G'day from West Australia😉 When I started my trade life 43yrs ago I had a customer came in, thought I was the boss. He wanted me to take his 170 cylinder head out of his boot ( or trunk) Then proceeded to tell me he wanted me to cut the intake log off and work out how to fit 3 side draught webbers to it. When my boss finally got to the shop he said what you doing to that head? ( as I was cutti ng log off with angle grinder). When I told him he had a customer come in got me to empty his boot and gave me instructions as to what he wanted. My Italian boss almost had a heart attack. At the end of the first day on this head he was impressed. Then said I better strip all the valves out and he would show me how to port it and change compression chamber shape, then we used a set of bigger valves from stock, some stronger valve springs. When customer got call to come have a look at his head, his mind was blown. He paid for head took it home then brought in the bottom end part he had and said see what you fellas can do with this lot to match that gorgeous head you created. Now my boss was ex ferrari engineer playing with a Ford inline 6. Crank got a lot of love poored into it conrods were not ford pistons were not ford. Don't remember wish I could cos it's one of the only non cross flow early ford engines I have ever heard rev like a formula one engine instantly hitting 9000 and returni ng to idle. Amazing engines have had many over the years.
Interesting...years ago I met a guy in Texas who'd put a Pontiac OHC 6 in a TR6. Neat and easy swap, 200+hp, and the only giveaway was the hood scoop needed to clear the cam box. Plus, the car was faster then my Sunbeat Tiger II...and it wasn't very close!
Great job on the intake, I’m a Aussie, been playing around with old fords for 30 years now, finding the 2v manifold is not easy and they are more prone to cracking too than the standard head too. There is a huge supply of the 2v heads in Argentina as they made the non crossflow 2V head into the 1980s. Australian in-line 6 went to crossflow in 1976. Australia only made the log head style 2V head 71 to 73 or so.
I have been wondering for years why nobody has chopped off the intake, welded on a flange, and built an intake manifold to fit, and this is exactly what you have done. Great job! I have not tried it because I have not owned a Falcon six in years, and I know nothing about welding. I was thinking of using a 390 CFM Holley 8007, but it seems the two barrel works well. Again, great job! Joe
You're so amazing! I waited years locating an Aussie 250 2v head for my '65 Mustang 200 block using Weber carbs. Now I see I could have made my own intake and headers! These 200's are plentiful and virtually free with v8 upgraders. I'd probably try a 250 head cylinder for better power if I try a project like this!
Amazing!! I'll try do something similar to the runners and log of mi I6, do you have more pics of the intake manifold you made :D thanks for sharing :D
Wow! I was convinced after the last video that the head would never be finished. Now that intake is terrible but the car as a whole is beautiful. Nice work.
Section 8 Motor pool Terrible? Uh, that looks amazing in our opinion! Killer build! My 15 year old is very inspired about his future 200 build based on your how-to!
Mick D If BMC had ever tested this engine, all the MGBs would have had them and they would have sold a lot more....I’m going to play more with carbs this summer.
great modification to the log intake ford log intake head....but if it were me,id get an aussie cross flow inline head with less mods needed for it to fit an american block...my 2 cents!
Sean Mayorga I am regularly at owls Head Transportation museum as a volunteer. I usually bring this car throughout the summer to events, regardless of the theme.
Great job. I have a 200ci (Australian) that I have been toying with the thought of cutting off the log manifold to do something with it. Have you supported the intake manifold on the carb side or is all the weight on the intake manifold bolts? You’ve validated a lot of my thoughts on what I could do with my head. Thanks for putting the video up.
I have a 64 Fairlane with a straight-6 200 if I just change the head to a 170 will it translate into horsepower gain and if so by how much approximately, thank you.
Do you have another head like this that you could do the same modification to? If so i would buy it from you with the modification. Please contact me if interested.......
There are many issues that arose when doing this. I had to make an adapter plate to go from the “small pattern” 200ci to the Volvo trans, which was selected because the trans was from a 265 “wagon” with the v-6. This was chosen because the engine is oriented straight up unlike the 4 cyl. I then had to make a pilot bearing mount that set the pilot bearing back toward the trans 3/8” to make up for the adapter plate. I used the spec Volvo hydraulic slave cylinder and a Volvo 9” driven disc kit. I was forced to use the 8.5” version of the Ford Falcon/Mustang flywheel, which I mounted in a lathe, refaced and drilled for the Volvo clutch pack....and, thats all there was to it! Most people don’t have anything needed for this part of the project. So, no, it was not simple. But it worked very well. I am currently looking into the prospect of making a kit for this because it is so awesome in its result. I am searching the availability of certain parts so that they can be suggested for parts that would not be part of such a kit. ...also, I needed to make a special throw out bearing holder for the trans snout.
I dont have an mgb, but I have a ford 200 inline 6 in my mustang and ive been looking into a t5 conversation but i dont like how expensive itll be. I think its really cool you changed the pattern of the block to a different pattern
Great job on the custom intake mods. So it looks like you added some short runners out to a flange for your custom intake manifold. Did you weld (MIG? TIG?), or braze these runners on to the stubs left on the head after you removed the log?
@@section8motorpool466 this gearbos is very robust, if you use the later ones, the first gear ration is 4.03:1 which is a bit low, the earlier ones ( before '85 had a first gear ratio 3.73:1 which is better for the torque curve of that engine in such a light car., which clutch disc are you using with that gearbox ?
This M-46 trans is from a 1979 2.7 v-6 GT 265 (wagon) it has the straight up bellhousing pattern. I fitted the Volvo clutch pack to the Ford 200 flywheel.
You said it 11.0:1 compression but that is wrong it think because you said you only milled the head .015 that only bring the chamber to 45cc I think it's 9.7:1 witch it better anyway I think these engines run better on a lower compression ratio. Are you running a after market cam? And witch one if so
Daniel deWaal I used the Com 268. 1200-6200, IT has the 170 head so it started with a smaller combustion chamber. Ratio is good whatever it adds up to, but the static measure went to 10.98 ish
Just another hotrod moment where you throw in another engine that makes the same power but has two more. Cylinders just because it's lying in the shed, all that work to end up with the same power and worse handling?
