real ford six infomation that's not b-s and eats v8 for dinner!!

Hi everyone im from Australia.
Now I've been reading some people bagging out the ford six so to the people who need the information and to those who can't handle the truth! here are the specs you need
You want a xf falcon 1986 on 250 efi alloy head it's marked E2
new large runner carb manifold from Aussie performance.com
yella terra roller rockers
Chev valves.
Port the head
Solid Crow Cams cam 255@50 580lift
Acl 11.1 comp pistons ring berrings etc.. it all comes in a kit from repco stores
Keep the 250 conrod it helps make mid range power
Rollmaster timming chain it is a double row and excellent reputation
The crossflow has the same sump as the inline (use your sump)
Pacemaker 1.65extractors
Romac harmonic balancer(very important)it revs to 6500rpm!!
comes STD with electronic ignition but get a msd aswell
Use a ellectric water pump and thermos
It's good to cement the block if you want
Some guys use demon 650 some 600 vac-sec

SO there you go! It costs $6000 aussie to build and makes 350-400hp and has some durability with no fancy cranks rods or heads.these motors have run 11 sec na
For more power  you can go turbo,Look up Snort Performance.com.au hereis quality turbo systems that Are affordable. turbo 250 cossflows regularly run 9 sec in ford cortina
Thanks for reading I offer my apolgise to people who share d there hard won development, trial & error work with me in conversation to make these thing go so fast, i feel the more people who build these motors and acknoledge there potential can only be a good thing . Though the 4litre ohc motor is also now being recognised for its potential by aussie performance. It is my intention to get rid of missinformation like eg: "you can only rev a crossflow to 4500rpm".  Ive herd that , and once thought that aswell but I have seen and verified it's  total crap !!  They need a big cam carb combo to wake em up. And the heads can be bolted onto a log for a great power up!  By now.

$  

The next motor after the crossflow was the ohc

This motor has more potential. The heads can't be adapted to your old inline thow

It can fit into older cars but the computer is alot more difficult to adapt into the old
Car

There is manifolds from Aussie performance that allows you to use a 4 barrle carb, this eliminates the need to run a computer at all, the use of a crossflow distributor ( modified)
Controls spark. The distributor is also available from Aussie Performance

These motors have great potential, bigger valves STD. Than a crossflow and the ports are bigger aswell. The cranks are interchangable with crossflows, so really they are a crossflow with a ohc. Bigger ports, valves. The crossflow can be upgraded and ported to almost as much as the ohc. The ohc had many different designs and upgrades , the best is the ohc from a el falcon 94-1997 as it's ports are bigger and the chamber don't need the swirl reflectors grinded out , all heads are finished with a flapper wheel.

So to adapt one into a mustang shouldn't be to hard as long as you go carb and get the manifold from Aussie Performance, and you will need to get a dizzy from them to. Crow Cams  has a large range of performance camshafts . Repco sells rebuild kits with a choice of pistons to vary your comp ratio. Snort Performance sell kits that can get you 1000+hp ( I've seen 1200hp dyno graphs from nizpro ) .there is alot of info on turboing these and they
Make 350hp atw on 6 ilb of boost, there a big strong lazy motor that goes forever.

All ford six motors are even fire ( same as rolls Royce) for smothness, they all have six main  caps ( v8 has 4 main cap) so can take alot of load / boost without breaking.

The conrods are the weakest link and snap at 550 hp, Argo makes conrods that can take 1200hp on STD cranks  and heads , and that's the only upgrade you need to make to the STD internals.

And yes Ford Australia had to limit / restrict there turbo version with a early 8ilb boost cut because it was faster than the v8! It's still quicker with better economy to , but the flagship is the v8 310kw but we all know what motors better!

Turbo six motors strike fear into the hearts of v8 guys because a big six with a turbo is a serious title contender, there is guys running 7s with these things and it was fitted into a light GM car to run that time!

Thanks for reading  

I have a '75' Capri with a 2.8 V6. I am having a lot of trouble finding any info on this thing and am about to pull my hair out. I have an electrical problem with thw headlights and can't figure it out. They stay on all the time and I can only turn them off by pulling the connectors from the rear of the lights. I've assumed that they have a relay somewhere but can't find it. If you can get a wiring diagram and pictures they would help very much.
My 2.8 has an Offenhauser manifold/390cfm Holly 4bbl. and full length headers. I'm just now rebuilding the carb and cleaning the fuel system as it has been stored for 19 years.  

Of course the big problem in the U.S.A. is getting an E2 crossflow head.

The "Thriftpower" Falcon 6 in the U.S. was only offered with a non-cross-flow integrated head-manifold.  That head makes a great doorstop. (Thanks a lot Lee Iacocca, you old cheapskate)

A few enterprising American Car Crafters over the years, such as the late Ak Miller, have machnined off parts of the horrible integrated log to fit a bigger carb or to install the antique Offenhauser triple one-barrel adaptor.

Now there's a somewhat expensive aftermarket aluminum non-crossflow head available, with a significant increase in flow over the "iron log" head.   How it stacks up to the OZ E2 is unclear. .  Here's some dyno data from the U.S. distributor.

FORD INLINE TRIVIA: Back in the first musclecar era, when NHRA class racing was huge, an enterprising Ford racer or two welded together their own ported, Cleveland-style heads for the Big Ford 6 (240-300) out of sections of 351C heads.  Now that was HARD CORE!  
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460_BBF_Turbo-in-CC (formerly Dr511scj) "This guy has no life other than posting endlessly on carcraft.com." -- Car Craft, July 2005
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October 1, 2003: " I'm thinking a couple of...turbos, blowing through an old Powerstroke intercooler...on a Super Cobra Jet-head 460 would be mad cheap and make sick power."
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"I have no problem with your...talking to several versions of yourself...or pointing out our failure to do a turbo story ...." --Douglas "CC/Rambler" Glad

that sounds like a relay to me, if you can't find it and don't know a auto electrician close by , I would sugest putining in a inline switch( maybe wire it to the dash ) until you get your car fixed or get a wiring diagram. Your post intrests me cuz my first car was a 69gt Capri v6!(brother took the keys whilst I was sleeping to get beer with his friend  and smashed the front in, i miss her!!)

With dr511, I've heard that some have got 700hp na from the 300 6cyl, I don't actualy have the article as I read it on the net, but a high reving 6 could do it, the heads and rods , probably there the real draw back. Would need long rods & short light wieght pistons, probly cut 4v clevo heads  ( or somthing of that size to flow enough).

With 300 cubes , it suprises me these motors were not developed more, I'd love to hear some indepth knowledge on how to one of these make even 500+ hp. I've often thought how one would go in a light car ( cortina ) and how much bigger are they than a inline? Do they bolt up just the same?  

The Falcon 6 wasn't developed more in the U.S. because Ford dropped the ball.

It's understandable though.  Back in the '60s, gas was 30 cents or less a gallon and hot American sixes such as the turbocharged Corvair and the the OHC Pontiac Sprint simply didn't produce enough sales to get Dearborn's attention.  V8s were the order of the day as far as Detroit was concerned.  Given that Ford had single-handedly ushered in the era of the "blue collar V8" back in 1932, the hegemony of V8 power was ingrained in the Ford organization.

Product planners felt that hotter sixes would cannibalize sales from small-block V8s at a lower profit margin.  Moreover, given the compact dimensions and light weight of Ford's "Challenger"** V8 (221/260/289/302) and its competition successes (i.e. Shelby Cobra, GT350), there wasn't much of a engineering reason to develop a six-cylinder competitor.  Also, the literature from that time reflects that some engineers believed that inline sixes suffered from inherent deficiencies because of crank length and the degrees of separation between cylinder pulses (apparently nobody at BMW read these papers).

And in 1970 Henry Ford II was intimidated by Congress into killing off most of Ford's factory motorsports operations (a small Baja truck program and some non-U.S. motorsports operations survived).  After that, Ford's U.S operations weren't even developing its V8s any more, much less the aging, unloved, low-performance integrated-head six.  

By the time Ford was back in the high-performance game in the U.S., the impending switch to front wheel drive to meet expected future fuel economy standards doomed any prospects for further development of the two-decade-old in-line Falcon Six.  In 1981-82, Ford's product planners fully expected V8s to be regulated out of existence by the 1990s, and for most performance engines to be turbocharged fours.

They, of course, thankfully missed in their forecast by about two and a half decades -- a "mistake" new U.S. President Obama is apparently chomping a the bit to "correct" (See the thread "Get Ready to Kiss Your Chance at a V8 Goodby.")

BTW, Ford did continue to develop the big inline 300 six until the mid '90s for light truck use.  These big sixes are too large to bolt into Ford's smaller cars.


**Yes Virginia, Ford used the "Challenger" moniker in 1962 on its new small-block V8 -- years before Chrysler badged its E-Body Dodges with it.  
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460_BBF_Turbo-in-CC (formerly Dr511scj) "This guy has no life other than posting endlessly on carcraft.com." -- Car Craft, July 2005
-------
October 1, 2003: " I'm thinking a couple of...turbos, blowing through an old Powerstroke intercooler...on a Super Cobra Jet-head 460 would be mad cheap and make sick power."
-------
"I have no problem with your...talking to several versions of yourself...or pointing out our failure to do a turbo story ...." --Douglas "CC/Rambler" Glad

But doesn't the Falcon 6 weigh almost as much as a 302?

I like the diversity of seeing hot inlines and there ought to be more attention paid to solid, current, real-world info on building them.

BUT (you knew there would be one), in the current tumultous times,  a V8 is more anti-establishment and rebellious.  Besides, the best 6 in the world doesn't sound as good as the rumble of a even an ordinary V8.  
http://speedzzter.blogspot.com

well. , actually speedster I've herd a few tuff six's that make the hair on the back of ya neck stand up! A really tuff six (240+ at 50') sounds frightenening. Serious! It's a completely different sound , more high pitch. Even my wife said "that sounds frightening, I'd be to scared to get in a car like that!" , we've had v8s, but a six that's of it's titts sounds wild!  

A large quantity of air processing through an unmuffled engine makes a lot of sound, regardless of how many cylinders.  Older Americans may be more used to the distinctive V8 sound (to the point of even disliking the "UPS truck" sound of a V10,  or the "expensive" sail-ripping sound of a V12, or even the frentic, 19,000 r.p.m.  scream of an Formula One V8).

But given the way the politics of climate change are taking over, perhaps we ought to be getting ready for the buzz of four cylinders (or 3s or even 2s!).  
*****
TURBO TED --Internationally known as the "John Force of the Yugo Racing Association."

Sergeant-at-Arms and immediate Past President of the SoAL Yugo Owners Group.

so i thought i would put up some pics of the difrent motors..

this is a 250 efi crosflow fitted with a turbo..

 

.this is my other six.. its the ohc 4.0 litre.  it makes  just over 200 hp standard ( 150kw)..

 

just thought in this thread i would share some stuff from what we do in australia..