Editing Ford 144-250 inline 6 high performance building
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{{develop}} ==Preface== You need to first determine what the final results are desired for the inline 6 engine build. *Daily driver *Mild performance *Hot street use *Race only ==Aftermarket support== These small Ford inline 6 cylinder engines have a small, limited selection of aftermarket parts, but there are parts from other Ford engines that fit them, and work better than the stock parts. For example, if you want a flat top piston there is none available for a 200, but a 2.3L HSC ("High Swirl Combustion") 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 2.3L HSC pistons have a 0.090" pin offset, and the 200 pistons have a 0.060" offset. However, they still work fine, and are available oversize up to 0.080" from Speed Pro. ==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 is an aftermarket aluminum head developed from the Australian head that was available from classicinlines.com, but that source is not currently available due to the death of the owner. 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, it would need to be machined out a bit more depending on the desired compression ratio. These heads can be milled 0.090" maximum. ==Cams== Aftermarket cam grinds are available from Clay Smith, Comp Cams, Isky and Schneider. Be aware that some of the cams offered exceed the lift capability of stock valve springs, which is about 0.450". They also may exceed the lift rate of these cams at the maximum RPM. However, the good news is that there are a few aftermarket spring options. Clay Smith offers a couple of options, but they may require machining the head for PC valve seals. Another option is Ford 302 intake springs, which will allow just over 0.500" lift and will provide sufficient pressure to prevent "valve float" at high RPM. These are single springs, which allow the use of stock valve seals. However, the valve retainers for these springs were designed for 11/32" diameter valve stems. In order to use them with the 144-250ci valves, which have 5/16" diameter stems, it is necessary to mix the 302 V8 retainer parts and the 6 cylinder retainer parts. Both of the 144-250ci and 302ci retainers have four parts: 1. The outer retainer which contacts the spring. 2. The inner retainer which fits inside the outer retainer. 3 & 4. The two (2) valve lock halves which lock the valve stem to the inner retainer. To do this, you start with 12 stock 302 intake outer retainers. Then take 12 stock 144-250ci 5/16" inner retainers, and place them in the 302 outer retainers. Finally, you use the 144-250ci valve locks. Now you have a 5/16" retainer to mate the 144-250ci valves to the 302 intake springs. ==Induction== For induction, the factory single barrel carbs flow between 150-200 CFM, so 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, or have a machine shop mill down the carb base plate on the intake manifold to allow the carb to be mounted directly to the intake manifold with a fabricated adapter plate. Holley 2300 2bbl carbs also work good, adapter plates are also available, but direct mounting to the intake is the better option. 500 CFM for a boosted/ turbo application and 350 CFM for a N/A application. ===Turbocharging=== 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. A Garrett GT28 inlet adapter flange (2-bolt style) has an integrated o-ring and, with very slight enlargement of the bolt holes, will bolt directly to the stock carb flange on the early "small log" head. This allows for connecting a turbo outlet directly to the manifold in a draw-thru setup. This flange can be found easily from many online vendors with a Google search. Some of the basics for turbocharging are: *Fuel pressure must rise on a 1:1 ratio with boost pressure with a blow through type carb. *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. ==Ignition== For Ignition, one common 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-to-MSD connector for a clean installation), or even a GM 4-pin HEI module. The GM module needs to use some form of heat sink along with thermal heat transfer compound. When getting a Duraspark II distributor, get the single port vacuum advance model. A factory application for the Duraspark II single vac distributor would be a 1978-'80 Ford Fairmont w/a 200ci inline 6. There is more but it's all the same part number anyway. A drawback to the Duraspark II is it will not fit the 144 or 170ci inline 6 engines, in these applications an ignition system is available from www.classicinlines.com or www.performancedistributors.com. Systems are also available for the 200-250ci inline engines from the same place. Another option is the GM HEI distributor conversion for both the 144/170ci and 200ci engines. Take care to buy the correct part for your engine as the oil pump drives are different and are not interchangeable. It has the benefit of easy installation (one fused power wire, one optional tach signal wire) as well as readily available internal components, including timing curve kits, coils, caps/rotors/plug wires and ignition modules. ==Water pump== You may decide to only race your Ford inline 6 powered vehicle. The usual modifications for any race car will function the same on the inline 6. There may not be a direct bolt on kit, modifications may be needed. [[File:Electric_w-pump01.jpg|thumb|300px|left|Moroso electric water pump drive on Ford 200 CID engine]] <br style="clear:both"/> ==Resources== *[http://www.classicinlines.com/ Classic Inlines] *[[Six cylinder inline (other than GM) parts and info sites]] [[Category:Undeveloped articles]] [[Category:Undeveloped Engine articles]] [[Category:Engine]] [[Category:Ford]]
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