ESSEX V6 ENGINE
& PARTS LIST
Ref: Description: Price:
01 Standard Reconditioned Engine £ 1395.00
02 Big Engines for Small 3.0 for 2.5 (add surcharge) £ 250.00
03 Modified Stage 1 Engine £ 1695.00
04 Modified Stage 2 Engine £ 1950.00
05 Modified Stage 3 Engine £ 2295.00
06 Modified Stage 4 Engine £ 2595.00
07a Performance Camshafts £ 96.00
07b Performance Camshafts £ 148.00
07c Performance Camshafts £ 265.00
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 : £ 3684.00
Based on Stage 4 Specification : £ 4228.50
ESSEX V6 ENGINE SPECIFICATIONS
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.
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.
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.
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.
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.
07b ‘S.E.V. 62’ Camshaft without our Engine
07c ‘S.E.V. 63’ Camshaft with our engine (made from blank)
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.
Noisier than standard type – but unbreakable.
This is a treatment used in competition cars for strengthening metal.
Con Rods (set of six) Tuftrided
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.
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.
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.
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.
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.)
19b “Full Balance” Extra on all engines.
Heavy Duty Clutches
20b Heavy Duty Clutch Pressure Plate Pre ‘72
20c Heavy Duty Driven Plate
chamber, thereby not allowing the level of the fuel in the float chamber to become higher than its optimum.
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.
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.)
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.
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.
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.
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.
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”.
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.
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.
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)
‘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.