If your Cougar is equipped with the 3.8L (232cid) V6 engine, you'll probably note that the engine is more or less dependable, and somewhat fuel efficient. But the lack of power certainly can't be ignored. You might be wondering how you can soup that baby up...we're sorry to tell you that there's not much in the aftermarket save for the usual products (K&N filter, gears, etc.). But that doesn't mean you have a lost cause, especially if you're into heavy modifications. More about that later.

There are several types of 3.8L V6 engines that were used in Fox Cougars. The first type was the carbureted engine for 1982-83 (U.S.; carried over through 1984 in Canada and Mexico). The heads were actually decent but suffered from narrow exhaust ports. Output was rated at 112hp. The EEC-III engine management system was spotty, at best. This version of the 3.8 was very slow. It is unknown if there's even any potential to modify it.

The second type used central fuel injection (CFI) from 1984-87. This motor retained the traditional circular air cleaner but swapped out the carburetor for a throttle-body type injection sytem (1-bbl with 2 high-flow injectors). Output was now rated at 120 hp. The engine used Ford's EEC-IV system, greatly increasing the ability to troubleshoot problems. Some early cars (1984-85) had issues with faulty EEC modules, though, resulting in poor performance and reliability until properly diagnosed. Generally this CFI setup was very responsive and did its job well. The heads were updated from the carb style, with revised exhaust ports. By far, this was the most popular engine to be found in 1984-87 Cougars. Porting and polishing should make a huge difference, especially with low-end torque. A custom-ground camshaft with more radical lobes can definitely wake up the motor, too. There's also a distinct possibility that parts from newer 3.8 engines may work, although that remains unknown.

The third type of 3.8L V6 motor was introduced for the 1988 model and featured MPI (multiport fuel injection) with speed density EEC-IV management. This was a radically redesigned engine, sharing virtually no parts with its predecessors, and closely resembled the look of its bigger brother, the SEFI 5.0L V8. These improvements made for a drastically more responsive engine, especially in the idle and horsepower department. Power was now up to 140 hp and fuel economy was also increased. This was not a SEFI engine but rather set up for batch-fire. For 1988 only, an internal balance shaft was added to help keep vibrations to a minimum (the balance shaft was removed in 1989-98 3.8 engines). Also, a new intake manifold, new accessory brackets and a new cam made performance and smoothness quite evident. This generation of V6 is definitely worthy of more power---head work is possible, as well as a wilder cam.

Later versions of the 3.8L V6 motor can also be found in the Mustang, Taurus, Sable, Continental and Windstar, although it does have a different block casting for use in a FWD car. Some FWD parts do not interchange with RWD 3.8 engines as a result. In 1989 the RWD 3.8 was upgraded to a true SEFI system with a mass air meter. For 1999, the 3.8 received a new intake system and a balance shaft (again), for a decent 190hp. The Windstar 3.8, with tumble-port injection, had an even 200 ponies. For more information about the history of the Ford 3.8L V6 engine and parts interchange, replacement and upgrades, visit this site here.

Although not used in factory Fox cars, there was a The third type is the 3.8 supercharged motor found in the 1989-90 Cougar XR7 and 1989-95 Thunderbird Super Coupe. This motor has it all---power, smoothness, fuel economy, and gobs of torque. The engine had (obviously) much higher compression than the normal V6 motor, and the engine casting was beefed up accordingly. It's not possible to use supercharged 3.8 components on normally-aspirated 3.8 engines. For more information concerning the supercharged 3.8 Ford V6, visit the Super Coupe Club of America (SCCOA) site. Their tech info and expertise on the motor would better address your needs.

MODS
If you're going wild, talk to an engine specialist that deals in Ford motors, such as Tom at Morana's V6 Racing. He's magic when it comes to reworking 3.8 engines; his Mustangs are running 12's or better, naturally aspirated! The cost is considerable but that's the price you pay for being different. For more mild upgrades, see below.

Thanks to Chad for some of the information here.

CUSTOM CAMSHAFT
There is the possibility of getting a custom camshaft ground for your 3.8, regardless of model year, through Competition Cams and they can custom-grind a 3.8 V6 cam. Cost is around $180 and it takes 1-2 weeks to make it.

Also, Clevite offers a custom-ground performance cam for the 3.8. The cam specs are .050" duration, 204 degrees/intake, 214 degrees/exhaust. It requires the stock valve springs and hydraulic lifters. The valve springs must be checked for coil binding. The rpm range is 1500-4000 for low-mid range torque. Clevite's cam kit comes with a new cam, lifters and assembly lube. The part number is K845 and when ordering, you would have to specify that you want the 229-2054 performer cam. Call 1-800-637-7654 to check on the pricing of the kit.

ROCKER ARMS
You can use roller rocker arms from the 5.0 V8--they'll work, and sometimes can be bought in sets of 12 instead of 16. Since the stock ratio is 1.6 you should use this ratio in roller rockers as well.

HEADERS
Yes, you can get aftermarket headers for the 3.8 engine. Keep in mind that they're designed for newer Mustangs, so things like oxygen sensors and air tubes may exist on them. MAC Performance is now selling 3.8 headers:

MAC shortie headers (unequal length), P/N TF3845, MSRP US $229.50

MAC longtube headers, P/N TF3895, MSRP US $269.50

You can contact MAC at www.macperformance.com or 1-800-367-4486.

Also, you can use newer 3.8 factory headers on your engine, again keeping in mind the O2 sensors and air tubes. All 1994-up Mustangs have them, and 1991-up Cougars/Thunderbirds had them as well.

UNDERDRIVE PULLEYS
ASP makes a set of underdrive pulleys for the 1990-98 3.8's:

P/N ASP826305, MSRP US $94.99

Keep in mind that these may or may not work on earlier 3.8 engines. They can be found at www.holcombmotorsports.com or 1-800-475-7223.

SPARK PLUG WIRES
Ford Racing offers 3 sets for the 3.8 motor, all 9mm wires, your choices of black, blue and red. All sell for US $49.95/set.

P/N M12259M302 - Black
P/N M12259C302 - Blue
P/N M12259R302 - Red

You can find these thru www.mustangsunlimited.com or 1-800-243-7278, Summit Racing, or see your nearest Ford Racing dealer.

Auto Zone offers a set of Bosch plug wires for the 3.8's for US $34.99. You can find them at www.autozone.com or your local Auto Zone dealer.

ENGINE REBUILD KITS
The following are master engine kits for the Ford 3.8L V6 from Clevite. Each master kit includes cam bearings, camshaft, expansion plugs, gaskets, lifters, main bearings, oil pump, pistons, rings, rod bearings and timing set. These are 9.0:1 compression ratio kits.

MK689 - 1989-93 RWD Naturally Aspirated Electronic Fuel Injection with Automatic Transmission.
MK313 - 1986-87 (from 1/16/86)
MK692 - 1984-86 (up to 1/15/86)
MK693 - 1982-83

To place an order call Clevite's Customer Service at 1-800-637-7654.

DRESS-UP
JC Whitney offers a set of chrome valve covers that will fit the 1983-87 3.8's:

P/N 38BU3166B, price US $29.95

They can be reached at www.jcwhitney.com or 1-800-529-4486.

MISC.
Don't forget the basics--rear axle gear change, Red Line synthetic lubricants, K&N air filter, and so on. They'll definitely give you some added ponies and make your car last a lot longer too.

ENGINE SWAPS
You may come to the point where the 3.8 just will not do. That's understandable; more cylinders = less work per piston and greater power return.

3.8-to-5.0 Swap
We've talked to some people who have changed from a 3.8 V6 to a 5.0 V8 we're told it's not a simple swap, although it is fairly straightforward. The wiring harness is totally different, as well as the computer and all the sensors. The front suspension needs upgraded to V8 specs, too. And let's not forget the exhaust system. It would be easier to change over the 1988 cars, because everything is on the correct side of the car for both V6 and V8 (battery, air cleaner, throttle cables, etc.). But that shouldn't be a deterrent. If you want to do it, visit the HO 5.0 Conversion section. There you will find all the specific details needed to drop in an EFI V8.

3.8-to-Supercharged 3.8 Swap
For the ultimate sleeper, find a supercharged 3.8 from a SC or XR7 and drop it in your Fox Cougar. Just be prepared for the wiring nightmare that goes along with it. So far we know of exactly one person that's done this swap...he said it was extremely difficult, particularly when it came to the wiring. Now the potential is enormous considering the high torque output of the super-6 and the relatively low weight of the Fox Cougar. However, it's an enormous effort and should really be carefully researched.

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