Editing Ford 144-250 inline 6 high performance building
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These Small Ford Inline 6 cylinder engines have a very small, limited selection of aftermarket parts, but there are many other parts from other Ford engines that fit them, and work better than the stock parts. For instance, if you want a flat top pistion there is none available for a 200, but a 2.3L HSC Ford tempo pistion, is a high swirl flat top pistion, with the same 3.680 bore size as the 200, the only diffrence is the 2.3 HSC pistions have a .090 pin offset, and the 200 pistions have a .060 offset, but they still work fine, and are available oversize up to .080 from Speed Pro When working on the cylinder heads on the older engines ( 1960-1968 ) the '60-'68 heads do not flow well, as replacement '69 up heads are better, particulary D8 and E0 casting heads, which would come in 1979-1983 model years. these heads have 1.75 Int valve/ 1.36 Exh which can be machined to 1.5. The drawback to these heads is the chamber size is 62cc, '60-'68 heads are 52cc so compression drops 1 point approx. there are also Australlian cylinder heads with removable intakes that can be got, but there expensive to get. there is an aftermarket version that will be released around August 2007 from www.classicinlines.com Originally Ford used a steel shim head gasket that was .025 compressed, these are no longer available, what is available today ranges from .045-.055 compressed, so the cylinder head must be machined at least .025 to make up the diffrence, but if you got the larger 62cc chamber, it would need to be machined out a bit more- owner determined depending on desired comp ratio but it can get milled .090 as a max Aftermarket cam grinds are available from Clay Smith, Comp, Isky and Schnider. but some of the cams offered exceed the lift max of stock valve springs which is .450 SO, there are a couple aftermarket options that Clay Smith has, but they require machining for PC valve seals. Ford 302 intake springs will clear to just over .500 lift, but there is no retainer with a 5/16" valve stem size to fit the 302 intake springs, to cure this, you get 12 stock 302 2 peice intake retainers, then you take the 11/32" center section out, and set them aside, you then take 12 stock 5/16" center sections from the 144-250 retainers, and set them in the 302 retainers, now you have a 5/16" retainer to fit the 302 intake springs. For induction, the factory single barral carbs flow between 150-200 CFM, a 2bbl really wakes them up. Holley/Webber 5200 2bbl's work good and there about $85 from www.stoveboltengineco.com which also has carb adaptors for them, but having a machine shop mill down the carb base plate on the intake manifold, will allow for the carb to be mounted direct mount to the intake manifold, with an adaptor plate, that needs to be fabricated. Holley 2300 2bbl carbs also work good, adaptor plates are made, but direct mount is the better option. 350 CFM for a Boosted/ Turbo application and 500 CFM for a N/A application. Turbochargers have become popular for these engines, a smaller t4 will do nicely. a J pipe up to the turbo from a factory manifold will work, and is simple. there's the basics. [[Category:Engine]]
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