Can anybody tell me how much (realistic) hp can be pulled from the 200 or 250 engines? I'm not interested in building a full race motor, but something fairly reliable for the street. I know V8s are cheaper in the long run, but I like something a bit different. Any hints for carb, cam, etc? Aaron
there is a movie on here i think.. the guy is running a 6 and it runs 10s in the 1/4?? not sure exactly.. but if you rebuild one, and take your time on it.. iw ould imagine you could easily get 300 hp out of it
"I'm not interested in building a full race motor, but something fairly reliable for the street" quote 200 HP would still be some $$$ and time :Handshake the only way you will realy know is to dyno both motors...first one to see what you have now and the 2nd. one to see what you have when done. ...also other than a ...full dyno...i would think it will be hard to find a ...motor dyno for a ford six... ......
six in a row make it go! I don't know about actual horsepower numbers but if I were doing it I'd build a strong bottom end with forged pistons. I think you can use the 2.3 liter turbo pistons but you'll need to research that. Use good rod bolts and have everything magnafluxed. Machine the log intake flat on top and have it opened up so you can direct mount a holley or Autolite 2V. Add a header, port divider and good exhaust system. Bump the compression up to around 9:1 and install a mild cam, something with a duration @ .050" in the range of 205-215. Use a DSII distributor. Then you can play around with nitrous! Good times!!! My worth.
Thanks guys. I know it's gonna take time and $$$ to pull some 200+hp, but I love the look on people's faces when you pop the hood and they see that one long valve cover under the hood! Aaron
I've done a bit of looking and came across the Aussie and Argentinian 6 cylinder heads with separate intake. Has anybody tried these out and had success?
If you hop on the forum at www.classicinlines.com you could do a search and probably find something. I know there are some guys running these heads. These heads are very hard to come by, though. I'm waiting for the aluminum head to be released at classic inlines that will have a variety of detachable intake options.
What 71 gold said. I contempleted this over and over again, and actually found it was cheaper to go with an 8. Add-on are cheaper and plentiful. If you want to go fast, the I6 is not the motor you want. Don't get me wrong, it can be done, but by the time you add things up, you would have said... "I could have had a V-8"
Very, very desirable heads for the inline six. Ford Six Parts (now Classic Inlines) has been promising to come out with an aluminum head based the Aussie design. I tried buying a head off of Aussie e-Bay, but the seller did not want to ship. Buy the performance book from Classic Inlines.
No argument here. Without a doubt it will be cheaper and easier to go fast with a V-8. But if you want to be different and turn some heads...
Re: Here's what an Aussie Crossflow 250 looks like in a Comet. I bought it on Ebay. A guy here in the states ships these motors over by the container full. Makes shipping only about $100 bucks to get it to you. The other option is the 2V head. They are on Aussie ebay. On Ebay home page, click on Austrailia, then you can search for all the goodies in Austrailia. They are a little more laid back though and only about half of the sellers will actually ship to the U.S. The good thing is that 10 dollars in Austrailia is about 7 of our dollars. The bad thing is it cost around $350 to have a 2V head shipped to me. Which is what I paid for the 2V head. So the head was $700 bucks when I got done. It is cool though. I'm working on gathering all the goodies for the build. You can find some neat parts for those heads as well as what Classic Inline is in the process of making.
The motor in the car is a crossflow. It's an engine all it's own and while the head can be drafted to the U.S. 250, it's not a simple bolt on. The crossflow is more of a distant brother or cousin to the U.S. 250. It has canted valves and rockers that interchange with a cleavland. The 250 2V is the engine who's head will bolt straight on a U.S. 250. It also has a removable intake manifold but it's on the same side as the exhaust. The crossflow has the intake on one side and the exhaust on the other. If the same mods where done to both engines, the crossflow would make a little more power. The 250 2V engine was rated at 170 HP and it's intake will interchange with the Classic Inline aluminum head. It's really hard to say that the Classic Inline head is designed after the 250 2V. While I haven't read up much on the Classic Inline head and it is said to be an aluminum copy of the 250 2V, I think it's only similiar attributes will be that they both will bolt up to a U.S. 250 and the intakes will interchange. The new head is supposed to be awesome and while I would love to have one, I really don't see me getting one real soon. But who knows, stranger things have happened... Dave
OK, not a Ford, but cool none the less, I am helping a friend of mine restore a 67 Firebird with the Sprint six option. It's a 230 cid OHC six, with a factory Rochester Q-Jet and hotter cam. Made 215 at the flywheel, so says the factory. Sure looks weird with a big ole QJ sitting there. Now, back to your regularly scheduled Ford programming.
