The Ford T8CD is a 2,994 cc, inline‑six petrol engine produced between 1979 and 1985. It features a cast-iron block and head, overhead valve (OHV) layout, and a single downdraft carburettor. In standard form it delivered 105 bhp (78 kW) at 4,000 rpm with 215 Nm of torque, offering dependable performance for executive saloons and fleet applications.
Fitted to models such as the Ford Granada Mk II and early Scorpio prototypes, the T8CD was engineered for durability and ease of maintenance during the transitional period toward stricter emissions controls. Emissions compliance was addressed through leaner carburettor calibration and basic exhaust gas recirculation (EGR), allowing adherence to early voluntary UK standards.
One documented concern is premature wear of the camshaft lobes due to marginal oil pressure at idle, highlighted in Ford Engineering Bulletin T8CD-82-09. This issue stems from reduced oil pump relief valve pressure in early castings, leading to insufficient lubrication under low-RPM conditions.
The T8CD predates mandatory EU emissions standards. Production years 1979–1985 fall under pre-regulatory or early voluntary compliance frameworks (VCA historical vehicle classification applies).
The Ford T8CD is a 2,994 cc inline‑six petrol engine engineered for executive saloons and fleet vehicles (1979–1985). 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 EGR while prioritizing serviceability and robustness.
| 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 | 105 bhp (78 kW) @ 4,000 rpm | |
| Torque | 215 Nm @ 2,200 rpm | |
| Fuel system | Single downdraft carburettor (Zenith/Stromberg) with EGR | |
| Emissions standard | Voluntary UK 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 | |
| Oil type | SAE 20W-50 mineral oil (detergent) | |
| Dry weight | 205 kg |
The OHV inline-six provides smooth, linear power 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 camshaft lobe wear must be monitored—especially in high-idle or stop-start usage. Ensure correct oil pressure by using specified viscosity and avoiding extended oil change intervals. Original timing chains are durable but should be inspected if timing drift or noise occurs.
Oil Specs: Requires detergent SAE 20W-50 mineral oil per Ford Lubrication Bulletin T8CD-81-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 1979 internal protocol. Figures reflect gross (SAE) output.
Ford Engineering Specification T8CD-101
Ford Workshop Manual (1980 Edition)
UK Vehicle Certification Agency – Historic Vehicle Classification
Ford Engineering Bulletin T8CD-82-09
The Ford T8CD was used across Ford's Granada platform with longitudinal mounting and no external licensing. This engine received minor platform-specific adaptations—heavier-duty cooling in police-spec Granada Mk II and revised carburettor jets in later models 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 1980). The casting number begins with 'T8CD' followed by a 4–6 digit sequence. Early units (1979–1982) use a flat-top distributor housing; post-1982 models feature a domed cap. The T8CD can be distinguished from the earlier T7CQ by its EGR valve mounting and revised oil pump relief valve. Oil filler cap remains on the rocker cover throughout production.
The T8CD's primary reliability risk is camshaft lobe wear in early castings, with elevated incidence in urban or fleet vehicles subjected to frequent idling. Ford internal reports from 1982 noted premature cam failure in engines with over 70,000 miles under stop-start conditions, while UK DVSA historic vehicle inspections occasionally flag rough running and misfires. Infrequent oil changes and incorrect viscosity accelerate wear, making proper lubrication critical.
Analysis derived from Ford technical bulletins (1979–1985) and UK DVSA historic vehicle inspection data (2010–2023). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about FORD T8CD.
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Regulation (EC) No 715/2007
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