II 1978–1985 Ford Capri III 1971–1976 Ford Taunus TC 1976–1979 Ford Taunus II 1979–1982 Ford Taunus III 1977–1979 Ford Cortina IV 1979–1982 Ford Cortina V 1972–1977 Ford Granada I 1977–1985 Ford Granada II 1982–1984 Ford Sierra I 1968 Siva Sirio 1968 LMX 2300 HCS GT 2.4 The was used only in Europe. Like the 2.9 L version, the camshaft is chain-driven, it has fuel injection system (EFI) and Ford's EEC-IV engine management. Bore and stroke is . Power output is at 5800 rpm and torque at 3500 rpm. Applications: Ford Granada III Ford Scorpio 2.6 The largest first-generation V6 was the introduced in 1969. It had a bore and stroke. Output was and . Applications: 1969–1971 Ford 20M RS 1969–1971 Ford 26M 1970–1974 Ford Capri (Not available on UK models) 1972–1977 Ford Granada (Not available on UK models) 2.6 RS A special high-performance version had with a bore and stroke. With fuel injection, it produced and . It was the only first-generation engine with fuel injection. Its only application was the Ford Capri RS 2600 where it was used from 1970 to 1973 when it was replaced with the RS 3100. Weslake developed a racing version of the engine, bored to to give of displacement and producing in excess of . Ford Capri 2600 RS from 1970 to 1973 2.8 The second-generation Cologne V6 was introduced in 1974. It displaced with a bore and stroke of , and used a geared camshaft design. While based on the 2.6, the larger bore necessitated a different block. The European version used a "siamesed" two-port exhaust manifold, similar to the one used on the V4, while the American version used three-port heads. The European approach was useful in that existing cars with the V4 engine could be upgraded with relative ease. Output was rated at for the US market and for the European market, depending on the model. In Europe, the 2.8 was produced with carburetor , mechanical fuel injection (Bosch K-Jetronic, , and electronic injection (Ford EEC-IV, ). Electronic injection only featured on the 2.8 Granada models for one year before being replaced with the 2.9 unit. Tuning options are very limited with the Bosch K-Jetronic models. The siamesed inlet and exhaust ports of the 2.8 only respond well to forced induction or an overbore; normal tuning will yield only minor power results. The MFI 2.8 Cologne (Capri/Sierra 2.8i) uses a very