Have been offered a High Dollar 300ci Ford 6cyd Drag Motor

I have just been offered an 7sec 300ci Ford six. Ok, yes it is coming out of an Altered Roadster than only weighs 1800lbs, but this should be able to push the Maverick into the low 10's..................and I've been thinking about a six cylinder for some time. Haven't had one since 1964.

I have just got my 408 back in the car and am trying to get everything back
together to go racing later this month and certainly wouldn't miss the rest of this season just to try and shoehorn a six between the shock towers.....
but it is a killer motor and a lot different than the normal 408/414/427/454 bored and strocked Windsor/Cleveland.......................................anyone up for a 650HP motor and trans for their car??????????????

 

Very cool

 

As Joe Dirt said. Very cool. I have seen a lot of the SRDA cars run the six bangers and some of them really fly.

Good luck with it.

Bobo

 

that motor is NA?

even if it is massivley stroked and sleeved for big bore?.. no way it makes 2HP/CI without an adder. Just sayin', is all.

 

Sounds like a good motor for a stripped down mav with a strait axle and big slicks. Leave the lights and glass in for the street and have lots of fun.....

 

Its possible and was done in the 60's and 70's just sayin'

 

Plugging those numbers in a calculator: It takes 670 HP to drive an 1800# car to 7.99. That would be RWHP, not flywheel...

 

NO POWER ADDERS, other than 3 Holley Mod'd 2300's, which is more CFM than I currently run on my 408ci.
I've seen the car in person and the guy has been working/designing parts for the motor since it came into production................the only thing that is halfway stock is the block. The head is an Aussie aluminum piece that has been heavily mod'd. It's the real deal and makes more torque than my 408ci!

 

Plug my car into the calculator, last year I did a 9.801 in the 1/4 and the Maverick with me in it weighs 3325lbs.....................and with the motor refreshened (although we lowered the compression) it did only 650HP on the engine dyno........................................??????

 

Wish i had the cash for something like that be fun in my yellow car

 

Well....................the guy has been racing six cylinders for over 40 years and just doesn't want to race any longer. Along with the motor comes a couple of spare blocks and tons of misc parts.
I will definatley need to sell the 408 and Powerglide plus put some cash on the line..................but he is in no hurry and I really need to get the Maverick back on the track........................so next time I see the car I will do some measurements...........the intake is a very special sheet metal type (kind of interesting as it has a wooden center section) to make sure it will clear the shock towers.................................I will post some pictures next time I get close to the car.

 

I'm not even going to take out the calculator and that's exactly my point here. So that means this motor would have to be approaching 2.5HP/CI power ratio's.. or more.. at the flywheel. Aside from 20,000+ rpm F1 engines.. even the best engine builders in the world struggle to touch that ratio with N/A.

And IMO, aussie headed or not, it would likely take some serious port relocation and a case of aluminum welding stick.. or a hemi type layout to flow that much air per cylinder.

While this config is far from stock to be pushing that car down the track like that.. this quick google search can shed light on the various heads flow numbers.
http://www.classicinlines.com/FlowTest.asp

Not to mention that this motor would likely have to turn around 10,000+ rpm to do it at that CID. Which is even more unlikely with a production block no matter the mod's.

Would love to see pic's of the internals, head flow charts, or better yet.. some vid's of that ride running down the track. Otherwise I have to just shake my head and walk away from the discussion while I hold up the BS flag.

PS. does that thing run Nitro? I'm not trying to be combative here at all.. I'm just seriously struggling to see how that inline can be pushing that level of power, is all. I'm all for learning new things and finding new engineering limits.

 

I doubt the motor is making the kind of HP you think it is, but lets take a look at my Maverick and equate your "Calculator" with the real world.
My Maverick did a 9.801 in the 1/4..........if you plug this into a "Calculator" you come out with the motor having to put down over 600HP ATRW, of which the motor only turned 650HP ATC on the Dyno..................and the car weighs 3325lbs...................how do you explain that???????????
So, what are your credentials in the way of building engines and drag racing cars................and how many years have you been doing this. I am not being combative either..................since I don't know you from Adam maybe you can at least give me some of your background............because I have been drag racing for some 30+ years and have built dozens of engines, not just OHV8's, but also six's and Flathead V8's. Kind of like the time everyone on a number of websites told me I couldn't make over 300hp
with a Ford Flathead.............did it..................and the time everyone told me I couldn't make over 280HP ATRW in my stock NA Mustang Cobra.....did that too.
So..................I doubt the motor is making over 2.5hp/ci...............in all reality more like 1.9 or 2....................................IMHO
I think the motor is running Alcohol.............................

 

ok. I see that I ruffled your feathers a bit so I'll back up a little and esplain and kinda introduce myself a bit better. I enjoy doing long casual burnouts in the morning.. getting involved in the occassional discreet showdown late at night when cops are nowhere to be found, and I've even been known to go well beyond the posted speed limits of the Interstate freeway system to show some guy in an overpriced Porsche the "what for?" and let him know how badly he got gouged for cash.

Seriously though. I started building motors with the help of an old Chrysler engineer in Texas when I was 16(am only 44 now). Proceeded for the first couple of years as the usual teen did/still does with "bigger is usually better" mentality and learned some hard and expensive(for my paycheck anyways).. lessons early on.

I've only built around 50 motors through the years and now do it as a sideline project since I'm more than proficient with a die grinder and a mic. I prefer to stick with what I do best which is to port and polish heads and even had a homemade flowbench with a shopvac motor at one time. "Man-o-manometer".. my friends used to call me. I also dig knife-edging cranks and have even fully polished them a few times through the years as a poor mans old-school oil shedding trick. Which I won't be doing again unless I simply want a wall ornament to look at, lol.

My last personal project was an Astro Van 4.3 V6 build which was intended to be a turbo application(the messaged factory heads flowed 270+/230+on I/E).. but fell through due to money, time constraints and basic lack of gumption in dealing with the even fire crank setup. I still have those heads and modded factory Vortec manifold(with putty work, plenum spacer) sitting in the garage for a "maybe later" scenario. The last project I did for a guy(about 3 months ago was a moderately built 406 sbc that now runs 10.90s in a late model Camaro bucket-o-junk(87, I think?) in full street trim.. and the motor was conservative at around 600 horse. 1.5 horse per cubic inch is easily achievable these days with light messaging of cheaper parts or higher dollar bolt ons.. so I'm not over-prideful at all.

My most potent ride at this time is my 85 s-10 Blazer with a 563 horse 385ci. Nothing spectacular but it does have a full roller titanium valve-train with a wet belt drive. Each rod and piston/pin was lightened almost 150 grams so it snorts better than it goes most of the time but still gets me into the high 10's at around 126 in street trim so I can't complain too much. Unless I break it again.. which seems to be the current trend as I have it in the middle of my garage floor dangling from my hoist right now. Fun, fun, fun.

The harder part in engine building, to me anyways, is messaging and re-engineering the factory stuff. Port relocations, angle milling, putty work, custom piston height/rod ratio's, etc. is really quite enjoyable to me since there is far more challenge to manipulating factory stuff. At least until I line up next to some punk who just tossed some aftermarket bolt-ons on his ratty ass ride and smokes me like a cheap cigar. Then I think to myself.. should'a, would'a, could'a. lol

Also learned pretty quickly early on that what people thought their cars were making at the wheels and what the car does for MPH at the end of the quarter are two entirely different results. Some cars can blast away at the ET early on.. and then fall away on the MPH. While some others which have even more horsepower than the guy next to them can get smacked around all the way to the 1000 foot mark and then just rocket right by a the end like some sort of ringer. So, there are many factors involved to give the end result as you well know. A calculator wil only get you so far and the dyno don't usually lie with the right person running it.

My other "credentials" include but are not limited to:

Infiniti VH45D 4-cam build, from which I still have the heads and extrude honed manifold sitting in the garage collecting dust. That car saw 150+ at only 5100rpm(had a 7,400rpm redline) but I didn't trust my Z rated tires to try and push it further. Didn't have kids at that time.. but I wanted to have the chance to, if you know what I mean.

A couple of Honda's, Nissan's and 1 Toyota. I'm not proud.. but at least I got payed for it. Although one of the Honda's was and is still in my lowered Accord in the driveway with a downright amazing 285k miles on it now. That car has been 145 at least 6 times that I can remember and I just can't kill the damned thing even though it seems like I try sometimes.

Too many Chevy, Ford and Mopar builds to remember which included everything from 4's to 8's with the very same 4.9 motor we are discussing in this very thread pushing a decent 300 horses at the crank on pump gas. Offenhauser manifold, Holley and Clifford were the only aftermarket pieces and the rest were fairly heavily messaged factory parts. That was one torquey bitch of a motor down around 3,000 rpm and I still miss that one to this day. The guy I sold that truck to even pulled the motor, and yanked the top-end off it for another ride he had after that one. I told him he I should call him "Mr Dumass".. for scrapping the bottom end because I had flycut the forged pistons, polished the rods, and had mallory in the crank. It would have been simple to swap that stuff into another freshly machined block and he said he was wondering why is wasn't as snotty as the one I had built. Takes all kinds, I guess.

Anywho.. I gotta run for now.. but just wanted to say that when it comes to being green around here.. it only has to do with working on these particular cars themselves. Me grammar and speeling ain't the greatest much of the time.. but I do just fine in other areas. You seem to know your stuff too and I can usually always relate to someone like yourself. So, with that in mind, please don't be offended if I disagree or question the "degree of validity" of anything you may post around here. Feel free to return the favor too since that's usually how we all learn and grow. After all.. I shouldn't have to tell you that engine builders are some of the most skeptical people on the planet.

Hopefully as time goes on we can dig deeper into the more hardcore techy stuff, and bore the snot out of others who may not understand some of it. And although I do tune EFI on occasion, I don't prefer that, Turbo, or N20 the majority of the time. I'd also like to pick that Joe Dirt guys brain on some occasion's too.

Greg

 

ill say im not an engine builder.
the one factor i do know about the ford 300 I6 block is that its one of the strongest blocks out there. it has 7 main caps. this means that each rod journal of the crank has its caps on each side. i would not doubt that the block can hold 700 hp. it even lends it self to high rpm crank stability.
i do find it hard to belive the 2 hp per cubic inch but not impossible. we need to remove our self imposed restrictions. its not done on pump gas, its not done with any thing stock but the block, and i suspect it has been filled and has 4 bolt mains.

is one 10 sec maverick out there with I6 300 so why shouldnt there be two. it would cool if it could dip in to the 9s.