Have a look for "Waterpipe V4". It is available in inox / stainless material in Europe at least. Otherwise, I have to agree - you should have been happy that your oil dip stick tube was so firmly in as it should be. No need to take it out, and usually a problem to get it properly set in again if you get it out. If you set in a new one, put some Loctite 270 or 648 on the tube were it is put into the block. 🙂
Yes, this engine was manufactured by Ford of Germany in their facility in Köln. However, besides the other vehicles mentioned, in the '50s & early '60s, this plant manufactured the TAUNUS 15M & 17M vehicles in both sedan & 3-door wagens (Kombi) versions. This V4 engine was also used in SAAB 95 series vehicles, as well as the original BRONCO II SUV which was sold in the U.S., Canada beginning with the 1984 model year as a 2.8L V6 engine with std carburetor. Soon thereafter, the BRONCO II got a different engine, the engine was enlarged to fuel injected 2.9L, etc.
It was also used for the prototype Mustang 1, something I find quite cool. Find it funny that most people don't even know why the popular ones are called Mustang 2's.
Hi ! As far as I recall the V4 was designed for the ill-fated (or: still-born) "Cardinal" project back in the late 50s / early 60s. US carmakers were on a downsizing trip at some time and made up their minds on smaller cars - which was not followed consequently. When US buyers prefered even bigger cars they pushed the whole project over to Ford Germany. It was the rough draft of a frontwheel driven four seater sedan with a V4 engine, which they finalised to become the Ford 12M in mid 1962. The engine *was* 1.5 liters originally but was downsized to 1.2 liters / 40 hp for Germany / Europe. The 60° bank angle is quite uncommon on a four cylinder - and it got a balancer shaft, since it would have rattled itself to death without one. With four separate pushrod bearings it was essentially a spread out line four ... and with that came a plethora of imbalancements. But a short stubb block. The 55 DIN-hp version at 1.5 liter then came in early 1963. The final iteration was the 1.7 or 2.0 liter V4 used in Ford Consul of 1972 and ... the Transit. But careful: The V4 had been built in Cologne (with 58.86mm stroke and variable bore - except the 1.7 liter) and as Ford Essex V4 (with 90mm bore and various strokes) and at least the 1500 and the 1700 ran in parallel for quite some time - but only few parts are interchangeable. The 2.0 was only available as Essex.
The 1.5 and 1.7 Cologne engines had the same bore of 90mm. The stroke made the difference in displacement. The 1.2 Ford used in the 12M had a smaller bore. The Transit and Consul/Granada used the 1.7 Cologne at the start, the Transits being British designed and built changed over to the Essex engines, the Granada's used the V6 Colognes for bigger displacement.
@@browserrr1 "The 1.5 and 1.7 Cologne engines had the same bore of 90mm." Yep. The 1.7 was derived from a "stroked" 1.5 liter with another crankshaft. The easiest way to maintain almost all of the existing components. Even the connecting rods were the same. I once had a Ford Transit Mk.I in the early 80s. Long window cabin, extended roof, double doors on right side and rear, twin rear wheels on either side. Former police staff transport in - you guessed it: Police Green. That had the 1.7 liter V4 with a whopping 70 DIN hp, a 4-speed manual gearbox ... and it was ... well ... asthmatic to say it friendly. 0 - 100 km/h ? Well ... depends on how long the road stretches downhill. On plain terrain it barely reached 80 km/h even when empty. It was a "barn on wheels" and got sold pretty soon - just wanted to save it from going to the scrapyard. ;-)
@@wacholder5690 not so strange the 1.7 was so asthmatic considering the underdomensions of both carb and exhaust. Those horribly small Siamese exhausts and (on the Saab 96) an exhaust pipe the diameter of a straw 😄. Which on the other hand makes them quite tuneable. A Weber 32/36 DGV and a Simons sport exhaust could up the power to 80hp, a sportier cam increasing it to 90, as a series of 1700S models from 1974(?) had. When you combine it with bigger valves the output gets even higher, going over 100. I read once that the Ford engineers estimated that 90hp was the maximum that could be wrung out of a V4. The S&R departement proved them to be very wrong.
I'm well aware it's not a tractor engine but I still like to joke and make fun of it. In the past year I've had this car actually researching more about this engine has done nothing but reinforced that notion. And this is the primary reason why, it's such a crazy platform with a crazy history. I believe you're both correct.
@@Ludicrous_Speedway actually no, real tests were done. Other alternatives considered were engines from Volvo and by heart the Lancia V4. Don't recall the others. The Ford V4 was best in test. An endurance test of 100,000km's was done in all secrecy in Italy; anyone, correct me if I am wrong about the country. Only then it was decided to go for that engine.
That would be a perfect application for one of these. It's got ears on the top and the bottom of the engine on both sides, so it would lend itself really well to being hard-mounted in between a frame.
@ I’ve seen a solid blue ford version in a boat it has a 4barrel intake and on the valve cover stamped 125hp I forget the rpm its been 4-5 years now I might go see if it’s still hanging around
It was easier to find parts than I thought, but where I found them was quite strange. This engine has a surprisingly large aftermarket for its Industrial applications. I suppose that makes sense because they were found in everything from generators to tractors to forklifts to road rollers. The store I bought from seemed to specialize in their application as a skid steer engine. However this engine really isn't getting a rebuild. I'm pretty much just cleaning everything off, verifying it's not broken and putting it back together. I only replaced the bearings for the balance shaft. When this car was in that accident I keep talking about, something pushed the engine quite a bit and aside from breaking the water pump off the timing cover it also caused the balance shaft to get pushed around and the front bearing exploded. The orange car came with some crankshaft bearings and considering that engine is a little more worn it is going to get a full rebuild where I replace everything. It's an obsolete standard, but they're all Ford parts so it's not terribly expensive.
@@Ludicrous_SpeedwayIt's quite surprising the aftermarket for these motors, I have mine torn apart out of my sonnett because I found bearing material in the pan, (rear balance shaft bearing delaminated a bit but didn't do any damage.) Using higher comp pistons out of a pinto I believe from Scandinavia for the rebuilt and a hotter cam. Are you using the original intake manifold? the one for the single barrel solex? or a double?
I have the single barrel fomoco carb and the intake manifold to match. I'm rebuilding this motor to its stock configuration. When it's time, I'll do the same thing to the other engine, but I'll keep that one on a stand and use it as a test bed from my crazy ideas. I have some parts laying around from past projects, namely the throttle bodies from a Hayabusa. I would not be surprised if they eventually found their way onto the testbed engine.
This V4 is far from a tractor engine :) Here in Europe it was used in many cars (Capris, Taunus, Transits..) The Essex V4 is not related to it, it was a different design and it had seemingly overheating issues, while the Cologne V4 is a very reliable engine (that's why the americans put it in industrial appliances probably). In fact, the Cologne V6 is a V4 with 2 extra cylinders, that's why it has a siamese exhaust port. A fun fact, the V4 is a left turning engine.
Sorry to correct you, having had several v4's. The engine looks to turning left as the pulley is on the balanceshaft and not on the crank itself. So, the crank is a standard right turning one, but due to the gearing to the balanceshaft wich holds the pulley makes it look like it is turning left.
The beginning of the video was reasonable, but the longer it took the more unnecessary things happened. The tube for the dipstick is pressed in and as you noticed very hard to remove and to fit. No idea why you had to remove it, it was not broken or anything. also the plug that you stripped at around 20:00 didn't make any sense to undo, as well with the coolant connections. Heads up, to replace the balance shaft bearings and camshaft bearings it's advised to use a special tool.
Well, I wanted to lay the engine on that side and the dipstick was getting in the way. Sometimes I take my uncle's advice, he used to work on the race Sonett with my grandfather, more often than not "just do this" is actually missing a few steps.lol. I already replaced the balance shaft bearings, They went in fine.
It's a very Italian thing isn't it? I know Lancia also used a couple V4s. I think they also used shallower angles as well, So they could get away with using a combined cylinder head which is so so Italian.
Well, you got me too. I just assumed Alfa made V4s because why wouldn't they, Alfas are frickin’ weird. I think one of them would fit in a GTV quite nicely.
What are you trying to do? Take engine apart piece by piece but why? Do plan to rebuild this? What is your plan? I enjoy the step by step but I don't get what you are trying to accomplish???
Honestly I'm just trying to have fun. My secondary goal is to make a decent video series documenting this engine. I haven't seen a particularly well produced video about tearing one of these engines down or rebuilding one and I want to be that guy. I started collecting this footage in the hopes of achieving that but to be honest I'm not ready to start micing bearings at the moment. Now that I have a second engine I can film that deep dive later when I'm ready. So I'm just throwing this engine back together at the moment. To avoid wasting my time gathering all this footage I just compiled it into this montage.
Have a look for "Waterpipe V4". It is available in inox / stainless material in Europe at least. Otherwise, I have to agree - you should have been happy that your oil dip stick tube was so firmly in as it should be. No need to take it out, and usually a problem to get it properly set in again if you get it out. If you set in a new one, put some Loctite 270 or 648 on the tube were it is put into the block. 🙂
Yes, this engine was manufactured by Ford of Germany in their facility in Köln. However, besides the other vehicles mentioned, in the '50s & early '60s, this plant manufactured the TAUNUS 15M & 17M vehicles in both sedan & 3-door wagens (Kombi) versions. This V4 engine was also used in SAAB 95 series vehicles, as well as the original BRONCO II
SUV which was sold in the U.S., Canada beginning with the 1984 model year as a 2.8L V6 engine with std carburetor. Soon thereafter, the BRONCO II got a different engine, the engine was enlarged to fuel injected 2.9L, etc.
It was also used for the prototype Mustang 1, something I find quite cool. Find it funny that most people don't even know why the popular ones are called Mustang 2's.
It’s so cool to see this engine torn down!
Sure is!
Get yourself a deadblow hammer for removing shafts and bearings, they work much better than rubber mallets. Looking forward to the rebuild videos.
I'm amassing my own tool collection this holiday season, I really should add one to the list. Thanks for stopping by!
Hi ! As far as I recall the V4 was designed for the ill-fated (or: still-born) "Cardinal" project back in the late 50s / early 60s. US carmakers were on a downsizing trip at some time and made up their minds on smaller cars - which was not followed consequently. When US buyers prefered even bigger cars they pushed the whole project over to Ford Germany. It was the rough draft of a frontwheel driven four seater sedan with a V4 engine, which they finalised to become the Ford 12M in mid 1962. The engine *was* 1.5 liters originally but was downsized to 1.2 liters / 40 hp for Germany / Europe. The 60° bank angle is quite uncommon on a four cylinder - and it got a balancer shaft, since it would have rattled itself to death without one. With four separate pushrod bearings it was essentially a spread out line four ... and with that came a plethora of imbalancements. But a short stubb block. The 55 DIN-hp version at 1.5 liter then came in early 1963. The final iteration was the 1.7 or 2.0 liter V4 used in Ford Consul of 1972 and ... the Transit. But careful: The V4 had been built in Cologne (with 58.86mm stroke and variable bore - except the 1.7 liter) and as Ford Essex V4 (with 90mm bore and various strokes) and at least the 1500 and the 1700 ran in parallel for quite some time - but only few parts are interchangeable. The 2.0 was only available as Essex.
The 1.5 and 1.7 Cologne engines had the same bore of 90mm. The stroke made the difference in displacement. The 1.2 Ford used in the 12M had a smaller bore. The Transit and Consul/Granada used the 1.7 Cologne at the start, the Transits being British designed and built changed over to the Essex engines, the Granada's used the V6 Colognes for bigger displacement.
@@browserrr1 "The 1.5 and 1.7 Cologne engines had the same bore of 90mm." Yep. The 1.7 was derived from a "stroked" 1.5 liter with another crankshaft. The easiest way to maintain almost all of the existing components. Even the connecting rods were the same. I once had a Ford Transit Mk.I in the early 80s. Long window cabin, extended roof, double doors on right side and rear, twin rear wheels on either side. Former police staff transport in - you guessed it: Police Green. That had the 1.7 liter V4 with a whopping 70 DIN hp, a 4-speed manual gearbox ... and it was ... well ... asthmatic to say it friendly. 0 - 100 km/h ? Well ... depends on how long the road stretches downhill. On plain terrain it barely reached 80 km/h even when empty. It was a "barn on wheels" and got sold pretty soon - just wanted to save it from going to the scrapyard. ;-)
@@wacholder5690 not so strange the 1.7 was so asthmatic considering the underdomensions of both carb and exhaust. Those horribly small Siamese exhausts and (on the Saab 96) an exhaust pipe the diameter of a straw 😄. Which on the other hand makes them quite tuneable. A Weber 32/36 DGV and a Simons sport exhaust could up the power to 80hp, a sportier cam increasing it to 90, as a series of 1700S models from 1974(?) had. When you combine it with bigger valves the output gets even higher, going over 100. I read once that the Ford engineers estimated that 90hp was the maximum that could be wrung out of a V4. The S&R departement proved them to be very wrong.
I'm well aware it's not a tractor engine but I still like to joke and make fun of it. In the past year I've had this car actually researching more about this engine has done nothing but reinforced that notion. And this is the primary reason why, it's such a crazy platform with a crazy history. I believe you're both correct.
I used to have a ford transit van with one of these engines in it.
Pretty cool.
You always deliver 🎉🎉🎉
Thanks! I know you were looking for something that was probably more in depth, I hope to make that later. Still, I hope this helps a bit.
@Ludicrous_Speedway its plenty worth watching It 👍👍👍👋
A V4 engine is wild and also very saab
Only Saab would look at a tractor engine and go ”yeah let's put that in the car.” That or the Ford salesman was a shrewd negotiator.
Its a Ford engine not a Saab
@@Ludicrous_Speedway actually no, real tests were done. Other alternatives considered were engines from Volvo and by heart the Lancia V4. Don't recall the others. The Ford V4 was best in test. An endurance test of 100,000km's was done in all secrecy in Italy; anyone, correct me if I am wrong about the country. Only then it was decided to go for that engine.
Hahahah. There is not any such a thing as a 'dumb' question. Great work. It shall make a good engine whatever it goes into.
I finally did figure it out, apparently "coolant bypass tube" was what I was looking for.
Always wanted to swap one of these in my buggy with a turbo it’s a really short engine sound really cool too
That would be a perfect application for one of these. It's got ears on the top and the bottom of the engine on both sides, so it would lend itself really well to being hard-mounted in between a frame.
@ I’ve seen a solid blue ford version in a boat it has a 4barrel intake and on the valve cover stamped 125hp I forget the rpm its been 4-5 years now I might go see if it’s still hanging around
Cool, was it easy to find new parts for V4, like piston rings and bearings? Or are you planning just to clean and reassemble?
It was easier to find parts than I thought, but where I found them was quite strange. This engine has a surprisingly large aftermarket for its Industrial applications. I suppose that makes sense because they were found in everything from generators to tractors to forklifts to road rollers. The store I bought from seemed to specialize in their application as a skid steer engine. However this engine really isn't getting a rebuild. I'm pretty much just cleaning everything off, verifying it's not broken and putting it back together. I only replaced the bearings for the balance shaft. When this car was in that accident I keep talking about, something pushed the engine quite a bit and aside from breaking the water pump off the timing cover it also caused the balance shaft to get pushed around and the front bearing exploded. The orange car came with some crankshaft bearings and considering that engine is a little more worn it is going to get a full rebuild where I replace everything. It's an obsolete standard, but they're all Ford parts so it's not terribly expensive.
@@Ludicrous_SpeedwayIt's quite surprising the aftermarket for these motors, I have mine torn apart out of my sonnett because I found bearing material in the pan, (rear balance shaft bearing delaminated a bit but didn't do any damage.) Using higher comp pistons out of a pinto I believe from Scandinavia for the rebuilt and a hotter cam. Are you using the original intake manifold? the one for the single barrel solex? or a double?
I have the single barrel fomoco carb and the intake manifold to match. I'm rebuilding this motor to its stock configuration. When it's time, I'll do the same thing to the other engine, but I'll keep that one on a stand and use it as a test bed from my crazy ideas. I have some parts laying around from past projects, namely the throttle bodies from a Hayabusa. I would not be surprised if they eventually found their way onto the testbed engine.
Not to say I don't want hotter parts, I just haven't found them yet.
@@Ludicrous_Speedway I am from Finland so maybe I can help?
This V4 is far from a tractor engine :) Here in Europe it was used in many cars (Capris, Taunus, Transits..) The Essex V4 is not related to it, it was a different design and it had seemingly overheating issues, while the Cologne V4 is a very reliable engine (that's why the americans put it in industrial appliances probably). In fact, the Cologne V6 is a V4 with 2 extra cylinders, that's why it has a siamese exhaust port.
A fun fact, the V4 is a left turning engine.
Cool. I'll add to my notes.
Sorry to correct you, having had several v4's. The engine looks to turning left as the pulley is on the balanceshaft and not on the crank itself. So, the crank is a standard right turning one, but due to the gearing to the balanceshaft wich holds the pulley makes it look like it is turning left.
@@liesbethjacobs251 Oh indeed you're right. I took another man's word for granted to quick.
The beginning of the video was reasonable, but the longer it took the more unnecessary things happened. The tube for the dipstick is pressed in and as you noticed very hard to remove and to fit. No idea why you had to remove it, it was not broken or anything. also the plug that you stripped at around 20:00 didn't make any sense to undo, as well with the coolant connections. Heads up, to replace the balance shaft bearings and camshaft bearings it's advised to use a special tool.
Well, I wanted to lay the engine on that side and the dipstick was getting in the way. Sometimes I take my uncle's advice, he used to work on the race Sonett with my grandfather, more often than not "just do this" is actually missing a few steps.lol. I already replaced the balance shaft bearings, They went in fine.
@@Ludicrous_Speedway Good, the middle camshaft bearing is also a tricky one. Good luck.
I have a spare engine that I want to rebuild someday. Don’t have your courage but some day I am going to tackle it
Don't worry. Ignorance and Curiosity will also get the job done! 👍
It's a Ford industrial v4,used in forklifts
V4 in cars always reminds me of Alfa Romeo
It's a very Italian thing isn't it? I know Lancia also used a couple V4s. I think they also used shallower angles as well, So they could get away with using a combined cylinder head which is so so Italian.
@@Ludicrous_Speedway My mistake it was Lancia. So narrow in fact that was almost a "VR" like VW but a lot earlier
Well, you got me too. I just assumed Alfa made V4s because why wouldn't they, Alfas are frickin’ weird. I think one of them would fit in a GTV quite nicely.
Ditto. I don't know why you ate taking everything apart.
¯\_(ツ)_/¯
What are you trying to do? Take engine apart piece by piece but why? Do plan to rebuild this? What is your plan? I enjoy the step by step but I don't get what you are trying to accomplish???
Honestly I'm just trying to have fun. My secondary goal is to make a decent video series documenting this engine. I haven't seen a particularly well produced video about tearing one of these engines down or rebuilding one and I want to be that guy. I started collecting this footage in the hopes of achieving that but to be honest I'm not ready to start micing bearings at the moment. Now that I have a second engine I can film that deep dive later when I'm ready. So I'm just throwing this engine back together at the moment. To avoid wasting my time gathering all this footage I just compiled it into this montage.
awefull background noise unwatchable and unlistenable awefull