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. | |
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| − | + | For example, if you want a flat top piston there is none available for a 200, but a 2.3L HSC Ford tempo piston is a high swirl flat top piston with the same 3.680 bore size as the 200. The only difference is the 2.3 HSC pistons have a .090 pin offset, and the 200 pistons have a .060 offset. However, they still work fine, and are available oversize up to .080 from Speed Pro. | |
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| − | + | When working on the cylinder heads on the older engines ( 1960-1968 ) the '60-'68 heads do not flow well. Replacement '69 up heads are better, particularly 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 approximately 1 point. There are also Australian cylinder heads with removable intakes that can be got, but they are expensive to get. There is an aftermarket '''Aluminum head''' developed from the Australian head available from ClassicInlines.com | |
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| − | + | 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 difference, 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. | |
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| − | + | 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 piece 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. | |
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| − | + | For induction, the factory single barrel 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 adapters 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 adapter plate, that needs to be fabricated. Holley 2300 2bbl carbs also work good, adapter 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. | |
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| − | + | For Ignition, the easiest upgrade is the Ford Duraspark II ignitions ( Duraspark I ignitions are available but not as good ). this can be run with a factory Duraspark II ignition box, an MSD box ( MSD makes a duraspark- MSD connector for a clean install ) or even a GM 4 HEI modual but you need to attach it to some form of heat sink along with thermal compound. When getting a Duraspark II distributor, get the single vac model. a factory application for the DSII single vac distributor would be a '78-80 Ford Fairmont w/ 200 6cyl, there is more but it's all the same part number anyway. A drawback to the DSII is it will not fit the 144 or 170 CI, in these applications a DUI is available from www.classicinlines.com or www.performancedistributors.com. DUI's are also available for the 200-250 from the same place. | |
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| − | + | 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 to install. | |
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| − | + | Some of the basics for turbocharging are: | |
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| − | + | * Fuel pressure must rise on a 1:1 ratio with boost pressure with a blow through type. | |
| + | * Carbs have to be modified by installing a nitrophyl float and removing the choke, in most applications although drilling out the air bleeds may be required. | ||
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