Fordnatics List Archive

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Mail From: Dan Jones <(email redacted)>

Greg,

The number for Clifford Performance is (714) 734-3310. Their catalog
shows headers, pistons, cams, and an Offy progressive (3 x 1 bbl carbs)
intake for the 200 6 cylinder. I'd reconsider the 250 cubic inch option
if you really want some performance but don't want to switch to a V-8.
I'm a bit foggy on the Ford inline six. Don't they have an integral
head and intake. If so you'll have to saw off the intake part to install
the Offy intake.

Have Fun,
Dan Jones

> Wow, a performance straight six...., that would be interesting.....
>
> Thanks Alot,
> Greg

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Mail From: (email redacted)

The 170 and 200 had integral head/intake, but the
250 (im pretty sure) had a seperate intake. I put
a Crane cam and headers an a '68 Mustang back in
the early 70's (200 ci). I also put a 170 head on it,
because of the smaller chamber on the 170 head, boosting
the compression a little. Sounded pretty mean, went
pretty good, but was pretty limited because of the
1 barrel. Thought about the 3 x 1, but never got
around to it. Interesting project, but still nothing
like an V8.

If I remember correctly, the 3 x 1 was done by cutting
a hole on both ends of the intake and adding studs for the
2 new carbs. Not by hacking off the the whole intake.
I guess they've got a better way to do it nowdays.

-Bob


>
> Greg,
>
> The number for Clifford Performance is (714) 734-3310. Their catalog
> shows headers, pistons, cams, and an Offy progressive (3 x 1 bbl carbs)
> intake for the 200 6 cylinder. I'd reconsider the 250 cubic inch option
> if you really want some performance but don't want to switch to a V-8.
> I'm a bit foggy on the Ford inline six. Don't they have an integral
> head and intake. If so you'll have to saw off the intake part to install
> the Offy intake.
>
> Have Fun,
> Dan Jones
>
> > Wow, a performance straight six...., that would be interesting.....
> >
> > Thanks Alot,
> > Greg
>


- --
********************************************************************************
* Bob Plencner (603) 772-1500 x3889 (email redacted) *
* Hewlett-Packard (SMDO) Exeter, NH 03833 NARRC - FV - #15 *
********************************************************************************

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Mail From: Eugene Y C Chu <(email redacted)>

I used to have a (don't laugh) Granada with the 250 cid I6 engine.
I looked at a number of sources for hop-up parts, and I remember a couple
of things that were available: An Offenhauser tri-power manifold, a cam,
and a turbocharger package. Unfortunately, since I sold the car 12 years
ago, I've not kept up with it. But some basic information is helpful.
The straight 6 has 7 main bearings, making its bottem end quite strong
for a civilian motor. And it is naturally balanced (without the use of
counterweights) through something like the first 7 modes of harmonic
vibrations, so it was quite smooth at all rpms. (This is why companies
like BMW, Mercedes, and Jaguar still use I6 engines in their cars.)

The big problem with the Ford 250 has to be its top end; while shopping
for parts in the bone yard, I saw a couple whose valve covers were
punctured by rocker arms that obviously floated from too high of
operating speed. I don't know if anybody makes stiffer valve springs or
bigger valves specifically for the 250, but I think reasonable
substitutes can be found and fitted. (That would have been a real
sleeper: a Granada with a turbocharged tri-power 250 I6 engine!)

eyc

This read-only message was archived from a public mail list.
Mail From: "Lawrence S. Harris III" <(email redacted)>



On Fri, 16 Dec 1994 (email redacted) wrote:

> The 170 and 200 had integral head/intake, but the
> 250 (im pretty sure) had a seperate intake. I put
> a Crane cam and headers an a '68 Mustang back in
> the early 70's (200 ci). I also put a 170 head on it,
> because of the smaller chamber on the 170 head, boosting
> the compression a little. Sounded pretty mean, went
> pretty good, but was pretty limited because of the
> 1 barrel. Thought about the 3 x 1, but never got
> around to it. Interesting project, but still nothing
> like an V8.

A while back, Super Ford featured a really radical 6 cyl Falcon. I can't
remember the exact configuration, but I think it had 6 1bbl sidedraft
Mukuni carbs. I can dig up the article if anyone's interested.

> > >
> > > |Wow, a performance straight six...., that would be interesting.....
> > >
Well, Datsun and BMW both made pretty sweet performance inline sixes!

Larry Harris

This read-only message was archived from a public mail list.
Mail From: (email redacted) (Dave Williams)


-> The 170 and 200 had integral head/intake, but the
-> 250 (im pretty sure) had a seperate intake.

The 144, 170, 200, and 250 are all the same basic motor. The 144 was
in the original '60 Falcon. That's a 2.3 liter six for you metric
types. All the engines shared the same basic layout, with an integral
cast one barrel intake manifold.

The 170 and 200 carried over in the Mustang and Maverick. The Mustang
II didn't get it, but the Fox cars did. The production run lasted
around 25 years.

Ford Australia used essentially the same motor as their base engine.
In 1980 they duded it up with an aluminum head, crossflow, with a wild
long runner intake and fuel injection. It would have been a hit, except
Australian Ford executives are at least as dumb as US ones. They
dropped the 351 Cleveland in 1980, introduced the updated six, and tried
to tell people the injected six was just as fast. Brrraaaaapp. No
sale. Ford had been the big dog in Australian high performance until
then. Holden's native 308 V8 and imported 350 Chevy in the Commodore
blew by the little six like it was chained to the road. Ford Australia
is importing US-made 5.0s now, but they still don't have the old
performance advantage.

Bill Stroppe used to build some seriously bad 170s and 200s, carving
off the integral intake and using three Weber side drafts. Offenhauser
makes a three one barrel adapter, but it requires more machine work to
install than most people can do in their garage.

There's nothing wrong with the bottom end, which is very similar to the
289/302 motors. Seven main bearings, lots of meat. Probably the best
way to hop one up would be to see if Ak Miller still has any Aussie
heads left, or use the net to procure one. Miller set a couple of
records at Pikes Peak using an Aussie head six with propane and a turbo.


The other Ford six is the 240/300, which was found in pickup trucks and
in some full size cars. The 300 is still around for 1995, as the 4.9
six, with fuel injection much like the Aussie 200. The 240/300 has a
bigger bore, shorter stroke, and better head than the little six.
Unfortunately, you're not likely to find one in anything small or light.


The 144, 170, and most 200s have the unique Ford small six bellhousing
bolt pattern. Some 200s and most 250s use the 302-351W/C bolt pattern.
The big 240/300 six uses the 302-351 pattern.