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Performance parts for a ford Essex V6


J2Racing
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I know all abouy the cam gear that is an easily fixed problem. Sure I've seen these motors knock the heads clean off the block. But what engine doesn't have problems. Sure I could fit a jappa. But then why go to the hassle I could just buy a jappa

As for the pinto. Only two things come two litres. Milk and juice.

We should have a grude match once its running. Your 3L capri vs my 2L escort van :twisted:

Having said that not many other engine will take the abuse thay will. No essex will valve bounce half the day and still come back for more.

Horse for course. If you want to win the traffic light drags go the jappa. If you want to cruise in 70s style it's essex all the way.

It was obvious that you had already decided to go that way that's why I didn't bag the essex from the start. Also your resale value is far better than a japper powered capri.

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As for the resale vale of a jap power capri. Now thats 2c worth

who seriously builds a car in the pursuit of resale value?

I do it for my own enjoyment, not some other knobjockey 2 years down the track.

I did twice, but thats because I couldn't afford to build them how I wanted.. But got enough to atleast build one now :lol:

^ Fully ruined that for you lol. But agree with the closed minded fwd is crap shit.. Fuck I got over that when I was 15

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horses for courses..... the latest generation diesels do very well.

and.... again.... apples to apples....

Yes and again compairing apples with apples why is a modern 2L engine like the SR piss on a Modern 2L diesel?

why compare a 2 ltr sports car engine to a 2 ltr ute engine?

Because diesels make more torque, petrols make more HP and petrol engines are faster.

one has 200hp and 150nn

the other 175hp and 200mn (figures pulled out of my arse)

That's not compairing apples with apples there is a 25% change in torque and a 12.5% change in HP which means the torque change is going to effect the out come twice as much as HP.

Rather than using numbers that have been near anyones arse lets use maths :wink:

Power (hp) = Torque (ft-lb) * RPM / 5252.

Power is also force * velocity, specifically: hp = Force (lb) * Velocity (MPH) / 374

The force is the sum of the longitudinal forces at the contact patches of the two driven tires.

P = F * V ...rearrange to get F = P / V ...

that means that you get the maximum force pushing the car if you maximize your *Power* at any given velocity. Shift to maximize engine POWER, not engine torque!

So if you did have your 2 Mk3 Gotina's and 1 was 200hp and 150 lbs/ft the other was 150 HP and 200 lb/ft the 200HP would win.

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horses for courses..... the latest generation diesels do very well.

and.... again.... apples to apples....

Yes and again compairing apples with apples why is a modern 2L engine like the SR piss on a Modern 2L diesel?

why compare a 2 ltr sports car engine to a 2 ltr ute engine?

Because diesels make more torque, petrols make more HP and petrol engines are faster.

one has 200hp and 150nn

the other 175hp and 200mn (figures pulled out of my arse)

That's not compairing apples with apples there is a 25% change in torque and a 12.5% change in HP which means the torque change is going to effect the out come twice as much as HP.

Rather than using numbers that have been near anyones arse lets use maths :wink:

Power (hp) = Torque (ft-lb) * RPM / 5252.

Power is also force * velocity, specifically: hp = Force (lb) * Velocity (MPH) / 374

The force is the sum of the longitudinal forces at the contact patches of the two driven tires.

P = F * V ...rearrange to get F = P / V ...

that means that you get the maximum force pushing the car if you maximize your *Power* at any given velocity. Shift to maximize engine POWER, not engine torque!

So if you did have your 2 Mk3 Gotina's and 1 was 200hp and 150 lbs/ft the other was 150 HP and 200 lb/ft the 200HP would win.

bla bla bla bla

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ok, so i cbf doing the maths

fact is torque is more important.

if its not then theres quite a lot of race engine builders out there doing it wrong :shock:

also for the budget minded builder torque is better, as a high HP engine is usually peaky, needing exspensive ratio changes to make use of it.

just go ask WRC, NASCAR, etc etc

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bla bla bla bla

Ok so you don't have the brain capacity to understand basic physics I'll dumb it down a bit....

Torque and power are (almost) flip sides of the same coin. Increasing the torque of an engine at a particular RPM is the same as increasing the power output at the same RPM.

Power is just as useful and relevant in determining vehicle performance as is torque. In some situations it's more useful, because you may not have to play with gear ratios and a calculator to understand what's going on.

A car accelerates hardest with gearing selected to stay as close as possible to the engine *power* peak, subject to the traction capability of the tires.

Not all cars should be shifted at the redline for maximum performance. But it's true for many cars. You can determine optimal shift points by graphing horsepower vs. velocity or transmission torque vs. RPM. Engine torque alone will not determine shift points.

FACTS=FAST

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ok, so i cbf doing the maths

fact is torque is more important.

Fact is neither is more important they are are depantant on each other because Power (hp) = Torque (ft-lb) * RPM / 5252.

HP is a more usefull measure as it negates the gearing calulations.

also for the budget minded builder torque is better, as a high HP engine is usually peaky, needing exspensive ratio changes to make use of it.

Absolutly, I always go for torque for street cars, if you read Pies "spluttering 18r" thread you'll see that I'm got flamed for saying I'd rather have a 200hp daily driver than 500HP for drivability.

just go ask WRC, NASCAR, etc etc

Those classes are runnng restrictor plates so they have to maximise their torque curves because the restrictor is limiting the air flow at peak HP.

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Ok compairing apples with apples: Pinto 2L, essex 3L both worked to shit the whole extra litre of displacement netts about 20-30 HP.

The 2L pinto has an SG iron fillet rolled crank, the essex is prone to crank problems.

did anyone mention that a pinto has 5 main caps with an unbreakable crankshaft and the essex has only 3 mains and loves to jump out of bed?

I would also choose the pinto if I wanted to keep it period..

but here is a good read on the essex i found:

http://www.geocities.com/zephyr_mark4/essex.html

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