Super Coupe motor

I have seen a number of posts about the Ford 3.8 V6 and how it's not the 'easiest' conversion to tackle. That being said I got my hands on a complete 1994 Ford Thunderbird Super Coupe motor with under 50K and a 5.0 5 speed tranny. I am tempted to make this swap.

Has anyone actually done it? I know I would have to modify the cross member or bubble the hood. I know part of the firewall might have to be modified. I know motor mounts will be a PITA.

My question is really if anyone has done this? If so - can I see some pictures???

I did search but it didn't bring back what I am asking for.

Thanks for looking!

Bill Guzman (Classic Conversion Engineering http://www.classicconversionseng.com/) used a Ford v6 in one of his first cars and probably knows as much as anyone about this swap. I'd try contacting him and see if he can offer some answers.
I know it's hard to pass up a free engine or even one that you can get really cheap, but many times it's a false economy in the long run. There are so many other options that have been done, fit better, and perform just as strong that it might be better to pass on the Ford and pick up a GM V6 or a Ford v8 both of which fit better than the Ford V6 and there are kits for the installation.

The Ford 3.8 V6 is from the "Essex" family, and it's a ninety-degree V6. I believe that Bill Guzman's car used a Ford 2.8 V6, which is from the "Cologne" family of sixty-degree V6 engines. I haven't heard of a Ford 3.8 MGB being built, and I don't know what particular issues would be involved.

To complicate issues just a little further, there's another distinctly different Ford V6 to consider: the SHO V6 (as used in Taurus from 89 thru 95) is a sixty degree engine. That one HAS been used in an MGB, and if anyone's curious they can read all about it and see forty photos of the installation (etc) here: http://www.britishv8.org/MG/LeRoyBarton.htm

I had an '89 supercoupe. It had a lot of annoying problems with idiot lights and other electronic gizmos that didn't work. But that is a strong motor and it was fun to drive. The final straw was the very expensive hydraulic boosted master cylinder that was going out. I miss that car a little.

"The Super Coupe's comes equipped with a 3.8 liter V-6 powerplant that is force-fed with an Eaton Corporation supercharger. The 8.2 to 1 compression ratio, combined with six computer controlled sequentially fuel injectors, completes the well rounded underhood package. While running at a maximum 15,600 rpm's, the supercharger provides 12 psi of boost and as a resultant it develops 210 bhp at 4000 engine rpm's. The engine develops 315 lb-ft of torque at 2600 rpm. The supercharged V-6 delivers ample power without much noise but an underdrive kit and a performance chip are available to boost the horsepower rating to 255 bhp."

Motor in a Super Coupe:
0-100 ft: 3.2
0-500 ft: 8.6
0-1320 ft (1/4 mi); 15.9 @ 88.5 mph
Curb weight: 3536 lb

MGB weight: 2836 lb
Plus difference of new motor about: 300 lb
Total MG curb weight around: 3136 lb

400lbs lighter and same torque and HP ratings - I think it would be a fun car to drive.

Like I mentioned before, I know everyone will tell me 'go with a 60* instead' - but still nobody can say if this conversion was done or not.

Ford 3.8 super coupe motor into a B - anyone?

Jim, try re-evaluating your figures. Most RB MGB are around 2250 with the four cylinder and four speed. I think you forgot to subtract for the weight of the MGB motor and transmission. A rough guess for a RB MGB with the Ford M/T combo might be about 2400-2500. :-)


Dann BCC

I'd question if the engine swap would add 300lb. It's not as though the B-Series is a lightweight lump!

Edit. The other SHO V6 into LBC conversion is Norman Rest's AH100.

http://www.britishv8.org/Other/NormanRest.htm

He used to have another website giving great details of his conversion which has disappeared. I don't know if it had details missing from the BritishV8.com page. I guess I'll never know. :) But a lovely looking car. One of my favourites!

If you've got welding and fabricating skills the sky is the limit. Go for it. Even though my swap (ford 5.0) is much more mainstream, I kind of took my own path with one-off headers, mounts, etc.

I can see the light at end of the tunnel but I can't tell you how many times I've wished that I had done a conversion with more readily available parts. When I started I thought it would be cheap, but I've spent enough now I could've had a Guzman kit with a crate motor, new t5 and money left over. Oh well, I'm still having fun!

The 2836 lb rating listed is with w/max allowed for passengers, and luggage, not of the car itself.

MGBGT 60 degree V6 weight:
I have a truck stop weight slip for this MGB with the 2.8 liter Blazer engine and T-5 speed at 2200# with me in the car.
Skip Heller

lojim Wrote:

BritishV8 Wrote:

I see that a bunch of 90 degree Chevy V6s have been done and of course the small block ford and chevys, so 90 degrees is not the issue. The lack of support from vendors...engine mounts, headers etc, and the lack of a common knowledge base from others who have done the swap is the issue. Can it be done? Sure. What will it entail? You fabricating everything and the unknown obstacles of fitment. All depends on your skills, money and time. (You need at least two of the three)

I'm all for working with what you got, but then again, I'm an idiot. Thing is, if you have to start throwing big money at it, then there may be better engine choices.

I had a Continental with a 3.8L V6, I'd guess it was the same engine. Iron block, aluminum heads, in the FWD configuration it had a problem with the seal on the water pump inlet that was difficult and expensive to fix. I never had much trouble out of it but these engines had a nasty habit of blowing head gaskets, and they had the infamous dixie cup style head bolts (torque to yield, use once and throw away). My guess was that they hadn't sorted out the block/head material mismatch yet. They didn't seem to have such a long service life due to coolant problems primarily.

It could probably be done, but this would not be the sort of choice I could recommend, unless other evidence suggested that the variation used in the Super Coupe had particular advantages going for it. Compare this 3.8L V6 to the 3.8L V6 manufactured by Buick (still in production for '09). Even if you happen to overlook the GN variant of that engine the Ford suffers by comparison. Add the usual problems of headers, mounts, and odd protruberances that seem to crop up just as you're nestling the engine into position, and it just doesn't seem to me to be a good choice.

But I have been wrong...

Jim