The Ford T7CQ is a 2,994 cc, inline‑six petrol engine produced between 1973 and 1979. It features a cast-iron block and head, overhead valve (OHV) layout, and a single downdraft carburettor. In standard form it delivered 110 bhp (82 kW) at 4,200 rpm with 220 Nm of torque, offering dependable performance for executive saloons and light commercial applications.
Fitted to models such as the Ford Granada Mk I and early Mk II variants, the T7CQ was engineered for durability and ease of maintenance in the evolving emissions landscape of the 1970s. Emissions compliance was addressed through basic air injection and leaner carburettor calibration, allowing adherence to early UK/EU voluntary standards.
One documented concern is premature wear of the distributor drive gear due to insufficient lubrication, highlighted in Ford Engineering Bulletin T7CQ-76-12. This issue stems from marginal oil feed to the camshaft drive assembly in early castings, leading to timing inaccuracies and ignition failure.
The T7CQ predates mandatory EU emissions standards. Production years 1973–1979 fall under pre-regulatory or early voluntary compliance frameworks (VCA historical vehicle classification applies).
The Ford T7CQ is a 2,994 cc inline‑six petrol engine engineered for executive saloons and fleet vehicles (1973–1979). It combines an OHV valvetrain with a single carburettor to deliver smooth torque and mechanical simplicity. Designed during the transition to early emissions controls, it incorporates basic air injection while prioritizing serviceability.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 2,994 cc | |
| Fuel type | Petrol (Leaded or Unleaded, min. 87 RON) | |
| Configuration | Inline‑6, OHV, 12‑valve | |
| Aspiration | Naturally aspirated | |
| Bore × stroke | 81.0 mm × 96.5 mm | |
| Power output | 110 bhp (82 kW) @ 4,200 rpm | |
| Torque | 220 Nm @ 2,400 rpm | |
| Fuel system | Single downdraft carburettor (Zenith/Stromberg) with air injection | |
| Emissions standard | Voluntary UK/EU pre-regulatory (no formal Euro standard) | |
| Compression ratio | 8.0:1 | |
| Cooling system | Water‑cooled, belt-driven pump | |
| Turbocharger | None | |
| Timing system | Chain-driven camshaft with distributor drive gear | |
| Oil type | SAE 20W-50 mineral oil (detergent) | |
| Dry weight | 205 kg |
The OHV inline-six provides linear power delivery ideal for relaxed cruising but requires regular valve clearance checks every 6,000 miles. Use of modern unleaded fuel is acceptable due to hardened valve seats in most service-replacement heads; however, ethanol-blended fuels may degrade carburettor gaskets. The engine’s moderate compression allows operation on low-octane fuel, but distributor drive gear wear must be monitored—especially in high-mileage units. Ensure proper oil flow to the camshaft drive by using correct viscosity and avoiding extended oil change intervals. Original timing chains are durable but should be inspected if ignition timing drift occurs.
Oil Specs: Requires detergent SAE 20W-50 mineral oil per Ford Lubrication Bulletin T7CQ-75-LUB.
Emissions: No formal Euro standard applies. Classified as historic under VCA guidelines with voluntary pre-regulatory emissions controls.
Power Ratings: Measured on Ford dynamometer per 1973 internal protocol. Figures reflect gross (SAE) output.
Ford Engineering Specification T7CQ-101
Ford Workshop Manual (1974 Edition)
UK Vehicle Certification Agency – Historic Vehicle Classification
Ford Engineering Bulletin T7CQ-76-12
The Ford T7CQ was used across Ford's Granada platform with longitudinal mounting and no external licensing. This engine received minor platform-specific adaptations—heavier-duty mounts in police-spec Granada Mk I and revised carburettor jets in Granada Mk II for improved emissions—creating slight interchange limits. All adaptations are documented in OEM technical bulletins.
Locate the engine code stamped on the left-hand side of the block, just below the cylinder head and adjacent to the motor mount (Ford Workshop Manual 1974). The casting number begins with 'T7CQ' followed by a 4–6 digit sequence. Early units (1973–1976) use a flat-top distributor housing with a bronze drive gear; post-1976 models feature a domed cap and revised steel gear. The T7CQ can be distinguished from the earlier T3DB by its air injection fittings and updated oil pump design. Oil filler cap remains on the rocker cover throughout production.
The T7CQ's primary reliability risk is distributor drive gear wear in early castings, with elevated incidence in high-mileage or fleet vehicles. Ford internal reports from 1976 noted ignition timing instability in engines beyond 80,000 miles, while UK DVSA historic vehicle inspections occasionally flag misfire-related emissions failures. Infrequent oil changes and incorrect viscosity accelerate wear, making proper lubrication critical.
Analysis derived from Ford technical bulletins (1973–1979) and UK DVSA historic vehicle inspection data (2010–2023). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about FORD T7CQ.
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Regulation (EC) No 715/2007
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