cossiegranada

Stemmer det ja, da det har vært gjort fra starten, kan vi ikke slutte med det Så vi håper på masse fine biler og godt vær 9.8 km

Selve treffet blir på skallevold stranda, der er det kiosk og lekeplass for barn

Vi jobber med sted, men tar tid med godkjenning av kommuner for lån av areal. Vil gjerne ha det på ett fint sted derfor tar det litt tid. Men treff blir det, det er helt klart Granadaforumet blir oppdatert idag.

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Mk2 granada kom i turboversjon, denne hadde 200hk.(turbo may levert av ford i tyskland) Det Ford kan dokumentere er: att understell er av kraftigste typen. dvs:10 tromler bak(fra stasjonsvogn) 26mm stabstag forran. 2.8i bremser forran 2.8i fjærer Selv fikk jeg dokumentert at disse deler satt på bilen(ikke att de godkjenner ombygging) Biltilsynet kjenner ikke til alle detaljer på slikt. Så min bil ble godkjent uten å bygge om hele bilen. Men husk att mk1 er samme bilen under, den kom med v8 på 255 hk og 405nm@2600rpm. Den fikk kun 10" tromler bak, hardere bremseklosser og fjærer. Så ett 2.8i understell fra en stasjonsvogn er det kraftigste som er levert og mer enn solid nok. Fant bare brosjyrebilder fra 2.3 turbo , men den har 188 hk..... Den kom også i 2.6 turbo som hadde 207 hk.

Mt75 girkasse til 2.3 doch med hydraulisk clutsj 3000kr Innsug til 2.3 doch 1000kr Froskescorpio frontlykter 500kr stk Froskescorpio frontfanger med tåkelys 1000kr Scorpio cosworth bakakselklokke 3000kr Scorpio bremseskiver bakre(ikke cosworth/stasj) 250kr stk Froskescorpio bakseter ubrukte 500kr stk Skinnseter scorpio ghia/cosworth 1500kr capri mk1 instrumentpanel med dasjpad. (full instrumentering) Har ligge mange år på lager men er helt og greit 1500kr + masse karosserideler til 60 og 70 talls Ford og Opel. er mest hjulbuer og kanaler. Har også ett hav av Granada deler. Har endel nytt til forstilling også,ta kontakt for info. Tlf 90186128 Kenneth

1 stk Nytt blått askebegerlokk consul 72-74 250kr 10 Nye bærekuler til granada 72-85 pr stk 500kr 2h+2v Nye Kanaler til escort mk1 pr stk 1000kr 1 Ny kanal til fiesta mk1 400kr 4 Nye kanaler til capri mk1 pr stk 900kr 1 Ny hjulbue til eskort mk1 500kr 4 Nye hjulbuer til capri mk1 pr stk 600kr 5 Nye hjulbuer til cortina mk2 pr stk 600kr 6 Nye hjulbuer til capri mk2 pr stk 600kr 1 ny hjulbue til taunus cortina 4d 500kr 1 capri mk1 bakplate nedre 1200kr Disse platedeler er av belgisk fabrikat som har langt bedre passform stål og grunning enn vri og v®eng. Vi har og masse plate deler til 70 talls opel m.m. Samt att vi har endel vi ikke har identifisert enda da merking mangler. + att vi har flere paller med diverse til alt av bil som ikke er sortert enda. Vet det inneholder endel 60 talls org ford bremsedeler (m) trenger du noe av dette ring 90186128 Kenneth

Bilen er solgt

har men er ikke nerd nok til å klare legge de ut her.... ser ut som man trenger photobucket eller hva det nå heter

89 modell sierra 2.0i cl (5d) (pinto motor) Selges til første som kommer med 8000kr. Eu er ok i 1.5 år til og årsavgift er med i prisen. Helt grei bil som jeg selv har kjørt hver dag uten trøbbel. Dette er ikke en utstillingsbil, men det får man ikke for den summen. Den har takluke og servo. Har byttet dynamo(70amp),ett hjullager bak og satt in forsterka stabstag foringer forran. den har også orgnale sota lykter bak. Og kliss nye hvite blinklys hele veien forran. selges på fete 165/80/13 dekk med org stålfelg. tlf 90186128

ett godt objekt selges,ikke alt for mye rust. med 2.3 motor. Delvis demontert . Selges av den grunn att jeg har pådratt meg alt for mye biler. hadde tenkt meg 4500,- for den. tlf 90186128

er solgt ja . Etter en hyggekig samtale

Tenkte bruke den selv, men fikk tak i annen kasse, så selges for 3000 kr tlf 90186128

detta gikk jeg glipp a...... Så mange fine biler... og sykt bra bilder Jeg kommer neste gang :D

dekkstrekk er ikke pent.... målet er vel så breie lefser som mulig for mest kontaktflate med bakken. Kjører selv på compomotive felger 9"x15" på ene granadaen , hadde på 275 50 15 som faktisk ble litt i overkant av hva som gikk på bilen.(må valse buer bak, og sette i stivere foringer i bakaksel) Så fant fram ett sett nye 225 60 15, å da står jeg der med tyskerstuk selv..... Noen som vet om 245 50 15 dekk? Hatt dette på før... men var en ørliten hendelse med lokal... tykk tåke,....

Er du klar for litt 24v Jan? Pigshit gutta har faktisk litt på lur Så vi er klare for dette .... Med litt flaks kansje vi har flere biler klare .....

Vil bare takkke alle som var der, for å gi meg mere motivasjon. Slik att jeg får noe å hive meg utpå banen med igjen. Var mye frisk kjøring, og hyggelig stemning. Sånn som dette skal en dag på rudskogen være. i motsetning til fylleorgiene til gatebil hvor bare showbiler får kjørt. Eneste er att dere glemte klistre en øvelseskjøring " L " på en gul japansk køskaper Takk for en fin dag

opel ja... Svenskene vet iallefall hva opel betyr... OPEL = Obehandlat Plåt Endast Lackerad

kommer som tilskuer, da jeg mangler biter til 24v motoren. og motoren som sitter i bilen min er heller godt sliten. Tror ikke det er gøy sige rundt banen bil med gåen 2.3 med auto. Håper iallefall se mye fete biler som kan gi inspirasjon

Folk hiver også innpå olje uten å lese tekniske spec på motoren. Leser her i salgsbrosyren att 20/50 mineralolje er anbefalt i min gamle granada v6.(sommerbruk) Vet att mange bare fyller på olje uten å tenke på viskositet. Har sett ett utall motorras på grunn av feil olje. Min erfaring er att gamle v6 motorer ,dvs de uten hydrauliske løftere og eldre. bør få mineralolje. Bør og nevnes att min 24v trives best på castrol racing 10/60 Har i løpet av de 2 siste åra kjørt over 100 000km med min gamle 2.3 v6. Den går på full åpning og blir missbrukt,den vil ikke dø! Motoren tok jeg ut av ett herjet vrak av en bil.Som jeg vet hadde høy km stand. Og mange års misbruk i historien sin. Kendall 20/50 mineral olje er min favoritt

Transit har fords egen "YORK" diesel Som de har brukt i nyttekjøretøy fra tidlig 70tall . York kom i 4 og 6 sylinders utgaver. Disse er kun levert i 4 syl. i transit og 6 syl. i lastebiler. Disse er alt for store å tunge for personbiler. En kompis av meg har en orginal granada 2.5d med 2.5 gtd motor fra pegout i. Funker helt greit den.ca 115 hk hvis jeg ikke husker feil...

Er intet som heter GTGXL ER GTXLR som er betegnelsen The Development IN THE BEGINNING THE MARK 1. The inspiration for the Capri came from Ford of America who based it on their highly successful Mustang, which had set new sales records and created a new market. The basic styling of the Mustang was scaled down for the European market and was originally to have been named the Colt, but this name had all ready been registered by another company. The name Capri was chosen for its international connotations for the car was to be built simultaneously in Germany and Great Britain, Cologne and Halewood respectively. The Capri design work started in 1966 and was undertaken entirely in Britain. The characteristic `D` shaped rear side windows evolved through discussions with rear seat passengers who remarked that the rakish angle of the intended side windows caused slightly claustrophobic sensation. The resultant `D` shaped side windows, along with the long bonnet, remained constant features throughout the subsequent Mk 11 and Mk111 styling exercises. Only the Mk1 models incorporated the styling line starting at the head lamps and running the length of the car before following the wheel arch- this soon became known as the `hockey stick` line. The Capri was designed to accommodate four adults within a raked fastback body shape, with its neat boot lid. The heavy buttress `C` posts imparted great strength into the design, but conversely created feasibility problems when the marketing of a convertible model was being considered by the factory. POWER UNITS. Capri development evolved allowing for both in line and V-pattern engines. Those built in Germany were all V-configuration, either four or six cylinder, whereas the UK range included both four cylinder and V4 units and, by September 1969, a 3-litre V6 was included, as fitted to the Zephyr/Zodiac saloons. The Capri has always utilised existing engines from elsewhere in the Ford range. The 1298cc and 1598cc models owed their ancestry to the 1968 Ford Escort and Cortina Mk11. Two stages of tune were available, the higher output being badged as `GT`. Apart from minor changes, such as the shape of the sumps to clear the rack and pinion steering and the position of the pump pickup to ease installation, there were no variations form existing specification. The V4 1996cc engine first appeared in September 1965 in the Corsair and later in the Ford Transit. The Capri 2000 GT was uprated from 2000E specification, having a different camshaft, carburettor settings, revised timing and fabricated exhaust manifolds. As a result, power increased from 88bhp to 92.5bhp With the exception of a few prototypes, the promised Ford Cosworth BDA engine, with its double overhead camshaft, 16 valve cylinder head, never made it in to production. This formula 2 racing engine (preparation for road use was to include de-tuning by using milder cams and lower compression) would have been quite sensational. The promise of more power was eventually upheld in the guise of the 3-Litre V6 in September 1969. It was equipped with its new power bulge bonnet and capable of 122mph, the Capri was no longer a sheep in wolf`s clothing! TRANSMISSION. Gearboxes too were picked from the existing Ford line-up. The 1300, 1600 and 1300GT models received gearboxes from the Escort range, whilst the 1600GT and 2000GT utilised the gearboxes from the Cortina GT and Corsair 2000E.The more powerful V6s received full development in this area since existing ratios were unsuitable. The German built Capri’s were all fitted with the same gearbox ratios but with a selection of rear axle final drive ratios to suit each model. SUSPENSION AND STEERING. All Capri’s share the same basic design following the Ford tradition of the period. The layout of the front suspension consisted of MacPherson struts located transversely by track control arms and longitudinally by an anti roll bar. The rack and pinion steering was totally new to Ford. The leaf sprung rear axle (which was relatively soft) was also located by the radius arms, the bushes for which were also very large and eccentric to permit a greater freedom to the arm when in compression rather than tension. Axle rotation, ie, under braking force, was dealt with by staggering the lower damper mountings – the offside one forward and the near side one aft. Damper rates, anti roll bars sizes, spring rates front and rear and the introduction of a rear anti-roll bar and omission of the radius arms, along with power steering and various wheel widths, have helped to maintain the sporty feel of this driver’s car over the years. Having selected a Capri with a suitable engine (then ranging from 64bhp to 140bhp) the potential buyer could then add one or more of the three custom pack groups of optional extras, each with an extra interior, exterior or performance bias. SPECIFICATION DESIGNS. `L` - EQUIPMENT FOR EXTERNAL ACCESSORIES Body chrome trim and side stripes; air scoop moulding ahead of the rear wheel arches; wheel trims; chrome trims; chrome plated exhaust trim; rubber cushioned over-riders. `X` - EQUIPMENT FOR THE INTERIOR Reclining front seats and body contoured rear seats; non glare mirror; dual horns; reversing light and handbrake warning light. (The `L` and `X` options were often combined to form the XL models.) `R` - EQUIPMENT DEFINED RALLY PACK This was only available with the GT Models. Sculptured wheels, leather covered steering wheel; twin auxiliary lights with protective covers; map reading light. An optional paint scheme could incorporate a matt black bonnet and rear panel. In those early days, the ultimate Capri would incorporate all three option packages , thus resulting in the XLR nomenclature. These combination packages resulted in a choice of thirty models, plus a choice of Borg-Warner automatic transmission and extras such as metallic paintwork and vinyl roof. CAPRI 3000E Created for the luxury end of the market, the 3000E specification was mechanically similar to the 3000GT. To create the `executive image` the exterior and interior had several distinguishing features. It was trimmed with the full GT XLR options but omitted the black sports paint scheme. A pressed alloy trim panel, painted black, was positioned behind the tail lights, the raised edge of this panel was left as bright aluminium so creating the effect of an extra chrome moulding strip. The boot lid and front wing flanks received the 3000E badge. Executive interior included unique seat cloth, rear armrests with integral ashtrays and cut pile carpeting throughout . Other features included a push-button radio, heated rear window, hinged quarter lights and fully carpeted boot floor. Nowadays car owners expect such little luxuries to be incorporated into their new car, but in the early `70`s such items were generally only offered as `optional extras` and as such, vehicles with all these items included were indeed a luxury not everyone could afford. The 3000E was a prime example of the period, upholding the famous Ford marketing slogan; `Capri – the car you always promised yourself`. THE VISTA SPECIAL. In 1971, Ford took the basic 2000 GT Capri and added XLR and E options ( including vinyl roof, heated backlight, pushbutton radio and cloth trim seats) a boot spoiler and rear window slats. 1200 were manufactured in Vista orange and unsurprisingly were named the Vista Special – the first of many “special edition” model Capri’s to be made over the years. FACELIFT – AUTUMN 1972 Many of the substantial changes, such as the revised dashboard layout and switchgear introduced for the “Facelift” remained with the Capri for the rest of its life. Even with over 150 changes, the facelift model was still visibly a Mk 1 Capri. A new front grille, larger headlamps, indicators mounted under the front bumper and larger rear tail lights where some of the more obvious external changes. The 3000 GXL received quad headlamps, like those used on the RS version. The facelift model incorporated important mechanical changes to the suspension settings, revised gearbox ratios and a new anti-roll bar. There was also the introduction of the four cylinder, in line SOHC engine. The now familiar power-bulge bonnet of the 3.0 litre Capri was fitted to all models, regardless of the capacity since it was discovered by salesmen to be an impressive part of the Capri package and thus an excellent selling aid GOING TOPLESS Although investigated as a possibility, the Capri convertible was left to the specialist coachbuilders. However, much of the Capri’s strength lay in its monocoque bodyshell and therefore removing the roof meant that much extra work had to be carried out in order to replace some of it’s rigidity. The overall result was that the converted cars were singularly too expensive to make them attractive to the buying public in great numbers. This said the Crayford Convertible has carved its own niche within the ranks and good examples are now highly sought after. THE RS2600 AND RS3100 (1970-1974) Also under the heading of “I wish I had got one” are the RS Capri’s – the RS2600 and the RS3100. The RS (Rallye Sport) Capri’s were manufactured to cater for the “competitive” owner and a need to satisfy regulations for a vehicle on which to base competition saloon cars (homologation). The RS2600 (produced mainly in LHD form) was the first ever Ford fuel injection production car and approximately 3500 were assembled between 1970- 1974. There were many specifications, but all were badged `RS` and featured quadruple headlamps. The Halewood plant manufactured the RS3100 in 1973-74. A mere 248 examples were built and those for one reason only – to enable Ford to build a faster Capri for the race circuit. These road – going Capri’s were based on the 3.0GT bored out to 3100cc and featured a front bib spoiler and a large rear boot spoiler. Suspension was adopted from the proven RS2600 and featured ventilated disc brakes negative camber, single leaf rear springs and aluminium four spoke 6J x 13 road wheels. Performance was impressive with a top speed of 124mph, 0-60 mph in approx 8 secs and an average fuel consumption of around 22 mpg. Officially, the homologation rules stated that a minimum of 1000 models should have been built in order to qualify for International Group 2 saloon car racing but, as it coincided with the end of Mk 1 production, the RS3100 was accepted. HER HAR DERE ALT DERE TRENGER

granada fra 1977-1981 er vel en mk2 s1 så da burde dørene passe til modellen de er laget til...... Mk1 dører passer sikkert også, men ikke fra coupe, men dørhåndtak blir jo feil.... Har selv mk2 s1 dører på en mk1 s2

Isky kam , nytt kamdrev,nye lager og bolter i hele motoren. bor den opp til 94mm stempel, få tak på grenrør, og få tak i noen bra topper som du bør skifte ventiler og ventilseter på.evt ventilstyringer også.rullevipper er vel og å anbefale.tilpass og ett forgasser innsug. Og sett på en dobbel 40mm weber forgasser