Cylinder Head Gasket...

Discussion in 'Technical' started by Buck62, Jun 17, 2017.

  1. Buck62

    Buck62 Member

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    I get all your points. But, we would still have to build a V8 motor because we're not throwing an old engine in the car without completely redoing it.
    That means we have to rebuild the trans. Which means we also have to get a better rear end.
    That means we will go down the endless Road of constantly chasing more power and spending more and more money to get it.
    Not to mention all the down time of the car sitting in the garage.

    Another thing to consider is that I bought this car for $2,900, and we may not keep it after a few years.
    So, why would we want to spend 7 or $8,000 on the mechanical part alone? Nobody ever seems to recoup their investment.
    Right now, we have a nice running inline 6 with only 68,000 riginal miles. We intend to keep that original motor and nothing is going to change that.
    Everyone and their hair stylist swaps out the motors in these cars. We don't want to be like everybody else.
     
  2. Krazy Comet

    Krazy Comet Tom Supporting Member

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    Install a 4:56-4.88 rear gear...

    It'll feel like you added 50Hp(well maybe 35), lay large patches of rubber but probably won't run over 70-75 mph...
     
  3. Buck62

    Buck62 Member

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    I agree!!

    That's something that would be on our radar after the initial mods because it's affordable and a relatively easy swap.

    Good call !!
     
  4. 71gold

    71gold Frank Cooper Supporting Member

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    there's a reason why they they do this...:huh:

    "we're not throwing an old engine in the car without completely redoing it."

    I thought you said you're not building the old 250, just adding performance mods.
    without a cam and gear change with that head and carb change, that 250 will be less than it was to start with..JMO
     
  5. Buck62

    Buck62 Member

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    I took a massive beating in a divorce 3 years ago. So we're doing what's affordable and what is within our mechanical limitations.
     
  6. Powerband

    Powerband Member

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    ---- 1976 Comet --- 1974 Maverick- - '61 Comet T'Bolt Six ---- 'quite a few projects ...
    I run a 170cid and two 250' small block sixes in varying degrees of modification.

    Enthusiastic engine builders , machinists and fabricators are using alternative inline sixes & eights', diesels Turbos, Superchargers and even hybrid setups and may soon become the real performance build challenge. Pricey crate or V8 build option is a simpler alternative but yields yet another Ford 302/C4 or GM 350/350 car in the shiny but monotonous show/cruise displays.

    The 250 has similar torque capabilities (rubber patch ability) as the 302 in stock trim. Fords' small block six inline was built for maximum MPG with least amount of emissions and Ford money spent on warranty repairs. With a littel inexpensive help the 250 can be re-tuned for maximum performance with some sacrifices on MPG and MTBF. Getting the questionable 'factory tuned' 250 to meet original performance specifications may release a lot of power hidden by poor tuning. The anvil strong 250 can take a lot of 'upgrade' power before needing big money extensive mods. Matching the capabilities of the torquey sixes to the drivetrain is the real key.

    Simple 4-Main Maverick 170 in my daily driver can accelerate and cruise at interstate speeds with ease with stock internals and stock camshaft. Modifications made to 170 are cyl head worked with back cut valves., V8 springs and .070 milling for @ 9.5 SCR. Completed with Hooker long tube headers and progressive 2bbl (H/W 5200) the torquey little 170 spins a T5 Overdrive tranny through 3.50 rear gears.

    I run a NA 250 in an early Comet with extensive performance mods including AMC 258 pistons, 274' cam, Holley 3X1 Tri-Port with 2300-4412 500cfm on a hi-rise tunnel ram or 3 Holley singles, dual out Hooker headers, extensive porting with oversize valves and extensive internal's beefing. With a 3.80 posi , T5-Z and traction devices the car is built for smoke at the burnout-box, launches all day and still driveit home with the 250 .

    My current small block six project is a Mav' 250 with a Vortech Supercharger. Stock block and cam with the head simply freshened but not milled yields @ 8.7:1 SCR with composite gasket. I first built the project with a Buick derived Turbocharger on the original 250 in the Maverick. With the T3/Draw-thru/Quadjet setup, I increased the boost incrementally until the piston lands broke off at @ 20PSI of boost. Current 250 SC blo-thru setup uses stock 250 internals with the freshened head and I keep boost to @ 10PSI max until I can afford forged pistons. I use a heavily modified (inexpensive) Holley 2300-7448 350cfm carb with a PV operating only with boost. Ignition advance control and stock exhaust with sensor for mandatory AFR gauge keeps detonation destruction at bay. Still have the 3.03 3OTT and 2.79 rear while completing engine tuning but can "lay rubber" in any length or gear.

    A stock 250 with careful tuning and mild carb and ignition mods and reasonably sound drivetrain is a good start to finding out how far - and how fast ($$) you want go....


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    HAVE FUN
     
    Last edited: Jun 28, 2017
  7. Buck62

    Buck62 Member

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    Hey Powerband... Thanks for the EXCELLENT informative post!!
    You totally nailed it about people dropping a small block V8 into just about everything. My son and I recently attended a car show where 90 percent of the cars had V8 motors and we liked the inline 6's better because they were less common and more creative.
    I've done my share of V8's in my lifetime.
    Being dIfFeReNt has a nice appeal to it.

    I love what you did with those sixes!!
     
  8. maverick5.0

    maverick5.0 Member

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    250 with a Vortech Supercharger !!! neat, love it !!!
     

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