I have a 1976 MPG Mustang II. Everything is basic. It's a 2.3, C3 tranny, with a 6.75 rear end. I was doing some research on the internet and came across a forum discussing the 2.8. Would this be a direct swap, or would there be heavy modifications? I know where a 2.8 in a Mustang II is in a local pull it your self. Any advice?
The 2.8 is straightforward as a swap, but you can't just replace the engine itself.
Everything but the rearend would have to be changed out in the drivetrain (engine, transmission, driveshaft) as would the motor mounts and part of the wiring harness.
If you can grab it all from one car, I'd say do it, but if not, I'd either build up the 2.3 or go "all-out" and do a V8 swap.
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1976 Ford Mustang II Ghia: 302 with a 600cfm Edelbrock carb, Edelbrock Performer 289 intake, Dynomax Blackjack headers, 2.5" exhaust with Flowmaster Super 44s. RJS 11-gallon fuel cell, C4 tranny, chrome 16" pony wheels, fuzzy dice, brown vinyl half-top, and painted in the tackiest color ever (harvest gold, that's why I call it "The Goldenrod").
Also have a 2003 Dodge Ram (lightly modded daily driver/tow rig/office/dining room/home away from home/workshop... I call it "The Big Blue Dawg".)
In a related matter I have a II with the 2.8 V6 and as its been laid up for 15 years or so that engine may not be viable. Getting a replacement here in Europe may be difficult or are those engines the same as was fitted in the various Fords, Granadas, Capris et al of the same period.
As an aside what would be required if I wanted to load it up with a V8 either new or reconditioned and again are they available in Europe or would it need shipping over from the States?
The 2.8L V6 was widely used in Europe, it's where the engines themselves were built. They originated in the Capri.
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1976 Ford Mustang II Ghia: 302 with a 600cfm Edelbrock carb, Edelbrock Performer 289 intake, Dynomax Blackjack headers, 2.5" exhaust with Flowmaster Super 44s. RJS 11-gallon fuel cell, C4 tranny, chrome 16" pony wheels, fuzzy dice, brown vinyl half-top, and painted in the tackiest color ever (harvest gold, that's why I call it "The Goldenrod").
Also have a 2003 Dodge Ram (lightly modded daily driver/tow rig/office/dining room/home away from home/workshop... I call it "The Big Blue Dawg".)
Shouldn't be too hard to find part for then I guess mind you upgrading to a five litre engine might be fun. I guess I'll have to wait and see how the current unit fares. Ive a mate who's an engineer and we're going to take a good look at it in a couple of weeks time.
Shouldn't be too hard to find part for then I guess mind you upgrading to a five litre engine might be fun. I guess I'll have to wait and see how the current unit fares. Ive a mate who's an engineer and we're going to take a good look at it in a couple of weeks time.
The 2.8L in my dad's 1976 Capri sat for 5 years without being run... I simply primed the oiling system, turned by hand a few times, provided a fresh fuel supply (disconnected fuel line that ran from the pump to the tank and ran it to a fresh can of gasoline) dropped a battery in, and turned the key a few times while pumping the gas pedal... purred right to life.
2.8s (especially the German-built ones) are very precise little motors, and if they are cared for, they last a long time, but they're finicky about maintainence due to that precision (need to remember to change the oil ever 3,000 miles like clockwork, and every 3 or 4 oil changes adjust valve lash since it has solid lifters and shaft-mounted rockers.) Only weakness a 2.8 has is it's nylon timing gears, an aftermarket set of metal timing gears makes them extremely durable, and they can rev past 6,000 rpm with no issues.
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1976 Ford Mustang II Ghia: 302 with a 600cfm Edelbrock carb, Edelbrock Performer 289 intake, Dynomax Blackjack headers, 2.5" exhaust with Flowmaster Super 44s. RJS 11-gallon fuel cell, C4 tranny, chrome 16" pony wheels, fuzzy dice, brown vinyl half-top, and painted in the tackiest color ever (harvest gold, that's why I call it "The Goldenrod").
Also have a 2003 Dodge Ram (lightly modded daily driver/tow rig/office/dining room/home away from home/workshop... I call it "The Big Blue Dawg".)
I've a mate up in newcastle who's more of an engineer than me we're going to have a go at getting it to turn over next weekend. I'll let you know what happened.
You need to check out all of the performance parts available for the 2.3 liter. This engine has been in Ford products built in Britain and Europe, Australia and South America. This engine was available in turbo form on the 87 Thunderbird and known as the "Turbo Coupe". It was without a doubt a 5.0 killer.
I think you need to check out Racer Walsh, here in Jacksonville, Fl, his catalog is loaded with performance parts for the 2.3. You are sitting on a very capable engine. He also has transmissions and drivetrain parts that may work on your Mustang II. The web site address is kind of weird because a new site is under construction. racerwalsh.zoovy.com
This guy actually road races Mustangs and Pintos. A lot of Pinto parts fit Mustang IIs. Personally I'd stay with the 2.3. Have you ever seen performance parts for the 2.8? Let me know if you can find any. All the Best, ---Chuck
I have the exact same car. The automatic and rear gears are the killer. I put in a 5 speed from a Turbo coupe and put 3.55's in the rear and it is a lot more fun to drive. Carburation and exhaust help also. I just got my head back from the machine shop. I hope to put it on soon. It has a Ford racing A237 roller cam, big valves and springs and it was decked .040. I have Weber 45 DCOE's to use in place of the Dellorto 40's. I still get 25 MPG with the air on.
In reference to 5.0 parts and engine availability in the UK. You may want to check with the hotrod groups over there. I'm sure that there is someone who specializes in the Ford V8s. I've seen too many beautiful British hotrods with American V8s for there not to be a company that deals in them. ---Chuck
2.8 Swap In A 1976 Mustang II MPG 
