Ford 250 inline 6-cyl question.
Chris Holzman
Hi, greetings from Wichita, KS, USA..
I have a 1969 Mustang with a 250cid inline six cylinder. I've heard
that Ford of Aus used the 250 into the 1980's and finally made a
crossflow head and fuel injected it for use in the Falcon. I am very
interested in swapping the head and EFI unit onto my Mustang. Is the
head from the Oz 250 compatible with the US 250 block? Can anyone tell
me what its stock horsepower and gas mileage is? Also, what should i
expect to pay for the head and efi unit? (ie everything i'd need for the
swap) aus dollars is fine, just a ballpark estimate. thanks a lot.
please reply by mail if possible, though i will be reading the
newsgroup. again, thanks.
--
Chris Holzman
Moniteur d' Escrime
Wichita Fencing Academy
Wichita, KS
David Stephan
I'm no expert on these engines but, as a previous engine rebuilder, have
rebuilt about 400 of these engines prior to the introduction of some newer
stuff (which I'll mention below).
The 250 engine was, and still is, available in cars in somewhat different
forms.
There was the 250 with the cast-iron head (integral intake manifold), which
you don't want. Identical to US probably.
The latter engine with separate manifold. Probably similar to US engines.
The Alloy head used on the 200-250 engines (we intechanged them without a
problem). You never got Alloy heads as far as I know.
The EFI head, which I know next to nothing about (Alloy). Once again no idea
if you ever had these.
The OHC head with EFI, used on current vehicles (3.9-4.0 litres, expect
significant block differences). Australian design only, I heard that Honda
played a part in the design.
Of these, and having lived in the US and worked on some of the sixes,
probably the EFI Alloy head will bolt on. Remeber though that we have made
changes to the original US 250's so there may be something unusual that
crops up.
From memory, the EFI computer used was the EEC IV that most Fords have been
running for years, but the fuel maps are probably model specific.
I suspect there may be some differences at the back of the head, as we used
BW35 gearboxes on the latter models and they made have done something in
that area (unlikely though it may be).
Also you need to consider your Unleaded fuel requirements. Unlike the US we
didn't introduce unleaded until 1985. So some of the leaded heads may be
technically illegal for use in the US.
The Australian cars you will be looking at are XA-XF Falcons (of course some
of the earlier Falcon with the integral intake). From the XD-XF we
introduced the Alloy and then the EFI. Current EA-E? Falcons are OHC and is
almost certain not to fit your block, particularly as they are 3.9-4.0litre
engines.
I suspect the XF will be your best choice, but I'm sure some Ford expert
will be able to help you here.
Just as an aside, I do know that some XD-XF Falcons were exported to
California in the '80s. Primarily to suit the California desire for
something different. These are relatively boxy 4 door sedans. May be some
chance of finding the original importers.
If you really want some of these heads, ask any Aussie car nut who's going
to the US to get car parts (Aussie drag racers typically). I'm sure they'd
be willing to swap for some US speed parts.
--
David Stephan
dste...@ozemail.com.au
** My views are my own and not that of anyone else,
** and sometimes I'm wrong (but only sometimes).
** Spammers are life Jim, but not as we know it!
Chris Holzman wrote in message <34E51C41...@feist.com>...
Kieron Murphy
"David Stephan" <dste...@ozemail.com.au> wrote:
>I'm no expert on these engines but, as a previous engine rebuilder, have
>rebuilt about 400 of these engines prior to the introduction of some newer
>stuff (which I'll mention below).
>The 250 engine was, and still is, available in cars in somewhat different
>forms.
>There was the 250 with the cast-iron head (integral intake manifold), which
>you don't want. Identical to US probably.
>The latter engine with separate manifold. Probably similar to US engines.
There was also the rare 250 2V head which was essentially the integral
intake head with a removable intake, saw 2 of these engines for sale
on Sunday for around $500 each.
Next came the X-flow iron head.
>The Alloy head used on the 200-250 engines (we intechanged them without a
>problem). You never got Alloy heads as far as I know.
To answer the original posters question, the x-flow head will not fit
on a non x-flow block, and the x-flow head was never avail in the US.
>The EFI head, which I know next to nothing about (Alloy). Once again no idea
>if you ever had these.
>The OHC head with EFI, used on current vehicles (3.9-4.0 litres, expect
>significant block differences). Australian design only, I heard that Honda
>played a part in the design.
>Of these, and having lived in the US and worked on some of the sixes,
>probably the EFI Alloy head will bolt on. Remeber though that we have made
>changes to the original US 250's so there may be something unusual that
>crops up.
>From memory, the EFI computer used was the EEC IV that most Fords have been
>running for years, but the fuel maps are probably model specific.
The early (XE) EFI 4.1 used a Bosch setup and later EFI's used the
Ford EECIII and you would definately need the 4.1 EECIII computer due
as you say to fuel mapping.
>I suspect there may be some differences at the back of the head, as we used
>BW35 gearboxes on the latter models and they made have done something in
>that area (unlikely though it may be).
>Also you need to consider your Unleaded fuel requirements. Unlike the US we
>didn't introduce unleaded until 1985. So some of the leaded heads may be
>technically illegal for use in the US.
86 on EFI 4.1's where unleaded.
>The Australian cars you will be looking at are XA-XF Falcons (of course some
>of the earlier Falcon with the integral intake). From the XD-XF we
>introduced the Alloy and then the EFI. Current EA-E? Falcons are OHC and is
>almost certain not to fit your block, particularly as they are 3.9-4.0litre
>engines.
>I suspect the XF will be your best choice, but I'm sure some Ford expert
>will be able to help you here.
Yes, 86 on EFI XF's are what your after.
>>Hi, greetings from Wichita, KS, USA..
>>I have a 1969 Mustang with a 250cid inline six cylinder. I've heard
>>that Ford of Aus used the 250 into the 1980's and finally made a
>>crossflow head and fuel injected it for use in the Falcon. I am very
>>interested in swapping the head and EFI unit onto my Mustang. Is the
>>head from the Oz 250 compatible with the US 250 block? Can anyone tell
>>me what its stock horsepower and gas mileage is? Also, what should i
>>expect to pay for the head and efi unit? (ie everything i'd need for the
>>swap) aus dollars is fine, just a ballpark estimate. thanks a lot.
>>please reply by mail if possible, though i will be reading the
>>newsgroup. again, thanks.
The XF EFI produced 120KW. Fuel economy was around 20 (imperial) MPG
which would probably mean around 22 US MPG I think.
As I've mentioned previously, you would also need the block, I have
seen them advertised for around AU$800 and they would probably need a
rebuild.
If you wanted an EFI engine I would go for a 302 EFI which would
probably give you similar economy, cheaper and give better
performance.
Kieron
dennis...@dwt.csiro.au
In article <6c3lau$jk7$1...@reader1.reader.news.ozemail.net>,
"David Stephan" <dste...@ozemail.com.au> wrote:
>I'm no expert on these engines but, as a previous engine rebuilder, have
>rebuilt about 400 of these engines prior to the introduction of some newer
>stuff (which I'll mention below).
>
>The 250 engine was, and still is, available in cars in somewhat different
>forms.
>
>There was the 250 with the cast-iron head (integral intake manifold), which
>you don't want. Identical to US probably.
>
Yep
>The latter engine with separate manifold. Probably similar to US engines.
>
Nope. The 250 2V was only available in Australia. The head will bolt on to the
non-2V block though.
>The Alloy head used on the 200-250 engines (we intechanged them without a
>problem). You never got Alloy heads as far as I know.
>
This is where things are a little more complicated than you allude. When the
crossflow came out in 1976, the engine was almost entirely new. The block was
wider to accomodate the wider head (which had rocker posts and offset valves.
First an iron head crossflow was available, then an alloy head. When EFI was
introduced, there was a small "notch" in the head to accomodate the injectors;
after the intoduction of EFI ALL engines had this head with the notch. You are
correct in that all crossflow heads are interchangeable, however, the
manifolds are not (iron and alloy).
>The EFI head, which I know next to nothing about (Alloy). Once again no idea
>if you ever had these.
>
Nope. Crossflow was unique to Australia.
Power range in the crossflow 4.1 goes from 123hp to 163hp.
>The OHC head with EFI, used on current vehicles (3.9-4.0 litres, expect
>significant block differences). Australian design only, I heard that Honda
>played a part in the design.
>
Nope, Honda did casting on the original crossflow alloy heads. They did
nothing with the OHC.
>Of these, and having lived in the US and worked on some of the sixes,
>probably the EFI Alloy head will bolt on. Remeber though that we have made
>changes to the original US 250's so there may be something unusual that
>crops up.
>
Nope, the crossflow heads WILL NOT bolt on to the non-crossflow block.
>From memory, the EFI computer used was the EEC IV that most Fords have been
>running for years, but the fuel maps are probably model specific.
>
Original EFI in the XE did not have EEC4. Don't remember what processor it did
have. From the XE to the ED, the processor was EEC4, and from EF to current,
it is EEC5.
>I suspect there may be some differences at the back of the head, as we used
>BW35 gearboxes on the latter models and they made have done something in
>that area (unlikely though it may be).
>
>Also you need to consider your Unleaded fuel requirements. Unlike the US we
>didn't introduce unleaded until 1985. So some of the leaded heads may be
>technically illegal for use in the US.
>
True. But I think for his model Mustang, it will be legal.
>The Australian cars you will be looking at are XA-XF Falcons (of course some
>of the earlier Falcon with the integral intake). From the XD-XF we
>introduced the Alloy and then the EFI. Current EA-E? Falcons are OHC and is
>almost certain not to fit your block, particularly as they are 3.9-4.0litre
>engines.
>
>I suspect the XF will be your best choice, but I'm sure some Ford expert
>will be able to help you here.
>
>Just as an aside, I do know that some XD-XF Falcons were exported to
>California in the '80s. Primarily to suit the California desire for
>something different. These are relatively boxy 4 door sedans. May be some
>chance of finding the original importers.
>
>If you really want some of these heads, ask any Aussie car nut who's going
>to the US to get car parts (Aussie drag racers typically). I'm sure they'd
>be willing to swap for some US speed parts.
If he is going to go for a crossflow (which entails a completely new engine
anyway), I would go for a 4.0 OHC. Now the performance form that will get them
talking!!!
Dennis
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PAGen
Chris Holzman wrote:
>
> Hi, greetings from Wichita, KS, USA..
> I have a 1969 Mustang with a 250cid inline six cylinder. I've heard
> that Ford of Aus used the 250 into the 1980's and finally made a
> crossflow head and fuel injected it for use in the Falcon. I am very
> interested in swapping the head and EFI unit onto my Mustang. Is the
> head from the Oz 250 compatible with the US 250 block?
We found that the 200-250 blocks we had narrowed at the top and weren't
able to seal with the alloy head properly. That said I've heard of some
people who have swapped these heads on to old 250's so there may be
different blocks. See if the top of your block narrows. Its about a 1"
radius from the block side to the top of the block.
Can anyone tell
> me what its stock horsepower and gas mileage is?
Not much and I got (auto) 16 mpg Imperial which is 10 US.....
Neil Fisher
You can't do it. Block is *very* different (pushrod angles are different
etc).
Unless you want to get a complete engine, forget it.
Neil
PAGen <PA...@massey.ac.nz> wrote in article <34E8E1...@massey.ac.nz>...