1972 Ford Capri 1600 GT - Improving exhaust note - Vinnie

The stock exhaust currently is quiet and 'boring'. Would like to hear the crossflow Kent engine while driving, hopefully lower pitches, not harsh.

The rest of the exhaust is stock and no engine mods have been done.

Has anyone any experience fitting a Cherry Bomb or a Profusion ProBomb to a Capri or Cortina please?

Thank you.

Vinnie.

Edited by Vinnie on 28/09/2017 at 19:51

1972 Ford Capri 1600 GT - Improving exhaust note - gordonbennet

You might have more aural pleasure fitting a K&N type air filter, so you can hear the twin choke (assuming this is fitted) Weber doing it thing.

Modern thin stainless systems tend to be tinny and booming, is a stock system from a 2 litre a possible, might be a bit larger bore.

1972 Ford Capri 1600 GT - Improving exhaust note - jc2

A 1600GT was a OHC(T88) not a Kent.

1972 Ford Capri 1600 GT - Improving exhaust note - RT

Depends on when in '72 it was built - the original mk1 Capri used a Kent OHV 1.6, only moving to the Pinto OHC 1.6 with the '72 facelift.

1972 Ford Capri 1600 GT - Improving exhaust note - Vinnie

Dear gordonbennet,

thanks for your thoughts. K&N says that it increases airflow so I tried running car with no filter on the 32/36 Weber.. Not much improvement or that pleasing either. Perhaps the K&N improvement is in the casing geometry as well?

Must admit I hadn't considered a 2litre box......

Thanks again, Vinnie

1972 Ford Capri 1600 GT - Improving exhaust note - gordonbennet
Must admit I hadn't considered a 2litre box......

Its something i'd try and experiment with bodging in odd old parts that you pick up and only spend proper money on new parts when you've found what you like, this is the beauty of older Fords in that so many things were interchangeable.

Just out of interest my mates BiL had a 1600 Capri and the engine went pop on it, we slipped a 2 litre known good lump in but kept the standard gearing, it had stonking acceleration, so bear that one in mind if you spot a 2 litre kicking about somewhere.

Good luck with finding what you want, and keep that old motor in fine fettle.

1972 Ford Capri 1600 GT - Improving exhaust note - bathtub tom

I think you'll just have to 'suck it and see'.

Removing the air filter just increases induction noise, which i find annoying.

I had a 2 litre Vitesse, which I kept on reversing into obstructions and damaging the back box. Careful measurement said I could fit a centre box the wrong way round and after cutting off the excess pipe would sit much closer to the chassis. Centre box was a 'straight through'. It was (much) noisier, but sounded great under bridges and through tunnels. I soon tired of it and flogged the car!

1972 Ford Capri 1600 GT - Improving exhaust note - bucca

oh your bringing back good memories of my days in my 2.0 S capri with its recaro bucket seats. joy! pity it got nicked and the seats taken out!!!

1972 Ford Capri 1600 GT - Improving exhaust note - hardway

If I recall there was a fair amount on exhaust tunning in a book called "Four stroke engine tuning by Alexander Bell".

Amazon list it for around £30 and a dam good and informative book.

Not exactly DIY but well worth it.

1972 Ford Capri 1600 GT - Improving exhaust note - Big John

Hmm this takes me back to my misspent youth!!

The problem is the 1600GT OHV has limited standard gas flow although it's a generally a good sturdy engine it's still a pushrod engine at the end of the day.. If you just stick a big exhaust on it you can loose power - you need better gas flow from carb all the way through to exhaust

Much can be done though with ported / polished head(convert to unleaded), high(ish) lift cam, decent Weber carb, 4 into 2 into 1 exhaust manifold

Engine needs to be in good condition though and oil pump checked (external if I remember)

If you get toooo high lift a camshaft then all the action is higher up in the rev range with not a lot happening bellow 2000rpm.

1972 Ford Capri 1600 GT - Improving exhaust note - RT

I thought the GT version of Fords from that era got an equal-length 4-2-1 fabricated exhaust manifold as standard - to replace the unequal-length cast manifold used on non-GT versions.

With OE camshafts, the differential twin-choke Weber was more than adequate - it was on an equal-length cast manifold which helped.

While porting helps, the head itself is flat as the engine is "bowl-in-piston" design.

1972 Ford Capri 1600 GT - Improving exhaust note - Big John

I thought the GT version of Fords from that era got an equal-length 4-2-1 fabricated exhaust manifold as standard - to replace the unequal-length cast manifold used on non-GT versions.

With OE camshafts, the differential twin-choke Weber was more than adequate - it was on an equal-length cast manifold which helped.

While porting helps, the head itself is flat as the engine is "bowl-in-piston" design.

Depends on the version. The first Pinto OHC GT got a 4 into 2 into 1 but I've seen some OHV GT Essex engines without although it was always difficult to work out what was original back in the pre classic days where many of these were run as bangers..

One surprising engine was the port-side(pre crossflow) 1500gt in a MK I Cortina that seemed to go way better than I would have expected - I let one of these go for buttons - wish I'd got it now!!!

The progressive (differential) Weber was a great carb in it's day giving great economy but with performance/sound! when needed

What would be of interest is what is fitted to the original posters car? The 1.6 Essex Crossflow is one of the original tuneable engine - was the standard engine in formula Ford

1972 Ford Capri 1600 GT - Improving exhaust note - RT

I thought the GT version of Fords from that era got an equal-length 4-2-1 fabricated exhaust manifold as standard - to replace the unequal-length cast manifold used on non-GT versions.

With OE camshafts, the differential twin-choke Weber was more than adequate - it was on an equal-length cast manifold which helped.

While porting helps, the head itself is flat as the engine is "bowl-in-piston" design.

Depends on the version. The first Pinto OHC GT got a 4 into 2 into 1 but I've seen some OHV GT Essex engines without although it was always difficult to work out what was original back in the pre classic days where many of these were run as bangers..

One surprising engine was the port-side(pre crossflow) 1500gt in a MK I Cortina that seemed to go way better than I would have expected - I let one of these go for buttons - wish I'd got it now!!!

The progressive (differential) Weber was a great carb in it's day giving great economy but with performance/sound! when needed

What would be of interest is what is fitted to the original posters car? The 1.6 Essex Crossflow is one of the original tuneable engine - was the standard engine in formula Ford

I know the mk1 Escort GT got a 4-2-1 fabricated exhaust as standard - the mk1 Capri had a lot in common with the mk1 Escort.

AFAIK the Crossflow OHC was the Kent engine - the Essex was either the British 60 degree V6 or the Canadian 90 degree V6

1972 Ford Capri 1600 GT - Improving exhaust note - jc2

Kent was OHV not OHC!The Essex was a 1.7 V4 and 2.5 and 3.0 V6.The FOG V4/V6 came in a range from 1.2 to 2.9 litres.The smallest V6 being a 1.8(not a very common engine).Canadian engines were never used in Europe.Then there were the Mazda V6-2.0/2.5 used in Probe and in 2.5 form in early Cougar/Mondeo-later replaced by a Fog V6.

1972 Ford Capri 1600 GT - Improving exhaust note - RT

Kent was OHV not OHC!The Essex was a 1.7 V4 and 2.5 and 3.0 V6.The FOG V4/V6 came in a range from 1.2 to 2.9 litres.The smallest V6 being a 1.8(not a very common engine).Canadian engines were never used in Europe.Then there were the Mazda V6-2.0/2.5 used in Probe and in 2.5 form in early Cougar/Mondeo-later replaced by a Fog V6.

A typo on my part - I know full well that the Kent was OHV - I fettled enough of them!

1972 Ford Capri 1600 GT - Improving exhaust note - Big John

A typo on my part - I know full well that the Kent was OHV - I fettled enough of them!

Like wise, brain fade on my part. Back in the 70's / 80's I fettled with various versions of the smaller Ford engines both "port side (exhaust in inlet on same side) " and the "cross flow" Kent engines.

>The port side was the first Ford OHV engine as fitted first to the Anglia etc although the best version was fitted to the early MK2 Cortinas which was stronger with a 5 bearing crank. This engine had flat pistons and a combustion chamber in the head

> The crossflow appeared in the Cortina MK2 from about 67 and was produced for decades with a version still being used in the KA many years later (Ford KA now has Fiat oily bits!)

>I became very experienced with the er "Essex" V6 in 2.5 and 3.0 forms although they had a couple of weak spots (oil pump drive shaft going round and fibre cam wheel failing). I used to always strip and replace many of these components before I did anything with them. Centre V Inlet manifold was a PIA to seal as well

I> even had a few cars fitted with the later 2.0 Pinto which also had an oil pump drive shaft made out of butter and a horrible cam lubrication setup (clean oil really really important)

Happy memories but I'd say the crossflow was the most reliable

1972 Ford Capri 1600 GT - Improving exhaust note - gordonbennet

Indeed the 1500 crossflow, as per Consul Classics and Corsairs IIRC from banger racing a few (if only we knew then) was a good engine by any standards and an easy slip into a 1200 Anglia shell.

Edited by gordonbennet on 03/10/2017 at 21:55

1972 Ford Capri 1600 GT - Improving exhaust note - RT

Indeed the 1500 crossflow, as per Consul Classics and Corsairs IIRC from banger racing a few (if only we knew then) was a good engine by any standards and an easy slip into a 1200 Anglia shell.

I think the 1500 Corsair/Classic was the pre-crossflow engine - but it would have been an easy swap in the Anglia.

1972 Ford Capri 1600 GT - Improving exhaust note - Big John

Yes the 1500 Corsair/Classic was a port side/pre crossflow engine the same as fitted to the Cortina MKI 1500GT - Some pre crossflow engines only had a three bearing crank(weak) wheras later ones had a 5 bearing crank(bullet proof). As mentioned the 1500 pre crossflow engine souped up many an Anglia at the time!!

The2.0 Corsair had the V4 - a horrible version of the Essex V6 minus two cylinders and fitted with a balancer shaft - what could possibly go wrong!

1972 Ford Capri 1600 GT - Improving exhaust note - jc2

The Kent engine was always five bearing-the three bearing engine was the HCS!The original Anglia//Classic/Cortina engines were three bearing in 997/1198/1340 capacities.The 1498 was five bearing.All the following versions were five bearing until introduction of the HCS.

1972 Ford Capri 1600 GT - Improving exhaust note - RT

The Kent engine was always five bearing-the three bearing engine was the HCS!The original Anglia//Classic/Cortina engines were three bearing in 997/1198/1340 capacities.The 1498 was five bearing.All the following versions were five bearing until introduction of the HCS.

Ford's introduction of the Kent, all 5-bearing, convinced me not to buy a BMC car which were nearly all still 3-bearing - together with the crossflow head allowing decent gas flows rather than the minute ports on an A-series with siamesed exhausts.

1972 Ford Capri 1600 GT - Improving exhaust note - Big John

The Kent engine was always five bearing-the three bearing engine was the HCS!The original Anglia//Classic/Cortina engines were three bearing in 997/1198/1340 capacities.The 1498 was five bearing.All the following versions were five bearing until introduction of the HCS.

The Cortina MK II 1300 - with one of the last "PRE crossflow engines" had a five bearing crank - Infact it was the first Ford engine I worked on in my mis-spent youth - It was my dad's car. I rebuilt it after he overheated it following major coolant leak on a motorway (melted piston!)

I did encounter a three bearing crank version though from another scrap car , engine could have come from anything though

Edited by Big John on 04/10/2017 at 19:34

 

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