Ford 144-250 inline 6 high performance building
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==Heads== | ==Heads== | ||
When working on the cylinder heads on the older engines (1960-'68) the 1960-'68 heads do not flow well. Replacement 1969-up heads are better, particularly casting numbers D8 and E0 heads, which would come in 1979-'83 model years. These heads have 1.75" intake/1.36" exhaust valve sizes. The exhaust valve seat can be machined to 1.5". The drawback to these heads is the chamber size is 62cc, 1960-'68 heads are 52cc, so compression drops approximately 1 point. There are also Australian cylinder heads with removable intake manifolds, but they are expensive. There was an aftermarket aluminum head developed from the Australian head available from classicinlines.com, but it is not currently available. | When working on the cylinder heads on the older engines (1960-'68) the 1960-'68 heads do not flow well. Replacement 1969-up heads are better, particularly casting numbers D8 and E0 heads, which would come in 1979-'83 model years. These heads have 1.75" intake/1.36" exhaust valve sizes. The exhaust valve seat can be machined to 1.5". The drawback to these heads is the chamber size is 62cc, 1960-'68 heads are 52cc, so compression drops approximately 1 point. There are also Australian cylinder heads with removable intake manifolds, but they are expensive. There was an aftermarket aluminum head developed from the Australian head available from classicinlines.com, but it is not currently available. | ||
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| + | The aluminum head with the detachable manifold, which flows worlds better than the stock "log" type, has recently become available again. They are now being sold my a company by the name of vintage inlines which is the spiritual successor to classic inlines after the company closed its doors due to the dead of the owner. The heads are available for the same price classic inlines sold them for. However, the price may vary depending on additional modifications requested such as porting and larger valve sizes. It should also be noted that the head has a different temperature sending unit at the back of the head in the stock location it is a smaller size but is easily found a local auto parts stores. Lastly, the "base model" and also cheapest aluminum head vintage inlines sells has 1.8 inch intake valves and 1.5 inch exhaust valves with a 55 cc camber. The head also comes with aftermarket dual valve springs which claim the following specs closed 110 lbs, open 260 lbs, inst hgt 1.68, duration up to 280 with all other specs being user verified. | ||
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| + | Also, on the note of stock "log" head modifications there is an Offenhuaser kit which requires to holes to be drilled into the manifold allows for the mounting of three one barrel carbs to increase performance the kit can be found in a variety of places such as Summit Racing, Jegs, Vintage Inlines, and Clifford Performance. Many have also took it upon themselves to machine off the stock log part of the head entirely mounting things like individual motorcycle carbs or flanges akin to the ones seen on the aluminum and OZ 250 head to mount home made intakes. | ||
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Originally, Ford used a steel shim head gasket that was 0.025" compressed, these are no longer available. What is available today are composite head gaskets that range from 0.045"-0.055" compressed, so the cylinder head must be machined at least 0.025" to make up the difference. If you use the larger 62cc chamber, the head will need to be planed down a bit more depending on the desired compression ratio. These heads can be milled 0.090" maximum. | Originally, Ford used a steel shim head gasket that was 0.025" compressed, these are no longer available. What is available today are composite head gaskets that range from 0.045"-0.055" compressed, so the cylinder head must be machined at least 0.025" to make up the difference. If you use the larger 62cc chamber, the head will need to be planed down a bit more depending on the desired compression ratio. These heads can be milled 0.090" maximum. | ||
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| + | Finally, there have been a few "crazy" head swaps which I will link to because the article does a much better job than I could. The basic idea is swapping heads off other later ford inline six engines, such as the Aussie cross flow head, onto the 200 short block which requires modifications to the block. | ||
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| + | https://fordsix.com/archive/www.classicinlines.com/XFheadswap.html | ||
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| + | If you would like to know more on the topic of 200ci cylinder heads and how they all stack up against each other I would suggest visiting the classic inlines tech archieves which has everything you would ever want to know. (linked below). | ||
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| + | https://fordsix.com/archive/www.classicinlines.com/Tech.html | ||
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| + | PICTURES FOR REFERENCE | ||
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| + | stock log type | ||
| + | https://encrypted-tbn0.gstatic.com/images?q=tbn:ANd9GcRx9oGS2BEzT-ghJTiRGeoCCA7rq6FYMakmpdvuejOP2Ww3U1PioA | ||
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| + | Stock log/ hex head | ||
| + | http://i41.tinypic.com/2zjj31g.jpg | ||
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| + | Aussie 250 2v head | ||
| + | https://encrypted-tbn0.gstatic.com/images?q=tbn:ANd9GcSW-VOY5m8mVVdhF6okMh2O0BDaoyZO3_HamTScYndon8CWulXgbg | ||
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| + | Classic/ Vintage inlines aluminum head | ||
| + | https://fordsix.com/ci/gallery/fordinlines/Aluminum/images/AH013w.jpg | ||
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| + | Aussie Cross flow swap | ||
| + | https://encrypted-tbn0.gstatic.com/images?q=tbn:ANd9GcTiLURrPwZhhAfwYtWxY2aoVQaWPgmnqPJVFJDPbkMtc4A_f7jHEg | ||
==Cams== | ==Cams== | ||
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