Cortina Mk3 coupe driveline specs. (xtaxi please help)

[Anonymous]

What sort of manual gearbox would most likely be found in an english 2.0 litre mk3 cortina coup?

4 or 5 speed? And whats it like? What can it handle power wise? Does it respond well to strengthening? Any idea on the ratios?

And the 2.0 litre. Is it the same one found in escorts and cortinas over here? What sort of power does it make stock? What sort of carb set up has it got. How much does it weigh? Any other info?

Will the cosworth-sierra dohc twin cam turbo head bolt straight on?

And with regard to the diff. Is it safe to assume it would be the type B Salisbury unit running either 3.45:1 or 3.75:1 (as xtaxi noted in other diff thread).

What would these mk3 coupes be like to drive stock? How would they compare to driving my precrossflow 250 3 speed auto, 2.77 diff tc cortina? Similar or would they be slugs (well moreso than my tc is now) or would they be better?

How would fuel economy compare?

Thanks for the info as I am really quite very extremely interested in these cars.

 

[xctasy]

Oh goodie. I get to slobber, drool, and ramble again!

Cortina 2drs!

They had the stock European Taunus/ TC Cortina bits under them.

The 2.0 Pinto OHC engine is a classic. You can dump a 2.3 Volvo 16 valve head on them, rob an RS500 and drop a Cossie head on it, or dump a set of 45 Dellortos and get a streetable 160 hp. 48's give 180 hp. A stock 500 cfm Holley with the right cam, 170 hp. A turbo, 200 to 450 hp.

It's nothing to run low 14's without a twin cam head or turbo. David Vizard covers the huge potential of these Pinto OHC engines.

One they they don't have is torque. Even with a turbo, and certainly not with a 16 valve head.


The Pommy Cortinas we had here, TD/TE/TF, were just the same underneath. They call them Mk3, Mk 3 Facelift (your TD) Mk4 (your TE, but still with the crook suspension from the TD), Mk5 (contention is that they were a Mk4 Facelift, most English don't call them Mk5).

There were 2 door versions in all model years, (1970 to 1983 ) they weren't exactly common, but there were many sold in Europe and Britain.

The drive train is just pre 1972 TC Cortina, with a gearbox only fit for a 3.0 V6 or 3.3 without a turbo. A weak 302 may live if you add the super rare Capri LSD centre. Diff isn't super strong, the TC sixes BW78 is needed to sucessfully place the power down. There are 1.6 ohv, 1.6 ohc, 2.0 V6, 2.3 v6, 2.5V6 (South Africa) and the more common 2.0 ohc engines. The Argentine Ford Taunas SP4 and 5 were based on the German Ford Taunas, but ran 2.0 or 2.3 ohc engines. The ME and SP 221 engines were never dropped into the body at all.

The IFS on all pre Mk4's is squishy and lousy. A Hyundai Stella front end, with power steering and a set of heavy coils and strong stablizer bar, and adjustable castor kit, which was standard, makes it much better. The Kiwi Cortina Mk5 V6 front end bolts right on in, and has softer springs with proper negative camber and good shockies.

Aussie TC/TD six cylinder suspension is tough, and with after market springs and some reworking to accomdate the stronger bushes, you can fit it.

A tip I have is to use the US and pre XY 200 or 221 engine. Then you could shove a six in the 2-door body, without having to cut up the firewall and front radiator suport. The massive weight saving puts the 221 lighter than the 3.0 Essex V6, with the 200 a similar weight to the 2.3 V6.

The Aussie 200 and 250 engines kill TC/TD handling unless you go to a new camber kit with adjustable eccenetrics, a set of good bushes, and some tigher springs with good shocks and taller Saab-style tyres. I'll never knock a TC 6, a great car, but pretty tragic in the wrong hands.

It possibly didn't make much snese, but it sure felt good talkin' to ya!

 

[Anonymous]

Hey X not meaning to burst your bubble or anything

Its just about the volvo head swap
This head that you refer to is the B234F head from the 740GLE and will not fit the 2000cc pinto block as bore spacing is different

However this head will fit the US 2.3 block that is found in 4cyl mustangs and Xr4ti Sierra's it is 20mm bigger than the pinto in all ways

This swap is on my "things to do list" and I have one of these US 2.3 engines
It was purchased new from Ford some years ago and has been on a stand waiting for a home

I just thought I better say somthing befor someone spends $600+ on a volvo head for their 2ltr pinto

 

[xctasy]

Good boy! 600 bucks buys a lot of beer too!

 

[Anonymous]

Good boy! 600 bucks buys a lot of beer too!

Yes you are a very wise oracle!

 

[Anonymous]

Thanks for the info xtaxi. I knew ya'd come through. lol

This ohc 2.0 litre pinto sounds like a real ripper. Its really got me thinking!

Interesting about the 221 engine. How does that compare with the 2.0 litre weight wise? How about power potential wise assuming LPG turbo?

Do you think these 2.0 OHC Pinto engines would work well with a straight LPG Turbo set up consisting of twin converters, gas research carb, custom intake plenum, intercooler, etc?

That 450hp figure you mentioned earlier sounds very inviting.

What HP do you think you could get to with the cosworth head on LPG Turbo?

But just going back to the stock manual gear box, would it be a 4 or 5 speed?

What other manual boxes would work well with the 2.0 pinto? Supra turbo 5-6 speed perhaps?

Thanks again.

 

[Anonymous]

Im sure they would be fitted with the same 4spd as our escort's and 4cyl cortina's

If its a 5spd they would be a T5 that was used behind the 2.3 and early 2000cc sierra's, I dont think they got the type 9 that was fitted to the cosworth

 

[xctasy]

Box 1: The base model 2-door with Kent ohv or Pinto 1600 had the English Dagenham Hummer/105E gearbox, a close ratio number like the Mk 2 Cortina had.

Box 2: The 2.0 got the single rail Pinto gearbox, basically like the Borg Warner 4-speed box used behind the Aussie Cortina, 200B, Corona rwd. It's okay to about 205 lb-ft, then it runs main shafts. The 2.3 and 2.6 V6's ran this. It has TE Cortina ratios in the 2.0 and 2.3 four cylinder and V6 versions. 3.65, 1.97, 1.36, 1:1. The 2.6 V6 ran the Capri 2.8/2.8i and Granada ratios, 3.18, 1.93, 1.31, 1:1. This is no BW Single Rail like the sixes used, and it wont cop the mustard if hit on.

The later German Capris ran this.

Box 3:There is also the bigger MK3 Zephyr based Dagenham used in Capri's with the Essex V6. It was used in US Mustangs, Reliant Scimitars, 3.0GXL's and 3000GT's. No 2-dr Cortinas ran this. The box was used in many 272 and Y-block had rods in New Zealand, and if looked after, can take a pounding without breaking. The US Mustang version may not have bee the same as the later Capri version.

Box 4: In 1983, the Sierra got a new 5 speed conversion to the Pinto gearbox. It was not the T5, it was an N9, or something. Just a 3.65, 1.97, 1.36, 1:1. gearbox with a 0.79 overdrive. Found on 1.6, 1.8, 2.0 and 2.3 Sierras (and Capri's until 1987). The 2.8 version had closer ratios, and was found only in Capris and Granadas.

Box 5: In 1985, the Merkur XR4Ti got the Mustang SVO 2.3 T5. This was later incorporated into the Sierra Cosworth and RS500. It is super rare.


The reality is if you get a 2-dr Corty, it will have a 105E or Pinto gearbox. Either won't like being bashed around.

 

[Anonymous]

The reality is if you get a 2-dr Corty, it will have a 105E or Pinto gearbox. Either won't like being bashed around.

I thought that might be the case. Plus, being a 4 speed I'd have bailed it anyway. I'm thinking of using a supra turbo 5 or 6 speed. Or is there a better box I'm overlooking?

Thanks for the info.