24-valve Cosworth into Mk1 and Mk2 Granada
Engine choice
There are two versions of the 24-valve — early and late. The BOA originates in 1991-1994 Granadas and BOBs are from the 1994-1998 Scorpio. This type has the later management, while the BOA is regarded as easier to hook up because of its simpler EEC-IV system. Opt for one engine or the other, since variations mean parts aren’t easily interchangeable.
Engine mounts
At first glance, the Mk2 has the edge over the earlier car as it came ready fitted with a Cologne, but then that car was a development of the Mk1 so therefore is virtually identical. All you need then are Cologne engine mounts and the block at least, will bolt straight in — there’s plenty of clearance as both Mk1 and Mk2 bays are massive.
Sump
Again, there’s no real difference in the shell of either car — both use a double wishbone independent front suspension mounted on a bolted-in front crossmember. The V6 Cologne engine was meant to interact with it, with a rear-bowl sump, while the 24-valve uses the same configuration.
Exhaust
There are plenty of bonuses with this engine and one of them is the cast-iron exhaust manifolds which are nicely swept back. You need to adapt these to a good quality big-bore Granada exhaust system, but remember to include the Lambda bosses to interact with the ECU — that’s if you’re retaining this system as other induction options are available according to your ingenuity!
Engine management
If you’re retaining the standard management, you really do need stuff like the Lambda and speed sensors as leaving these out causes loads of headaches. With the later EEC-V management, which also uses the PATS system, you need much more wiring, including the ignition transponder and key — the engine simply won’t run without it.
Cooling
V6 Granadas were blessed with big radiators so there’s plenty of choice, that’s of course if they’re in good condition to start with — a well-used, clogged-up original will cause nothing but problems. Try using the cooling system from the donor car. This is the route most people take when performing this swap: get the whole car and use as much as possible.
Gearbox
All change here, as all cars were originally automatic — retaining this is no problem but you’ll need the ECU system, too. Manual gearbox options vary — the Capri Type-9 is on the marginal side, which is why the hybrid MT75 was invented. A 4x4 front casing for the V6 bolt pattern mated to a four-cylinder rear-drive version. Several specialists can sort this but it’s recommended you retain the speed sensor. An alternative is a Cosworth T5 gearbox with an adaptor bellhousing.
Flywheel and spigot bush
If you take the manual gearbox route there are a couple of adaptions you’ll need to sort as the engine doesn’t come with a spigot bush to support the nose of the gearbox’s input shaft. However, the end of the crank’s drilled to take the standard Ford manual transmission component. Next you need a flywheel to replace the automatic’s flex plate. Of the standard Cologne V6 ones available, the 2.8 one is lighter but the 2.9 gives less clutch problems.
Clutch
You may or may not need one of these according to transmission — and obviously which manual route you take too. For less drama use a 2.9 flywheel and clutch with the MT75 hybrid since the 2.8 will need attention to the release arm as the clutch and lever combination’s too short — kits are available though. T5 gearboxes use a Cosworth Sierra unit along with, ideally, an RS500 clutch (mating the splines), bolted up to a Cologne flywheel.
“FOR EVEN MORE PACE AND GRACE, A 24VALVE IS THE ULTIMATE V6 FOR THE GRANADA”