Long story short, my dad got wide tires in the rear and now everyone wants to race him, and he wants to beat them. Problem is, it's 6-cylinder. I realize that this car is rare, but there has got to be some bolt on performance modifications that will give this old Mav a little fire in her pants.

The engine is somewhat new. I think that it only has about 25K on it, and it seems to be running strong.

Thing we are looking for:
Performance head, or custom porting?
Manufactured performance cam?
What brand of valve springs?
Header
K&N filter, or custom cold air intake relocation?
He has the grabber hood and I was thinking that maybe drilling out the fake vents with some under hood fab work would be cool to draw in cold air.
Traction control on a mav?
Shifter (stock is 3 on the tree)
fuel pump?
How much gain from elctronic water pump and rad fan?
Anything short of V-8 install would be much aprecitated.

These guys sell headers, cams and such. I also understand that the (250 if that's what we are talking about) 1978 heads have a larger intake manifold as well as valves.

Originally posted by JC13
These guys sell headers, cams and such. I also understand that the (250 if that's what we are talking about) 1978 heads have a larger intake manifold as well as valves.
Clifford 6 into 8 is the company? Sorry, I am pretty new to domestic performance brand names. I'll do a search to figure it out, but if you have a direct link, that would be great too.

Thanks

That's the company name

http://www.cliffordperformance.com/

Thanks JC and Charlie!

Wow... i had the same idea with my straight six... but at those prices i'll just plug in the V-8 later.... Fuzz

Does anyone have any good links to pictures of modded out six cylinders?

http://home.cfl.rr.com/mustangsix/

Pretty cool. There's something wrong with the redirect on that site, but I was able to stop it in time to check it out.

145 RWHP, a little less than what I thought it would produce with all those mods. The 15 sec 1/4 mile was impressive for an old 6. I doubt my dad could swing that with the 3 on the tree shifter.

The head sounds like an early Briggs & Straton with the wedge design.

The EFI crossfire sounds pretty cool.I dig seeing the intake manifold and huge plenum. Anyone build a custom intake manifold in the US for the 250? Weld a few injector bungs, slap on a TSP, bolt on a haltech and coils and hello fuel injection. Sounds so easy but so hard.

What is the compression ratio for a stock 250?
9.5:1? 10:1?
If you go EFI, how about a turbo charger, or super charger?
How cool would it be to see a Mav with a big ass intercooler behind the grill.

Think of the heads that would turn when you finish your burnout an people hear a turbo spool down through the tail pipe. Or better yet, the scream of a BOV after each shift. I could see mid 13s easy.

Dreaming...

That link had some other links at the bottom. For a long time I thought about keeping my 250 and spent a lot of time on this fourm. These guys really know their stuff.
http://pub41.ezboard.com/bfordsixcylinderperformanceforum

Ok spooledUP I know this is what you really want to do- :D

http://bigal.cz28.com/photo.html

All I know about the car is in this quote. But it sure looks sweet.


The car was from Oragn Ford in Compton Ca. From the info I got, the turbo system was put on out there sometime. The car was an original thanks vermillion car with air, and am radio, and a 200 6 in it. I was told motor was best 250 made because it had 7 main caps but I dont know about that. Motor has forged pistons to accept boost, stock head with bronze guides and harden seats. Turbo is a garett TO-3, with some kind of incon boost controller. It wasnt a waste gate, it was some kind of spring mechanism. Turbo was mounted to stock manifold, just cut at the neck and had a plate welded on to it. Carb was a 500 holley 2 barrel mounted ahead of the turbo on a plate/intake. The whole thing was cooled by lines coming from the block. Exhaust was 3 inches in dia, and was in 4 sections. So I could take off the muffler or any section and run it open.
Trans was a C-4 with a bastard converter. I was told it was a pinto unit and had welds on it for the new bolt holes to fit the mav flywheel. It was like a 3000 stall. Rear was 8 inch with 3.50 gear.

All the turbo stuff was custom. The oil pan was aluminum with a drain on the side. Car was fun to drive but a pain too because i drove it to school and always worried about it. I never had it at the track but it ran a 13.80 on old michellin X 185 tires and stock 5 inch rims, old owner raced it alot. I have some more pics of it, if you want to see it

Im back. Everything was one-off, so no part numbers. You would have to fab up everything to do it. All the stuff i had was custom made and one of a kind, and dont know who made it. Motor was built for boost, ie pistons and home made copper head gasket, about 2 grand in it.

But heres what you would have to do. Get a non-egr exhaust manifold and cut it off right where the neck is. Weld a plate that matches the turbos mounting flange onto the manifold. Next fab a pipe to run up to the intake from the turbo outlet. Kind of like an upside down J. Next make a intake for the turbo that the carb can mount to. Again like a J, run it up away from the front of the turbo and make a plate to mount the carb to. I had a 500 holley 2bbl, but a 350 holley will work too. Run an oil line from the sending unit near the back of the block to the turbo and run a return line to the pan. Thats really all you need.

The only pic of the motor is the one on my site, but I have more car photos

His email is jrvk@peoplepc.com

Very cool stuff. I'm not so sure about the carb with a turbo, but there is no doubt that the power has be significantly increased.

I'm ready to hit the junkyard for turbo volvos and subarus.

I asol like the crossfire adaptation to the US250.

go to http://fordsix.com and hit the link to the forums. There's plenty of six cylinder advice there.

The Aussie Crossflow Mustang is mine. That's a pretty old page and the car is a little quicker than that now, running mid to low 14's pretty consistently while still getting 22-23mpg around town.

http://fordsix.com/front.JPG

I have plans to replace that engine with a later model 4.0 OHC Tickford if I can find one at the right price. Tickford is the Aussie equivalent of SVT and their engines really scream.

I gotta tell you though, the turbo might be cheaper to do than an Aussie engine.

I'm not familiar with carbureted turbo setups, but I can see the cost advantage over EFI. I would think that you would get more control, and higher output from an EFI setup but of course at a steeper price.
How much output can the bottom end of an IL6 take?
Is there a big difference between the 200 and the 250 in strength? Is it just bore, or both stroke and bore which makes the 250 larger? How much can the 200 be bored out to?
Oh yeah, I found out that my dad has a 200 and not the 250. Why he installed a 200 and not the 250 when put in a new motor I do not know.

I am really hooked on the Turbo idea. Anyone have any more dyno charts on turbo mavs?

If you want to play with a six, put a built up 300 truck engine in with supercharging. Should be able to get 1 hp per cu in. +. And yes it will fit.:)

The 200 and the 250 have the same 3.68" bore but the 250 has a 3.91" stroke vs the 3.12" stroke of the 200. With seven mains, the engine can handle a fair amount of power, but an upgrade to better rod and main bolts would be necessary for an extreme turbo application. It should be capable of handling 300 hp with the proper attention to the combination.

The 250 is almost 2" taller than the 200, making it difficult to install in a lot of cars, especially early Mustangs. A 300 would be a neat idea, but it's even bigger (longer, taller) making it tough to package. It can be done, though.

You can certainly turbo a carbed engine, but tuning an EFI is a lot easier, especially when you have full control over timing and fule maps. If you spend many thou$and$ on building a strong enough engine to handle a lot of boost, why would you skimp on fuel and ignition control? Boost and EFI were made for each other! Hope you have deep pockets, though!

It really sounds like a 200 would be a great canidate for a turbo charger with the shorter stroke. I could see using H-beam rods, and forged aluminum low compression pistons as a good move for geting the quick and high rpms turbos love.

Are Mav lifters hydraulic or solid?