Cologne V6 2.4 and 2.9 Granada , Sierra

 

2.9 Litre V6 Engine & Parts

 

Directory & Prices

Description Price

01 Standard Reconditioned Engine £ 899.00

02 Modified Stage 1 £ 1263.00

03 Modified Stage 2 £ 1537.00

04 Modified Stage 3 £ 1983.00

05 3.0+ Conversion Stage 1 £ 1924.00

06 3.0+ Conversion Stage 2 £ 2002.00

07 3.0+ Conversion Stage 3 £ 2621.00

08 3.1+ Conversion Stage 1 £ 2305.00

09 3.1+ Conversion Stage 2 £ 2562.00

10 3.1+ Conversion Stage 3 £ 3000.00

11 Deposit Required On All 3.0+ and 3.1+ £ 113.00

11a Low Compression Versions Add £ 80.00

12 Big Engines For Smal l

13 Your 2.4 V6 for 2.9 Add £ 780.00

14 Performance Camshafts

15 ‘Fast Road’ cam with our engine £ 76.50

16 ‘Fast Road’ cam without our engine £ 107.00

17 ‘Fast Road’ cam outright £ 154.00

18 Modified Timing Gears £ 45.00

19 Tuftriding

20 Crankshaft Tuftrided £ 91.00

21 Con Rods Tuftrided (Set of 6) £ 54.50 

22 Gas Flowed Cylinder Heads

23 Stage 1 £ 307.50

24 Stage 2 £ 425.00

25 Engine Balancing

26 Half Balance (Pistons/Rods) Standard Engine Only £ 58.00

27 Full Balance All Engines £ 241.00

28 Heavy Duty Clutches

29 Heavy Duty Driven Plate £ 76.50

30 Heavy Duty Pressure Plate £ 134.00

31 Decking P.O.A.

32 Carburettored Engines Only

33 Modified Weber Carburettor Kit £ 286.00

34 Modified Weber Carburettor Auto Choke £ 286.00

35 Air Filters

36 Price Depending On Application From £ 32.00

For 3.2 to 3.6 litre conversions see end of price list

37 Performance Exhaust Manifolds and Systems

38 Exhaust Manifolds P.O.A

39 Exhaust Systems P.O.A.

40 Exhaust Manifolds P.O.A.

41 Exhaust Systems P.O.A.

42 Exhaust Manifolds P.O.A.

43 Exhaust Systems P.O.A.

44 Fitting – Dependant on Application £ 35 to £ 48.50

45 Performance Braking System

46 Performance Braking System Kit £ 193.00

47 Performance Braking System Kit – Fitted £ 223.00 

48 Suspension Systems £ P.O.A 

49 ‘Hotstart’ Engine Pre-Heater

50 ‘Hotstart’ Engine Pre-Heater £ 139.00

51 ‘Hotstart’ Engine Pre-Heater Fitting £ 35.00

52 Modified Warm-Up Regulator(s)

53 Regulator £ 153.00

54 Vacuum Assisted Regulator £ 217.00

55 ‘Specialised Engines’ Number Plates Per Pair £ 21.00

56 Same Day Fitting Service Standard Stage 1, 2 & 3

56a Manual Gearbox £ 165.00

56b Automatic £ 183.00

56c 4×4 (Car Required for 2 Days) £ 207.00

56d Fitting Charges for 3.0+ & 3.1+

56e Manual Gearbox £ 197.50

56f Automatic Gearbox £ 217.00

56g 4×4 £ 239.00

57 Radiator Testing £ 17.50

58 Do-It-Yourself Fitting

59 Unleaded Fuel

60 BHP and Torque Figures

61 Rolling Road

62 ‘Fast Ford’ Road Test

 

2.9 Litre V6 ENGINE & PARTS LIST

 

3.2 Conversion

Specification as Stage 3.0 – 3.1+ (See Ref 10)

In Addition : Block overbored to 96mm. With heavy duty, modified and balanced pistons.

Crankshaft stroked to 73mm. Con-Rods modified and balanced, with fully floating gudgeon pins.

PRICE : £3448.50

 

3.5 & 3.6 Conversion

When we first produced the 3.0 – 3.1+ conversions in 1988, our main concern was for reliability and smoothness, closely followed by improvements in both torque and BHP, aligned with reasonable fuel consumption and price. All this equal a good fast road car -not and unreliable ‘cammy’ and ‘juicy’ semi-race type.

We believe we achieved all our aims.

In developing the 3.5 – 3.6 range, we hoped for similar gains. Initially we tested three ‘stroker’ crankshafts of 84, 85 and 86mm, with various bore sizes.

All gave considerable gains in torque, but small, rather disappointing gains in BHP compared to 3.0+ and 3.1+ engines, due to the restrictions imposed by the standard electronic fuel injection system (EFI) used by Ford. Although with carburettored or earlier Bosch type injection systems, BHP is improved.

We can supply a remapped addition to the EFI system at an extra cost of £200.00 + VAT (Fitted).

We have found that a stroker crankshaft of 84.32mm, with a choice of bore sizes as above giving 3.5 to 3.6 litre is the most reliable and fuel efficient of these conversions.

ENGINE PRICED FROM : £3879.00

 

2.9 LITRE V6 ENGINE SPECIFICATIONS

All these engines will fit in place of ALL 2.9 engined vehicles, such as Capri, Cortina 2.3, Granada, Sierra, Scimitar, TVR, Panther, Kit Car derivatives.

01 Standard Reconditioned Engines

All parts immersed in acid ‘bath’, then chemically ‘hot’ washed and cleaned.

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, seals and gaskets. (Genuine Ford parts)

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

Camshaft : Reprofiled with new or resized cam followers.

Oil Pump : Fully reconditioned or replaced.

 

02 Stage 1 : As full reconditioning process, also includes the following.

Cylinder Head : Modified and fully gas flowed with matched set of valve springs.

Cylinder Block : Rebored to 0.030″. Each bore cross hatch honed to exact size of each individual piston, each ring gapped and graded to each individual piston and bore.

Crankshaft : Reground to bottom limits available, with matched set of mains and big end shells.

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

Camshaft : New specially selected. New cam followers.

Oil Pump : New latest type.

 

03 Stage 2 : As full Stage 1 specification but including big valve heads, inlet valve size 44.5mm, exhaust valve size 38mm. Cutting and throating of valve seat areas to accommodate bigger valves. Further matching of ports and matched inlet manifold.

Camshaft : ‘Fast Road’ for gains in BHP or ‘blueprinted’ cam for maximum torque (for use in towing, for example).

Note : New solid lifters used with modified camshaft.

Timing Gears : Fitted with a modified dowel to give exact valve timing.

 

04 Stage 3 : As full Stage 2 specification but including decked pistons and block, for ultimate balance of compressions.

 

3.0+ CONVERSION

This conversion, based on the 2.9 litre engine, will fit in place of any 2.4 or 2.9 V6 engined car such as : Granada, Sierra, Scimitar, TVR, Panther or Kit Car derivatives.

 

Specifications as per our 2.9 Stage 1, 2 and 3 engines, but including the following :

Cylinder Block : Overbored, with larger capacity modified pistons, which are balanced.

Crankshaft : Stroked and modified to give an overall capacity of 3042cc. Heavy duty ‘Big End’ shells.

 

05 Price to Stage 1 specification

06 Price to Stage 2 specification

07 Price to Stage 3 specification

 

3.1+ CONVERSION

 

Specifications as per our 2.9 Stage 1, 2 and 3 engines, but including the following :

Cylinder Block : Overbored, with larger capacity modified pistons, which are balanced.

New Crankshaft : Stroked and modified to give an overall capacity of 3124. Heavy duty ‘Big End’ shells.

 

08 Price to Stage 1 specification

09 Price to Stage 2 specification

10 Price to Stage 3 specification

 

11 Deposit Required on all 3.0+ and 3.1+ engines as these are only built to order.

 

11a We can also do Low Compression versions of all the above, for use on Turbo, Supercharged conversions.

 

12 Big Engines for Small

13 Your 2.4 V6 for any of our variants of the 2.9 as per specifications. Simply add the surcharge onto whichever variant you have chosen. You will also require Carburettor, Distributor and Inlet Manifold. Prices for these on application.

 

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.

14 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”. Our ‘Fast Road’ camshaft develops up to 12 BHP more, depending on application, with only a slight loss in torque.

 

15 ‘Fast Road’ Camshaft with our Engine

16 ‘Fast Road’ Camshaft without our Engine

17 ‘Fast Road’ Camshaft outright (made from blank)

 

18 Modified Timing Gears

Fitted with our modified dowels to give accurate valve timing, fully set up and tuned on your engine.

On some modified engines, cam and/or modified gears are already included in the price. See specifications.

 

19 Tuftriding

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

20 Crankshaft Tuftrided

21 Con Rods Tuftrided (set of six)

 

22 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.

23 Stage 1 : As specifications

24 Stage 2 : As specifications

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

 

25 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.

 

Balancing

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).

26 “Half Balance” Pistons and Con Rods on Standard engines only

27 “Full Balance” All engines

 

28 Heavy Duty Clutches

29 Heavy Duty Clutch Driven Plate

30 Heavy Duty Clutch Pressure Plate

 

31 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).

 

32 Carburettored Engines Only

It is advisable to fit a modified Weber carburettor and inlet manifold, if you have a standard carburettor fitted, to allow the engine to ‘breathe’ and so make use of the extra power offered. Specially jetted and choked to fit whichever engine size of state of tune required.

33 Modified Weber Carburettor – Kit 38 DGAS

34 Modified Weber (Auto Choke) – Kit 38 DGAS

 

35 Air Filters

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

 

37 Performance Exhaust Manifolds and Systems

“Group N” racing free flow, big bore exhaust manifolds and systems which give useful gains in power. Prices depending upon application.

 

38 Exhaust Manifolds

39 Exhaust Systems

40 Exhaust Manifolds

41 Exhaust Systems

42 Exhaust Manifolds

43 Exhaust Systems

44 Fitting : Price depending upon application.

Manifolds and systems may be available for other models.

45 Performance Braking System

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

47 Fitted

 

48 Suspension

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

 

49+50 “Hotstart” Engine Pre-Heater

 

51 Fitted.

 

52 Modified Warm-Up Regulator(s)

Ideal with any modified engine, giving improved fuelling throughout the engine rev. range. Recommended with 3.0+ and 3.1+

53 Warm-Up Regulator Price

54 Vacuum Assisted Regulator

 

55 Number Plates

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

 

56 (A to G) 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.

57 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 necessary gaskets etc. fully tuned and road tested.

Advice on Braking & Suspension

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

Warning

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”.

Our engines do not include ancillaries, such as clutch disc, 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 that the car has already had some new parts fitted.) So please allow extra for anything required.

58 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.

 

59 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.

 

60 BHP and Torque Figures

Beware excessive claims ! In the July ‘90 issue of Car and Car Conversions’ there was an article headed “CVH Shootout”. One demonstration engine produced just 112 BHP, yet it was – and still is – claiming 150 BHP. Another claiming 140 BHP registered 122 BHP !

 

61 Rolling Road

The same 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.

 

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