided Crankshaft, ‘Decked’ Pistons and Cylinder Block, SE Camshaft, Heavy Duty Clutch.

Additional Parts for Extra Power and/or Strength

Our modified engines are built for normal Fast Road use, with the emphasis on retaining or increasing Torque coupled with an increase on BHP, smoothness and gains in petrol consumption, relative to extra power gained.

Performance Camshafts

Bearing in mind that any good performance camshaft increases BHP but invariably means a loss in torque. The general yardstick is the "higher the lift, the lower the torque". The ‘SEV62’ camshaft develops up to 12 BHP more, depending on application, with only a slight loss of torque.

07a ‘S.E.V. 62’ Camshaft with our Engine

07b ‘S.E.V. 62’ Camshaft without our Engine

07c ‘S.E.V. 63’ Camshaft with our engine (made from blank)

08 Modified Timing Gears

Fitted with modified keyways to give accurate valve timing, including setting up on your engine. On some modified engines, cam and/or modified gears are already included in the price. See specifications.

09 Solid Steel Timing Gear Set

Noisier than standard type - but unbreakable.

10 Tuftriding

This is a treatment used in competition cars for strengthening metal.

Crankshaft Tuftrided

Con Rods (set of six) Tuftrided

11 Gas-Flowed Cylinder Heads

This process involves machining the rough cast from each of the inlet and exhaust ports, also the combustion chambers (where applicable) to achieve better flow to each cylinder.

11a Stage 1 : As specifications

11b Stage 2 : As specifications

11c Stage 3 : As specifications

We can also do lower compression versions of the above heads, for use on Turbo, Supercharged or Low Compression Engines.

12 Decking

Removing metal from piston crown and/or block to equalise piston heights to achieve absolute balanced compressions. Included in some stages of tune (See specifications). P.O.A. Included in Stage 4 Versions.

13 Performance Exhaust Manifolds and Systems

Granada / Scimitar GTE’s and Marcos all have cast iron exhaust manifolds. To use all the power gains possible, it is advisable to fit ‘banana’ type exhaust manifolds. We have had these specially made to our own specification. Otherwise advisable to use SE 2 type camshaft.

Capri I and II: Banana type exhaust manifolds. Made to an improved specification over standard Ford type. Bigger bore and longer equal length pipes.

Zephyr / Zodiac / or Savage type Cortina: Banana type exhaust system not available for these cars. Advisable to use SE 2 type camshaft.

13a Exhaust Manifolds, Banana type for Scimitar

13b Exhaust Manifolds, Banana type big bore for Capri MK I and II

13c Exhaust Manifolds, Banana type for Granada (including special pipes)

Warning : ‘Bananas’ have a sportier noise to them. Also when fitting new Banana branch manifolds to old exhaust system we are as careful as possible, but it may be necessary to change part or all of the system.

14 Gas Flowed Inlet Manifold

All V6 (Included in Stage 2, 3 and 4 specifications).

15 Manual Choke conversion kit.

16 Weber Carburettors

16a 38 DGAS Weber modified chokes and jetted to suit stage of tune, camshaft type and valve sizes, of your choice. Suitable for Stages 1 and 2.

16b 40 DFI 5** Developed initially for Group 1 racing.

**Automatic transmission cars can only use auto choke type carburettors(38 DGAS)

16c V6 Triple Carburettors Kit comprises three twin-choke Weber carburettors, suitably choked and jetted. All linkages with choice of three separate sports type air cleaners, or single air cleaner covering all three, comes with specially made sand-cast inlet manifold. Complete kit fitted and tuned.

17 Steel Main Caps

If triple carburettors are fitted in conjunction with our Stage 2 or 3 engines, it is advisable to have steel main caps (including line boring of main caps) fitted into our engine.

18 Air Filters

Ideal for the increased air flow required on performance engines. Price depending on application.

Engine Balancing

We all know the results of a road wheel that is out of balance. The same applies with individual engine components which, when out of balance, result in stress, vibration and increased wear. By removing metal at certain points, major moving parts can be balanced to fine tolerances. The result is a noticeable increase in power from a smoother engine that runs sweetly with increased economy.

All our modified engines have a ‘Half Balance’, i.e.. the balancing of pistons and con rods. (See specifications). The ‘Full Balance’ also includes crankshaft, front pulley assembly, flywheel and new clutch pressure plate. (Torque driven plate on Automatics.)

19a "Half Balance" Pistons and Con Rods on Standard engines only.

19b "Full Balance" Extra on all engines.

Heavy Duty Clutches

20a Heavy Duty Clutch Pressure Plate Post ‘72 (late)

20b Heavy Duty Clutch Pressure Plate Pre ‘72

20c Heavy Duty Driven Plate

21 Modified Engine Sump Pan

For all engines with dipsticks situated in the front timing cover (Zephyr type sump), advisable to use this sump which is baffled to avoid oil surge.

22 Filter King

A fuel pressure regulator which can be used on standard and tuned engines. Designed to save fuel by regulating the fuel feed pressure to the carburettor float

chamber, thereby not allowing the level of the fuel in the float chamber to become higher than its optimum.

23 Performance Braking System

Consists of competition front pads and rear linings, braided stainless steel brake lines, racing brake fluid.

24 Suspension

Dependant on type of vehicle, but gas-filled shock absorbers or adjustable type shock absorbers, anti-dive kits, single leaf rear springs, negative camber cross members, toughened insulated rubbers, stiffened front springs.

25 Limited Slip Differentials

Dependant on application.

26 Number Plates

At cost price. With your vehicles registration number - then underneath the number, Specialised Engines Stage 1, 2, 3 or 4 as applicable. Price per pair.

27 "Hotstart" Engine Pre-Heater

Ensures instant warmth to interior, immediate window demisting and improved fuel consumption by a claimed 46% on short journeys. Avoids use of automatic or manual choke and improves safety on wet icy roads by eliminating engine racing whilst on choke. Ensures easy starting and reduces engine wear, extends battery, starter motor and exhaust life. (Up to 50% of engine wear occurs during the first few minutes.)

28 Electronic Ignition

Beware, there are some cheap, poorly made versions on the market. Two noted magazines have done full tests on all makes available. At the time the top two were Mobelec and Luminition. In our opinion there are only slight gains up to 4500 rpm, but after this, mainly due to lack of points bounce, it comes into its own, particularly on tuned units. Against this, any failure means a "normal" garage would not, unlike a normal points set-up, be able to fix it. So we advise you to retain the normal

distributor parts and a screwdriver as a "get you home" device.

29 Rolling Road

The July ‘90 issue of Car and Car Conversions made some excellent points on their uses. This bears out what everyone in the tuning business has been saying for years. Basically, ignore the reading, as there are so many variables to consider. Rolling Roads are fine for ‘setting up’ an engine and its ancillaries, provided that the operator is good and that the comparisons are all done on the same ‘road’ and on the same day. Ensure a new engine has done at least 4,000 miles before putting it on a rolling road.

30 Unleaded Petrol

Although we offer converted heads, we consider this a last resort. It involves fitting valve seat inserts which can crack, or worse, drop into the bore, causing severe damage. This usually happens through overheating or if the engine is stressed. It is advisable to retard the ignition by some 3 to 4 degrees, which in turn means losing some engine power. In the circumstances we are advising our customers to wait for L.R.P. (Lead Replacement Petrol)to come onto the market. SHELL have stated that they will be replacing their leaded pumps with this, come changeover. They have already done so in most European countries which have banned leaded petrol. They claim that long term tests have shown that it is a safe and suitable replacement.

31 Gearboxes : 5-Speed Exchange for 4-Speed Gearbox Conversion

All V6 engined cars from 1972/3 onwards. Conversion includes complete 5-speed gearbox, new gear lever etc. plus modifications to the bellhousing gearbox and mounting. Fitting only with our engine. Gearbox guaranteed for 12 months, 12,000 miles. On pre 1972/3 cars with Zephyr type gearboxes, other modifications are necessary at additional cost. Please ring the factory for details.

32 Warning about braking and suspension

As with all our conversions, please ensure braking and suspension are modified to suit extra power.

Do not expect any new engine to perform to the best of its capabilities until it has done at least 4,000 miles. Also the oil and petrol consumption will be greater until the engine has "loosened up".

33 Turbo and Supercharged Engines

For all Turbo and Supercharged engines, we lower the compression ratio. This is in line with all major car manufacturers’ thinking. We can modify the engine as follows : Machining of cylinder heads + pistons, to lower compression ratio.

34 Fitting of Turbo and Supercharged Engines

We strongly advise both tuftriding and balancing to strengthen the ‘bottom end’ of the engine.

35 Same Day Fitting Service

We set our fitting charges at a very reasonable rate. This is to encourage our customers to take advantage of this very important service. We have very few problems with our engines, except when they are fitted or set-up incorrectly by DIY or outside agencies, which can mean more expense and in convenience for you, as the fitting is then not covered by our GUARANTEE. Whereas if we fit it, the fitting and all parts supplied are completely covered by our guarantee. Upon your arrival at 7.30am the engine is allowed to cool, then removal of the old engine proceeds. You are then shown over your new engine, i.e. the block assembly, showing the pistons, bore and crank sizes etc, then the cylinder head, showing valve type, sizes, springs, guides, seats and gas flowing of chambers and ports as applicable.

Every Engine is completely Hand Built and is

the Sole Responsibility of One Engine Builder

By 9.30am your ‘old’ engine has been removed. We then ask you to inspect and decide for yourself if you require replacement of any parts, such as clutch, engine mounts, thermostat, hoses etc. If you are uncertain of what you are looking at, we will show you a new part to compare condition.

36 Radiator Testing

The radiator is sent away (unless new) and is tested under pressure to clear sediment, check rate of flow, repair minor leaks and finally resprayed.

Your new complete engine is then fitted including all nessacery gaskets etc. Fully tuned and then road tested. N.B. our engines do not inclued ancillaries such as clutch discs, clutch plate, bearing engine mounts, hoses, clips, plugs, points, etc. These are decided by you the customer at the time the engine is removed. (it may be the car has already had some new parts fitted)

37 DIY Fitting

‘Don’t bite off more than you can chew’ as the Bishop said to the Actress !

‘Have you got the right tool for the job ?’ as the Actress said to the Bishop

Keep everything clean. Use plenty of oil - as Specialised Engines say.

Leave plugs out when first turning the engine over - this will help your ‘old battery and starter motor’ against the new, tight engine. Fill the oil filter with oil, prime it. Set tappets before adjusting time (using a timing light). Read further instructions on the front and back of the engine receipt. PROBLEMS ? STOP ! RING US ! We are here to help you. It is part of the guarantee that you bring the car back to us, for its first service.

Finally - don’t fit it yourself. "We can make a much better job of it and at a reasonable price !" As the Actress said to the Bishop.