Im an Aussie, my mate had the 250 cast head manifold removed it was set up for Triple Side Draft Webber's. It flew! The sound of those Webber's breathing was phenomenal! When we got her on the road, she pulled 130mph. We didn't have a them fancy digital gear or fancy Sunday-go-to-meetin' rockers either! We also had no bloody idea what we were doing either haha! That was 40 years ago, great fun, but bloody expensive!
good to see someone using the tried and true aviation form a gasket, that stuff is by far the best shellac based product on the market. worked with ww2 service mechanics that said it helped to win the war. Ive been using it for over 50 years myself. good channel content
Aviation form-a-gasket I'll swear on it I use it all the time also it resists transmission fluid diesel fuel gasoline the stuff is the best it sets up quick it's nice neat when you put it on a little brush someone else out there stuff to about aviation
Thanks for highlighting this build and going with the six rather than more popular 5.0 Liter. I like both. I had a Falcons with both 144 and 170 cubic inch sixes. As you stated, these are reliable engines. That original carburetor never gave me a problem and being the size of a lawn tractor carburetor, start up and low rpm was always great. Once you get the engine spinning a bit, probably over 2000 rpm's it was running out of pep. Back then cutting off the intake log was the best bet to improve power to these engines. That was a bigger job than I wanted to handle. By the way, the other way to make power on these engines was to keep the intake log and install an Ak Miller turbo kit. Even back in the '80's. It was a simple kit. No wastegate, intercooler or fuel injection. It was enough to get better performance while maintain good drivability. I was tempted enough to go for it that I called up and talked to Ak. He almost had me. I ended up keeping it stock except for the MSD-6 that made points adjustments a non-issue. As you said, getting more air into the engine is the problem with these engines and that is absolutely their performance weakness. But the other issue that I worried about with these engines is the cast crank and four main bearings. Ford made these engines to be inexpensive and reliable at the power levels that they were sold with. It will be interesting to see how this engine like rev'ing into the higher RPMs. I think as long as the engine runs smoothly it should do pretty good. I don't know if it can match the power levels of other inline sixes. I'll be watching to see how it goes.
Yeah, we wanted to do something more unique than the 5.0, LS, or some other V8 swap that's been done to death and the sixes just don't get enough love. Plus, this is only stage 1 of 3 for this motor build. When we're done with it in stage 3, I think it might just be enough to make folks dig them back out of the trashcan they threw them in. Regarding the 4 main bearing issue, you can solve the 4 main bearing issue but using a block from 1965 or later when they switched over to a 7 main bearing. obviously that doesn't help if you're trying to keep it a numbers matching car though.
@@enginegremlin I didn't realize that they went to 7 main bearings. That makes a heck of a difference. Now the breathing problem is solved. I like that head. No doubt, it is a big improvement. The intake has a nice high entry. The only concern is the price. Cast aluminum, six cylinders long and low production numbers can't be cheap. It took Edlebrock a long time before they were able to cast a six cylinder head. Thanks for the link to Vintage Inline. Are we seeing a renaissance of old six cylinder engines? I hope so. There were many of them. They were mostly made to be economical and reliable.
Ford eventually switched to 7 main bearings over the earlier 4 and the cranks especially when anchored down with studs instead of the bolts will keep that crank from walking and flex is minimal. This is why so many inline 6's can take so much abuse and make crazy power like the Toyota JZ engines and the Nissan RB, and Ford Australia' Berra. I now have two Ford 300's and two 250's and my son now has the Toyota 7MGTE and we recently purchased a 2JZGE for our Mk III Supra 's.
I would love to see a Ford 300 inline build. Such a great motor I know they are more of a work horse engine, but thats why I would love to see what can be milked out of them.
I'm at a loss, I have no idea what to say anymore. I'm on the original waiting list for the inline six head. My bottom end is a near duplicate of this build, really cool but painful to watch. It's been sitting for years waiting for the head. I'm almost ready to throw in the towel and go with a 289. At least I know I can get parts. I'm venting but this is stupid waiting all this time for something that may never happen. I actually feel sick over the whole thing. I had a vision of three side draft Weber's ripping my Maverick but that's a pipe dream.
ive gotten into contact with the vintage CEO and hes struggling to find a foundry willing to make the heads in the US ever since COVID hit most foundries have been rushing through high priority contracts and dont have time/room/desire to make a niche object like the heads.
If you use Hylomar gasket dressing/sealant you don't have to worry about it damaging your gaskets if you have to take it apart. Hylomar is aircraft grade sealant used on Rolls Royce aircraft engines. It was invented to not blow out at altitude. Its better than the stuff you were using. I use it on my Harley. They recommend it for assembling HD engines. If you have to take something apart it doesn't ruin gaskets. It remains the consistency of grape jelly that has dried some. You can actually re-smear it and get it to seal.
when you apply permatex brown goo put the gasket on the cardboard or plastic bag it came in and coat both sides. far less messy and if you flip the gasket over after putting it on the second side it will leave any excess on the cardboard so it wont be dribbling where you don't want it after install.
Don't use permatex brown goo. Use Hylomar, its true aircraft grade and it doesn't ruin gaskets if you have to take it apart. The gaskets will not be ruined and 9/10 times you just re-smear the hylomar and it will reseal the gasket.
@@6226superhurricane if you use hylomar, you don't have to. I have used it on my harley and I was able to reuse gaskets in the process of making adjustments on the side of the road. Why be wasteful and use a bunch of gaskets, plus hylomar cleans up well. Its easy to work with.
They needed the cast to make heat, because due to the large surface area of the block they have a hard time building heat. Interior Alaska 3 winters 76 Ford pickup with 300 taught me about cardboard in front of radiator and drain pad front bumper to under motor wired up. Also Cadillac heater core.
Ford Australia made the 250 2V head that is exactly the same as your alloy one , it has a bolt on alloy intake too , and two cast iron duel exit exhaust manifolds .
Where the hell did you find that head for sale! I been hoping to find one for a few years!!! 😢. When your done might you be seeing to sell the engine?? I have a mint restored 1962 falcon that would be the perfect home for the mug. 👍🏼
Regrettably, this one is here to stay with us and our Mustang (Project Cinder), especially since this build has a few more stages to go (EFI, boost, and some super secret stuff). But we can at least give you everything you need to know to build one like it and put you in touch with the guys who helped us build ours if your not the build it yourself type. Regarding the shortage of heads over the last few years, to save myself some keystrokes, I am going to copy my response to another comment on this topic. To save my self some keystrokes, I'm going to copy my response to another comment about the head shortage over the last few years. "It took me two years, a youtube channel with a custom build, and having to use a casting defect head to get one myself and I can see how me showing off the build is salt in the wound for a lot of folks. That being said, here is everything I know on the heads and their future. About 3-4 years ago, the owner of Vintage Inlines (after acquiring it from Classic Inlines after the owner passed away) ran into issues with getting additional castings as the foundry he was using went out of business. After 1-2 years of searching, he was finally able to contract with a new foundry but then COVID hit and there were some supply chain issues. On top of that, there were some issues with the new molds for the heads. Now the molds issue has been solved but the new foundry is sorting a new issue with their own equipment. Ideally, and take this with a grain of salt given everything that's happened the last few years, the heads should get their first new castings in a few months. Now, can everything be explained by supply chain and manufacturing issues? No. For the owner, running VI is his hobby and not his actual job, and as a result, getting the heads back into production isn't at the top of his priority list, despite (from what I can tell) there literally being thousands of people who want the heads and intake manifold. I've been pushing on him to put some more emphasis on getting the heads rolling (pun intended) and providing a consolidated public statement/announcement so everyone can get on the level and be in the know. Regrettably, social media isn't his thing so I am thinking of having him do an "ask the experts" episode so we can clear the air on the subject and I can broadcast it on the channel. Now, I will say that part of the purpose of these videos before the heads were available was so that folks could get a working knowledge of the motors and all the potential mods so that they could plan accordingly and by the time the series was done the heads would (ideally) be available again. Lastly, If you can stand to wait another year, I can tell you that there are some super secret plans in the works for when the car is complete that will give you an alternative to trying to get a VI head that you'll definitely want to pay attention to. That's part of "Stage 3" for this motor when we finally achieve "Ultimate".
I wouldn’t have thought that getting a Xflow head from here in Australia would be that expensive, they literally get thrown to scrap metal recyclers. As for adapting it to the US block I don’t know.
Depends on the xflow head. The cast iron one bolts right on. The aluminum 250 head requires some block mods that take time but aren't impossible. Later model heads are a whole different story.
@@enginegremlin the cast iron heads are rubbish anyway and wouldn’t bother. The alloy heads are well suited to a 200 cube engine and have multiple combustion chamber sizes to get compression where you want it, the smallest chamber being 42cc and the largest 56cc.
@@seanb250 Could be a little earn on the side for you mate. It sounds like the Yanks are pissin into the wind tryin to get alloy heads. Not like in Aussie and NZ. As you said, they end up goin to the scrappie, same as in Kiwi Land. Just a thought mate.
Ford Australia did that in 1975 and they were modified Clevo 2v heads for the 3.3 and 4.1ltr X-flo inline 6 for the Falcons, Cortinas and Transits built in Australia and were used until 1988 when they changed over to the Intec SOHC that was in Falcon's for the next 14 year's till the Barra came out.
It just kills me watching this yet again! EVERYTHING done here hinges entirely on that head. You speak to us in the video like we can just head over to Vintage Inlines and grab one of those heads for our build......0__o They haven't been available for YEARS!! YEARS!! We don't even know if VI is going to be able to provide these heads at all! They are absent and cryptic in their updates at best!! Their website has stated that the "waiting list" is closed for any further customers and they haven't even provided an update on the manufacturing "glitches" they claimed to have run into for about a year now!! I'm truly curious where you guys were able to source this head. By speaking of it like it's just another "item you can use" in our builds is extremely misleading. I'm REALLY not trying to be a douche here, but this build is virtually impossible for the average person because of the difficulties in sourcing those heads. Outside of being able to talk someone out of an older Classic Inlines head (shipping would be an absolute impossibility if you had to ship it from Australia), or talk someone (read: buy someone's spot) out of their place in line on "the list" at VI.....if it even exists, or if they're even going to go forward with the manufacturing of these heads. Virtually EVERYTHING else you've used here are parts that can still be obtained....outside of the manifold of course, as it only comes with the head.....and I've come full circle back to the crux of this conundrum....those parts are completely unobtainable! Listen, this motor looks phenomenal, and it's EXACTLY the motor I've dreamed of building (outside of the sequential-port fuel injection), so I look forward to see what kind of numbers it's able to put up. I just wish I knew what kind of sway I needed to talk someone into selling me one of those heads, get me on the list, convince VI to move forward with the build on those heads!!
No "sweat", Jay. "Shipping" is a BREEZE! Have friends in Australia, SCAN the best "Barra" head, --DOHC? and the "Scan" can be passed to a 3-D Replicator, that is able to replicate aluminum/titanium/combination-metallic-substrates, HERE, in the US, within miles of where you live, and hours later, that sucker is IN your hands, --EXACTLY like the one scanned in Australia. DATA is MUCH cheaper to "ship" than the head, itself. You could Scan an Aston-Martin 4.0L, alloy DOHC head from a Vantage-engine[--believed to have 325HP without power-adders! ] in England, and get those scans placed into a metallic-substrate 3-D Replicator, HERE, NEAR where you live, and end up with a perfect 'match' to the block of your 300, dependent on the software of your replicator. With over-head cam/cams you can Rev higher. Around since 1966, the Aston-Martin DB-6 ought to have an expired patent. In the US, FedX charges $3.00 for the first page of data, and a $0.25 for each page after. Data can be put onto "The Cloud" in one country, and be retrieved in another--all cheaper than buying & physically shipping the item, which could get damaged in transit, if dropped. An Aston-Martin club might have blueprints.
You are absolutely right ive searched for these many times and this guy acts like these are off the shelf parts. the worst part is i had gotten over being mad about no ford six performance parts.
I understand your frustration. It took me two years, a youtube channel with a custom build, and having to use a casting defect head to get one myself and I can see how me showing off the build is salt in the wound for a lot of folks. That being said, here is everything I know on the heads and their future. About 3-4 years ago, the owner of Vintage Inlines (after acquiring it from Classic Inlines after the owner passed away) ran into issues with getting additional castings as the foundry he was using went out of business. After 1-2 years of searching, he was finally able to contract with a new foundry but then COVID hit and there were some supply chain issues. On top of that, there were some issues with the new molds for the heads. Now the molds issue has been solved but the new foundry is sorting a new issue with their own equipment. Ideally, and take this with a grain of salt given everything that's happened the last few years, the heads should get their first new castings in a few months. Now, can everything be explained by supply chain and manufacturing issues? No. For the owner, running VI is his hobby and not his actual job, and as a result, getting the heads back into production isn't at the top of his priority list, despite (from what I can tell) there literally being thousands of people who want the heads and intake manifold. I've been pushing on him to put some more emphasis on getting the heads rolling (pun intended) and providing a consolidated public statement/announcement so everyone can get on the level and be in the know. Regrettably, social media isn't his thing so I am thinking of having him do an "ask the experts" episode so we can clear the air on the subject and I can broadcast it on the channel. Now, I will say that part of the purpose of these videos before the heads were available was so that folks could get a working knowledge of the motors and all the potential mods so that they could plan accordingly and by the time the series was done the heads would (ideally) be available again. Lastly, If you can stand to wait another year, I can tell you that there are some super secret plans in the works for when the car is complete that will give you an alternative to trying to get a VI head that you'll definitely want to pay attention to. That's part of "Stage 3" for this motor when we finally achieve "Ultimate". PS. Ignore that nonsense about scanning an Aston head and 3D printing it. As someone who works with additive manufacturing using metallic alloys as part of his job on a regular basis, I can promise you it's NOWHERE near as simple as that guy is making it sound and the cost to print, clean, post-process, hot isostatic press, machine, etc and have it all come out right will end up being WAAAAAAAAY more expensive than importing a head.
@@enginegremlin Thanks for the concise and prompt reply! Waiting is not a problem, I've waited this long, I can wait some more. Although I appreciate the comment above, I agree, I'm certainly am not going to 3-D print a head. I can't imagine what that would entail in finding folks to do it and then there's the cost....0__o I'll cool my britches for a bit and see what happens. I can use the interim time to gather the other parts I'll be using to build my engine. It's tough crossing my fingers for this long....but I'll keep up the hopes that we'll have access to the heads sooner, rather than later!
@@jayhollopeter7408 I wouldn’t hold my breath. Like you and countless others, been hoping VI would actually sell parts they list on the site for better part of 5 years. Never going to happen.
Mr. Bradford is partially correct. The head and intake indeed only work for the 144, 170, 200, and 250 but not the 300. The other reason is because we wanted to keep the original motor that came with the car. 80% of the mods we're going to be making to this motor are applicable to the other straight sixes in the Ford family but obviously having 100% compatibility across the board just isn't feasible. Lastly, it certainly would have been cheaper to mod a 300 but we wanted to keep it unique and create something that nobody's really done before by the time we're done with it.
Because you can rev the 200 a lot more and that were makes more power, i think my friend reved to 8000 and that was in the early 70's,,i no he won a lot of beers because they they thought he had 427 oiler in there,they could not beleve there was only a 6, it is nice to run something that is a bit different,
AFAIK, the 300 was just for trucks. Since they're identical, other than stroke and therefore deck height to the 240 that was used as a standard engine in Ford FULL-sized cars, I believe the mounts don't line up with the Falcon/Maverick/Mustang frame and K-member. Also, even the sixes in full-sized Fords of the period (until 1971) used the C6 automatic, which isn't a direct fit in the Mustang.
@@enginegremlin It's an old racing expression. Speed costs money. How fast do you want to go? It will cost cubic dollars. As you might expect, cubic dollars add up very swiftly. I eagerly await seeing this engine on the dyno. Cheers.
For this stage of the build we're estimating 220 to 250 HP naturally aspirated without porting, stroking, or boost. However, for stage 2 with boost we're thinking 350-400. For stage 3 which is top secret, we're looking for 500 to 600.
Sure did. So did the industrial class 300s used in field equipment like sprayers, compressors, etc and industrial vehicles like dump trucks. They are a favorite among 300 modders if you can find em.
Not Fair...been waiting on the cast aluminum head for 2 years !! Still out of stock. Ive done all this to my 200 six with all the same items, right down to the 264/274 cam...
if some company went to the trouble to design and build an aluminum aftermarket head, couldnt they have made it crossflow style to seperate intake/exhaust, not only for heat but possible better longterm sealing and maintenance of both sides? or is there major complications like distributor clearance that couldnt be managed?
@@WilliamMunny-d8s I honestly am not sure. The original designer and manufacturer (back when it was Classic Inlines) passed away some years ago in the 2015. But we're using a crossflow design in the head we're currently designing.
@@enginegremlin its kind of too late now, since i completed my LS swap 4 yrs ago and sold that car last summer and since then also sold my backup ls engine that was basically complete except for starter, alternator, ex manifolds BUT just worn out HOW HARD would it be to take a blown LS engine and rob all the EFI parts and adopt them to something like an INLINE ford 300? Would you be able to just take the throttle body, IAC, TPS, fuel rails efi fuel tank/pump etc, Temp sensor to use a cut down version of the LS software to keep running those systems and leave the spark alone or would spark also need to be adapted and integrated into the Ford block /spark system somehow?
Depends on which one your talking about. The 6 cylinder intake with dual 1v or 2v carb ports or the 3 cylinder inrakes with a carb port each? Either way its about the same but only if you've swapped the head with an Aussie, Argie, or CI head.
Ive got a ramptech ford 300 6 swapped 2002 f150 with a 5 speed, those where put into cargo tugs with a c4 for trans. Runs like a raped ape even with the single barrel carb
Hey guys, DO you know where else I can get a Cylinder head, as Vintage inline seems not producing any time soon the head again. I've been looking on the net but haven't find anything for the inlines 200ci
Part 3 is coming in a few weeks and part 4 a few after that. Parts through 7 will be spread out over the following 12 months after that. So one every 3 to 4 months after part 4 since we have other c9ntent for the car and there are some items still in development.
@@enginegremlin You are like VI about the next episodes, four months ago you said in a couple of weeks, 2 days ago, you still in a few weeks , LOL. Just kidding, great job man!
How did you get the Vintage Inlines Aluminum head???? I’ve been watching their website for about 3 years and they are always out of stock🤷♂️. Also, they are over $2,200 dollars.
To save my self some keystrokes, I'm going to copy my response to another comment about the head shortage over the last few years. "I understand your frustration. It took me two years, a youtube channel with a custom build, and having to use a casting defect head to get one myself and I can see how me showing off the build is salt in the wound for a lot of folks. That being said, here is everything I know on the heads and their future. About 3-4 years ago, the owner of Vintage Inlines (after acquiring it from Classic Inlines after the owner passed away) ran into issues with getting additional castings as the foundry he was using went out of business. After 1-2 years of searching, he was finally able to contract with a new foundry but then COVID hit and there were some supply chain issues. On top of that, there were some issues with the new molds for the heads. Now the molds issue has been solved but the new foundry is sorting a new issue with their own equipment. Ideally, and take this with a grain of salt given everything that's happened the last few years, the heads should get their first new castings in a few months. Now, can everything be explained by supply chain and manufacturing issues? No. For the owner, running VI is his hobby and not his actual job, and as a result, getting the heads back into production isn't at the top of his priority list, despite (from what I can tell) there literally being thousands of people who want the heads and intake manifold. I've been pushing on him to put some more emphasis on getting the heads rolling (pun intended) and providing a consolidated public statement/announcement so everyone can get on the level and be in the know. Regrettably, social media isn't his thing so I am thinking of having him do an "ask the experts" episode so we can clear the air on the subject and I can broadcast it on the channel. Now, I will say that part of the purpose of these videos before the heads were available was so that folks could get a working knowledge of the motors and all the potential mods so that they could plan accordingly and by the time the series was done the heads would (ideally) be available again. Lastly, If you can stand to wait another year, I can tell you that there are some super secret plans in the works for when the car is complete that will give you an alternative to trying to get a VI head that you'll definitely want to pay attention to. That's part of "Stage 3" for this motor when we finally achieve "Ultimate".
I bought a casting defect head about a year ago and had it repaired. Check out our ask the experts episode with Matt Cox for the latest update on head production.
This is a good clarification. The early straight sixes were a 5 main block and starting in 1966 they were upgraded to a 7 main. The 7 main block, quickly recognizable by the 5 freeze plugs in the side, is the only one that you can truly ever hope to make big power out of without it breaking the block and is what the 250 crossflow head will fit onto. 144s, 170s, and 200s pre 1966 will not fit the 250 crossflow head without some mod work.
So they are produced by a company called Vintage Inlines and the head plus the intake manifold are about $2200. Now that being said, finding those heads is a WHOLE different story, and for the sake of saving myself some keystrokes, I am going to paste my reply to another comment that was with respect to the head shortage over the last few years. "Here is everything I know on the heads and their future. About 3-4 years ago, the owner of Vintage Inlines (after acquiring it from Classic Inlines after the owner passed away) ran into issues with getting additional castings as the foundry he was using went out of business. After 1-2 years of searching, he was finally able to contract with a new foundry but then COVID hit and there were some supply chain issues. On top of that, there were some issues with the new molds for the heads. Now the molds issue has been solved but the new foundry is sorting a new issue with their own equipment. Ideally, and take this with a grain of salt given everything that's happened the last few years, the heads should get their first new castings in a few months. Now, can everything be explained by supply chain and manufacturing issues? No. For the owner, running VI is his hobby and not his actual job, and as a result, getting the heads back into production isn't at the top of his priority list, despite (from what I can tell) there literally being thousands of people who want the heads and intake manifold. I've been pushing on him to put some more emphasis on getting the heads rolling (pun intended) and providing a consolidated public statement/announcement so everyone can get on the level and be in the know. Regrettably, social media isn't his thing so I am thinking of having him do an "ask the experts" episode so we can clear the air on the subject and I can broadcast it on the channel. Now, I will say that part of the purpose of these videos before the heads were available was so that folks could get a working knowledge of the motors and all the potential mods so that they could plan accordingly and by the time the series was done the heads would (ideally) be available again. Lastly, If you can stand to wait another year, I can tell you that there are some super secret plans in the works for when the car is complete that will give you an alternative to trying to get a VI head that you'll definitely want to pay attention to. That's part of "Stage 3" for this motor when we finally achieve "Ultimate"."
Ive searched for parts to build a ford six for years, all these parts are custom or come from someone without a website. even the source you give doesnt have them acessable thru the searc on their website, i dont understand how you have a link to a page thats not accessible any other way.
We can sure assure you that everything on this build is off the shelf and not custom (at this point anyway) and all parts are readily available (save for the head). Even all the polished parts are off the shelf and are the product of MANY hours of sanding and polishing by hand. If you are having problems with links, please let us know which ones and we will get them fixed right way.
i'm looking at an 1962 e100 with a 200cu and want to bump a little HP. who else is bumping straight 6? I had one company that was doing straight 6 on jeeps and ford but can't remember the name.
@@BACARD1BB Jeff Jones is a good one to reach out to in the Ford straight 6 community. Just be careful with the 62 since they have a 5 main bearing block instead of the 7 main that started in 65 so it'll only take so much HP. There is a shop out in California as well but I regrettably cannot remember it's name.
Permatex is perfectly fine. The exact name of the brand that we were using escapes me. It's something the shop owner found and prefers based on his 40+ years of engine building.
The Barra is an import engine only here in the US & not cheap! This head they used looks like a a 2V-250 copy. I ran a turbo'd 2V-250 in an XP hardtop in Sydney during the 80's & pissed off a lot of 351 guys!
@@nzsaltflatsracer8054 we one a lot of beers people could beleve it was only a 6 and a couple of my mates are getting big hp out of the barra , it would been nice to have barra back in the 70 and 80 the chevs would have to hide
I will never understand why people think electronic ignition is more reliable. I have been driving on the same used points my Falcon came with for 7 years now and never a problem. I could list all the others I had, but that would take too long. I love my 200, but that head is the weakness of the engine and aftermarket is almost nonexistent. Sad. Not worth trying to improve it. It will just have to purr along in stock form.
So there is nothing wrong with a points style distributor system for a stock or even mildly modded motor. But once you have power adders like a blower or turbo and your running the motor over a more extensive rpm range, then the ability to tune the engine and the timing on the fly and with pinpoint accuracy really starts to matter. That's why with this build we're showing folks both methods so they can take it whatever direction they want.
@@enginegremlin I agree. There are applications where it is a viable upgrade. I'm talking about all the people that think points are junk and will immediately drop a different distributor in a basically stock engine as if it is a huge upgrade. Points don't even require a lot of maintenance. Electronics can (and do) fail. It's not the improvement most people believe. Yes, you can get a hotter spark and it's better at high rpm, but I'm not racing and I get great economy. And yes, that tiny carb on a stock engine works great too.
IM WONDERONG....DID. ANYBODY TELL YOU ABOUT. WIPEING OUT MULTIPLE CAM LOBES.......BY GOING. TO SAY 1.6. ROCKER ARMS FROM 1.5 .......HAD IT HAPPEN TO ME.......JUST GO TO A BIGGER CAM.
@@enginegremlin just lowering the volume would be great so that it is background and not overpowering. I personally like blues but I know that not everyone does.
I just held an interview with Matt and we address head production out of the gate. We'll release that ep in a week or two after the editing is complete.
@@enginegremlin I started watching this, but quickly got annoyed that it was a build based on unobtainium. Now, reading the comments, I appreciate the fact that you may be contributing to getting the long awaited aluminum head raised from the grave. Also appreciate that you’re willing to continue reposting your reply as folks chime in - good on you! Unfortunately, even if production started tomorrow, a Joe Blow like me still probably wouldn’t get a place in line for a year(s) and by the time I did, it would cost $3K at least. Putting that aside, I’m a bit confused about the Australian options. I wish someone would do a complete expose on Aussie head options. Also, everybody says that shipping is too much, but how much is too much? Would shipping cost $200, $400, $700? Even at $700, if you got an Aussie aluminum Xflow for $400 US, you’d still only be 1/2way to the $2250 VI wanted for theirs. One last thing: Clifford Performance, the most well-known proponent of straight-6 power in the US thinks the “log head” is just fine for making big power and say they’ve always beaten the Aussies on the track. Does Clifford know something that everyone else is missing?
@@bryandickerson5365 So. A couple things to answer here. 1. regarding the Aussie head options. For the 200's and 250's you really have two options. You can use cast iron crossflow head that will more less bolt right on or you can use the aluminum alloy crossflow head but it does require some modifications to the US block. That being said, there is a tutorial on the fordsix forum that covers how to modify it. 2. Cost and shipping. An Aussie crossflow head will be between $800-$2000 depending on the alloy, supplier, how new it is, any mods, etc. and shipping is typically another $800 to $1500 depending on where you live in the US because a cylinder head isn't exactly small or light and has to be crate shipped. Now if you live on the coast and pick it up directly from the port at customs, it's less but for anyone in the middle of the US not near a rail line, it gets pretty pricey pretty quickly, at which point, it might have been cheaper to get the VI head. 3. Regarding Clifford Performance. Those guys work with the Ford 223 and Ford 300 motors, both of which did NOT have cast in integrated intake manifolds that shared a wall with the exhaust, meaning you could change your manifold or make a custom manifold and bolt it right on. Their log head designs are much better than the 200 and 250 which is why they may say that the log head is adequate but I can't speak on their behalf. Now. All that being said, there are two things in the works on our end that you may be happy to hear about. 1. We have a video coming up in a few weeks on how to modify the log head to fix those issues and ON THE CHEAP! We're gonna be cutting up the intake manifold and welding on a new flange so you can bolt on whatever intake you want. We'll also cover how to weld in the exhaust port divider and the proper way to weld gray cast iron so that you dont cause cracking. And we're gonna be looking to have it all cost under $250 provided you have access to a welder. 2. I can't give away too much but if you pay attention to our content, you may have surmised that there may be another head available in the aftermarket not too long from now. Say, oh, about a year from now. Wink wink. That's all I can say on that front. Hope this was helpful.
@@enginegremlin I sent another detailed reply that somehow got lost in the ether. Bottom line - thanks for the awesome reply and encouraging news! I’ll try again tomorrow when I’m not so tired.
It seems your losing footage, or forgetting to video is a common practice for you. You’d think as a UA-camr that would be kinda high on your things to do…(?)
All Fords have bad coil return that's why they cost so much money to make him run Chevrolet all the way good oil pressure lots of horsepower lots of valve train tricks with the Chevrolet
Awesome to see this coming together! I'd love to see before/after comparisons as you keep progressing with the build.
Im an Aussie, my mate had the 250 cast head manifold removed it was set up for Triple Side Draft Webber's. It flew! The sound of those Webber's breathing was phenomenal!
When we got her on the road, she pulled 130mph. We didn't have a them fancy digital gear or fancy Sunday-go-to-meetin' rockers either! We also had no bloody idea what we were doing either haha! That was 40 years ago, great fun, but bloody expensive!
Oh and SS bolts certainly do hall and corrode with other metals like aluminum- anti seize is a must!
Guys don’t do this to intake gaskets… lightly tap or stain with some grease to mark the port and cut on bench
good to see someone using the tried and true aviation form a gasket, that stuff is by far the best shellac based product on the market. worked with ww2 service mechanics that said it helped to win the war. Ive been using it for over 50 years myself. good channel content
Aviation form-a-gasket I'll swear on it I use it all the time also it resists transmission fluid diesel fuel gasoline the stuff is the best it sets up quick it's nice neat when you put it on a little brush someone else out there stuff to about aviation
Thanks for highlighting this build and going with the six rather than more popular 5.0 Liter. I like both. I had a Falcons with both 144 and 170 cubic inch sixes. As you stated, these are reliable engines. That original carburetor never gave me a problem and being the size of a lawn tractor carburetor, start up and low rpm was always great. Once you get the engine spinning a bit, probably over 2000 rpm's it was running out of pep. Back then cutting off the intake log was the best bet to improve power to these engines. That was a bigger job than I wanted to handle. By the way, the other way to make power on these engines was to keep the intake log and install an Ak Miller turbo kit. Even back in the '80's. It was a simple kit. No wastegate, intercooler or fuel injection. It was enough to get better performance while maintain good drivability. I was tempted enough to go for it that I called up and talked to Ak. He almost had me. I ended up keeping it stock except for the MSD-6 that made points adjustments a non-issue.
As you said, getting more air into the engine is the problem with these engines and that is absolutely their performance weakness. But the other issue that I worried about with these engines is the cast crank and four main bearings. Ford made these engines to be inexpensive and reliable at the power levels that they were sold with. It will be interesting to see how this engine like rev'ing into the higher RPMs. I think as long as the engine runs smoothly it should do pretty good. I don't know if it can match the power levels of other inline sixes. I'll be watching to see how it goes.
Yeah, we wanted to do something more unique than the 5.0, LS, or some other V8 swap that's been done to death and the sixes just don't get enough love. Plus, this is only stage 1 of 3 for this motor build. When we're done with it in stage 3, I think it might just be enough to make folks dig them back out of the trashcan they threw them in.
Regarding the 4 main bearing issue, you can solve the 4 main bearing issue but using a block from 1965 or later when they switched over to a 7 main bearing. obviously that doesn't help if you're trying to keep it a numbers matching car though.
@@enginegremlin I didn't realize that they went to 7 main bearings. That makes a heck of a difference. Now the breathing problem is solved. I like that head. No doubt, it is a big improvement. The intake has a nice high entry. The only concern is the price. Cast aluminum, six cylinders long and low production numbers can't be cheap. It took Edlebrock a long time before they were able to cast a six cylinder head. Thanks for the link to Vintage Inline. Are we seeing a renaissance of old six cylinder engines? I hope so. There were many of them. They were mostly made to be economical and reliable.
Ford eventually switched to 7 main bearings over the earlier 4 and the cranks especially when anchored down with studs instead of the bolts will keep that crank from walking and flex is minimal. This is why so many inline 6's can take so much abuse and make crazy power like the Toyota JZ engines and the Nissan RB, and Ford Australia' Berra. I now have two Ford 300's and two 250's and my son now has the Toyota 7MGTE and we recently purchased a 2JZGE for our Mk III Supra 's.
WOW !! You guys are really on the ball.
I would love to see a Ford 300 inline build. Such a great motor I know they are more of a work horse engine, but thats why I would love to see what can be milked out of them.
I'm at a loss, I have no idea what to say anymore. I'm on the original waiting list for the inline six head. My bottom end is a near duplicate of this build, really cool but painful to watch. It's been sitting for years waiting for the head. I'm almost ready to throw in the towel and go with a 289. At least I know I can get parts. I'm venting but this is stupid waiting all this time for something that may never happen. I actually feel sick over the whole thing. I had a vision of three side draft Weber's ripping my Maverick but that's a pipe dream.
ive gotten into contact with the vintage CEO and hes struggling to find a foundry willing to make the heads in the US ever since COVID hit most foundries have been rushing through high priority contracts and dont have time/room/desire to make a niche object like the heads.
@@valcandestr0yer should consider working with a foundry in China. They make great cast aluminum heads for 302s.
@@user-yx8nr8qz7g I did ask about going abroad but he’s a red-blood southerner and prefers to have an American foundry make them.
The narration is very well done and informative.
Thanks!
If you use Hylomar gasket dressing/sealant you don't have to worry about it damaging your gaskets if you have to take it apart. Hylomar is aircraft grade sealant used on Rolls Royce aircraft engines. It was invented to not blow out at altitude. Its better than the stuff you were using. I use it on my Harley. They recommend it for assembling HD engines. If you have to take something apart it doesn't ruin gaskets. It remains the consistency of grape jelly that has dried some. You can actually re-smear it and get it to seal.
Good tip!
when you apply permatex brown goo put the gasket on the cardboard or plastic bag it came in and coat both sides. far less messy and if you flip the gasket over after putting it on the second side it will leave any excess on the cardboard so it wont be dribbling where you don't want it after install.
Don't use permatex brown goo. Use Hylomar, its true aircraft grade and it doesn't ruin gaskets if you have to take it apart. The gaskets will not be ruined and 9/10 times you just re-smear the hylomar and it will reseal the gasket.
@@kd5inm stop reusing gaskets.
@@6226superhurricane if you use hylomar, you don't have to. I have used it on my harley and I was able to reuse gaskets in the process of making adjustments on the side of the road. Why be wasteful and use a bunch of gaskets, plus hylomar cleans up well. Its easy to work with.
They needed the cast to make heat, because due to the large surface area of the block they have a hard time building heat. Interior Alaska 3 winters 76 Ford pickup with 300 taught me about cardboard in front of radiator and drain pad front bumper to under motor wired up. Also Cadillac heater core.
Ford Australia made the 250 2V head that is exactly the same as your alloy one , it has a bolt on alloy intake too , and two cast iron duel exit exhaust manifolds .
I really appreciate your content thanks
Where the hell did you find that head for sale! I been hoping to find one for a few years!!! 😢. When your done might you be seeing to sell the engine?? I have a mint restored 1962 falcon that would be the perfect home for the mug. 👍🏼
Regrettably, this one is here to stay with us and our Mustang (Project Cinder), especially since this build has a few more stages to go (EFI, boost, and some super secret stuff). But we can at least give you everything you need to know to build one like it and put you in touch with the guys who helped us build ours if your not the build it yourself type. Regarding the shortage of heads over the last few years, to save myself some keystrokes, I am going to copy my response to another comment on this topic.
To save my self some keystrokes, I'm going to copy my response to another comment about the head shortage over the last few years.
"It took me two years, a youtube channel with a custom build, and having to use a casting defect head to get one myself and I can see how me showing off the build is salt in the wound for a lot of folks. That being said, here is everything I know on the heads and their future.
About 3-4 years ago, the owner of Vintage Inlines (after acquiring it from Classic Inlines after the owner passed away) ran into issues with getting additional castings as the foundry he was using went out of business. After 1-2 years of searching, he was finally able to contract with a new foundry but then COVID hit and there were some supply chain issues. On top of that, there were some issues with the new molds for the heads. Now the molds issue has been solved but the new foundry is sorting a new issue with their own equipment. Ideally, and take this with a grain of salt given everything that's happened the last few years, the heads should get their first new castings in a few months.
Now, can everything be explained by supply chain and manufacturing issues? No. For the owner, running VI is his hobby and not his actual job, and as a result, getting the heads back into production isn't at the top of his priority list, despite (from what I can tell) there literally being thousands of people who want the heads and intake manifold. I've been pushing on him to put some more emphasis on getting the heads rolling (pun intended) and providing a consolidated public statement/announcement so everyone can get on the level and be in the know. Regrettably, social media isn't his thing so I am thinking of having him do an "ask the experts" episode so we can clear the air on the subject and I can broadcast it on the channel.
Now, I will say that part of the purpose of these videos before the heads were available was so that folks could get a working knowledge of the motors and all the potential mods so that they could plan accordingly and by the time the series was done the heads would (ideally) be available again.
Lastly, If you can stand to wait another year, I can tell you that there are some super secret plans in the works for when the car is complete that will give you an alternative to trying to get a VI head that you'll definitely want to pay attention to. That's part of "Stage 3" for this motor when we finally achieve "Ultimate".
Im excited to see part 3! I have a 1957 f100 with a 223ci straight 6. I'd like to build it the same way.
Good luck getting a hold of the aluminum vintage inlines head. Evey time I check the site it's OUT OF STOCK.
I wouldn’t have thought that getting a Xflow head from here in Australia would be that expensive, they literally get thrown to scrap metal recyclers.
As for adapting it to the US block I don’t know.
Depends on the xflow head. The cast iron one bolts right on. The aluminum 250 head requires some block mods that take time but aren't impossible. Later model heads are a whole different story.
@@enginegremlin the cast iron heads are rubbish anyway and wouldn’t bother. The alloy heads are well suited to a 200 cube engine and have multiple combustion chamber sizes to get compression where you want it, the smallest chamber being 42cc and the largest 56cc.
@@seanb250 Could be a little earn on the side for you mate. It sounds like the Yanks are pissin into the wind tryin to get alloy heads. Not like in Aussie and NZ.
As you said, they end up goin to the scrappie, same as in Kiwi Land. Just a thought mate.
Bruce Sisemore Built the Ultimate In line Six ford he put Modified Cleveland heads on a six and made real big power .
Ford Australia did that in 1975 and they were modified Clevo 2v heads for the 3.3 and 4.1ltr X-flo inline 6 for the Falcons, Cortinas and Transits built in Australia and were used until 1988 when they changed over to the Intec SOHC that was in Falcon's for the next 14 year's till the Barra came out.
Right now this engine is nearly impossible to replicate… atleast until the new heads are for sale again
The rockers are more rigid, have a larger and 360° fulcrum bearing surface which means less flex, more consistency, and no binding
when is coming part 3!!!! I can't wait for it, great job @EngineGrmlin
Thank you! 2-3 weeks from now. We had some stuff on backorder. 😞
vintage inlines ford 200 aluminium head ftw
You can extrude hone the log intake, still if Vintage Inlines would get off their asses and make more heads I'll definitely be buying two of them.
Got a video coming out soon on how to cut up and fix the crap log head.
It just kills me watching this yet again! EVERYTHING done here hinges entirely on that head. You speak to us in the video like we can just head over to Vintage Inlines and grab one of those heads for our build......0__o They haven't been available for YEARS!! YEARS!! We don't even know if VI is going to be able to provide these heads at all! They are absent and cryptic in their updates at best!! Their website has stated that the "waiting list" is closed for any further customers and they haven't even provided an update on the manufacturing "glitches" they claimed to have run into for about a year now!! I'm truly curious where you guys were able to source this head. By speaking of it like it's just another "item you can use" in our builds is extremely misleading. I'm REALLY not trying to be a douche here, but this build is virtually impossible for the average person because of the difficulties in sourcing those heads. Outside of being able to talk someone out of an older Classic Inlines head (shipping would be an absolute impossibility if you had to ship it from Australia), or talk someone (read: buy someone's spot) out of their place in line on "the list" at VI.....if it even exists, or if they're even going to go forward with the manufacturing of these heads. Virtually EVERYTHING else you've used here are parts that can still be obtained....outside of the manifold of course, as it only comes with the head.....and I've come full circle back to the crux of this conundrum....those parts are completely unobtainable!
Listen, this motor looks phenomenal, and it's EXACTLY the motor I've dreamed of building (outside of the sequential-port fuel injection), so I look forward to see what kind of numbers it's able to put up. I just wish I knew what kind of sway I needed to talk someone into selling me one of those heads, get me on the list, convince VI to move forward with the build on those heads!!
No "sweat", Jay. "Shipping" is a BREEZE! Have friends in Australia, SCAN the best "Barra" head, --DOHC? and the "Scan" can be passed to a 3-D Replicator, that is able to replicate aluminum/titanium/combination-metallic-substrates, HERE, in the US, within miles of where you live, and hours later, that sucker is IN your hands, --EXACTLY like the one scanned in Australia. DATA is MUCH cheaper to "ship" than the head, itself. You could Scan an Aston-Martin 4.0L, alloy DOHC head from a Vantage-engine[--believed to have 325HP without power-adders! ] in England, and get those scans placed into a metallic-substrate 3-D Replicator, HERE, NEAR where you live, and end up with a perfect 'match' to the block of your 300, dependent on the software of your replicator. With over-head cam/cams you can Rev higher. Around since 1966, the Aston-Martin DB-6 ought to have an expired patent. In the US, FedX charges $3.00 for the first page of data, and a $0.25 for each page after. Data can be put onto "The Cloud" in one country, and be retrieved in another--all cheaper than buying & physically shipping the item, which could get damaged in transit, if dropped. An Aston-Martin club might have blueprints.
You are absolutely right ive searched for these many times and this guy acts like these are off the shelf parts. the worst part is i had gotten over being mad about no ford six performance parts.
I understand your frustration. It took me two years, a youtube channel with a custom build, and having to use a casting defect head to get one myself and I can see how me showing off the build is salt in the wound for a lot of folks. That being said, here is everything I know on the heads and their future.
About 3-4 years ago, the owner of Vintage Inlines (after acquiring it from Classic Inlines after the owner passed away) ran into issues with getting additional castings as the foundry he was using went out of business. After 1-2 years of searching, he was finally able to contract with a new foundry but then COVID hit and there were some supply chain issues. On top of that, there were some issues with the new molds for the heads. Now the molds issue has been solved but the new foundry is sorting a new issue with their own equipment. Ideally, and take this with a grain of salt given everything that's happened the last few years, the heads should get their first new castings in a few months.
Now, can everything be explained by supply chain and manufacturing issues? No. For the owner, running VI is his hobby and not his actual job, and as a result, getting the heads back into production isn't at the top of his priority list, despite (from what I can tell) there literally being thousands of people who want the heads and intake manifold. I've been pushing on him to put some more emphasis on getting the heads rolling (pun intended) and providing a consolidated public statement/announcement so everyone can get on the level and be in the know. Regrettably, social media isn't his thing so I am thinking of having him do an "ask the experts" episode so we can clear the air on the subject and I can broadcast it on the channel.
Now, I will say that part of the purpose of these videos before the heads were available was so that folks could get a working knowledge of the motors and all the potential mods so that they could plan accordingly and by the time the series was done the heads would (ideally) be available again.
Lastly, If you can stand to wait another year, I can tell you that there are some super secret plans in the works for when the car is complete that will give you an alternative to trying to get a VI head that you'll definitely want to pay attention to. That's part of "Stage 3" for this motor when we finally achieve "Ultimate".
PS. Ignore that nonsense about scanning an Aston head and 3D printing it. As someone who works with additive manufacturing using metallic alloys as part of his job on a regular basis, I can promise you it's NOWHERE near as simple as that guy is making it sound and the cost to print, clean, post-process, hot isostatic press, machine, etc and have it all come out right will end up being WAAAAAAAAY more expensive than importing a head.
@@enginegremlin Thanks for the concise and prompt reply! Waiting is not a problem, I've waited this long, I can wait some more. Although I appreciate the comment above, I agree, I'm certainly am not going to 3-D print a head. I can't imagine what that would entail in finding folks to do it and then there's the cost....0__o I'll cool my britches for a bit and see what happens. I can use the interim time to gather the other parts I'll be using to build my engine. It's tough crossing my fingers for this long....but I'll keep up the hopes that we'll have access to the heads sooner, rather than later!
@@jayhollopeter7408 I wouldn’t hold my breath. Like you and countless others, been hoping VI would actually sell parts they list on the site for better part of 5 years. Never going to happen.
I'm curious. Why if you're going to spend all this money and do all this work. Why a 200 and not the much better 300?
because the custom parts he has doesn't fit 300, head and intake
Mr. Bradford is partially correct. The head and intake indeed only work for the 144, 170, 200, and 250 but not the 300. The other reason is because we wanted to keep the original motor that came with the car. 80% of the mods we're going to be making to this motor are applicable to the other straight sixes in the Ford family but obviously having 100% compatibility across the board just isn't feasible. Lastly, it certainly would have been cheaper to mod a 300 but we wanted to keep it unique and create something that nobody's really done before by the time we're done with it.
Because you can rev the 200 a lot more and that were makes more power, i think my friend reved to 8000 and that was in the early 70's,,i no he won a lot of beers because they they thought he had 427 oiler in there,they could not beleve there was only a 6, it is nice to run something that is a bit different,
Also the 200 is somewhat lighter than a 300 by almost 100lbs
AFAIK, the 300 was just for trucks. Since they're identical, other than stroke and therefore deck height to the 240 that was used as a standard engine in Ford FULL-sized cars, I believe the mounts don't line up with the Falcon/Maverick/Mustang frame and K-member. Also, even the sixes in full-sized Fords of the period (until 1971) used the C6 automatic, which isn't a direct fit in the Mustang.
That engine looks like cubic dollars. Very nice.
Never heard the phrase "cubic dollars" before
@@enginegremlin It's an old racing expression.
Speed costs money. How fast do you want to go? It will cost cubic dollars.
As you might expect, cubic dollars add up very swiftly.
I eagerly await seeing this engine on the dyno.
Cheers.
I couldn't part 3 of Ford 6 build. Very interesting video. Would like to see how much horsepower / Torque it made.
Part 3 will come out in a couple of weeks. There is still some testing and editing to do for how to wire up the full EFI system.
@@enginegremlin
Thank you for the information I appreciate it Sir
The option is the 1987.two piece manifold...
What vehicle does that engine with the 2 piece manifold come out of? What size engine?
At the time Opffenhouser had Everything I needed for my 300. I hope it hasn't Changed for my 81 200 6cyl in my Fairmont Futurea.
Sweet build, how much power do you think it will make?
For this stage of the build we're estimating 220 to 250 HP naturally aspirated without porting, stroking, or boost. However, for stage 2 with boost we're thinking 350-400. For stage 3 which is top secret, we're looking for 500 to 600.
@@enginegremlin awesome should have tons of torque too. Can’t wait to see more👍
Did you know the 300 used in the f 600 had a forged steel crank...
Sure did. So did the industrial class 300s used in field equipment like sprayers, compressors, etc and industrial vehicles like dump trucks. They are a favorite among 300 modders if you can find em.
Great build! Where did you find the chrome oil pan?
Oh if only there was a chrome option. That's a stock steel pan we hand polished and then clear powder coated.
Thank you for that info. I’m doing a similar build and love the tips
Man I wish you would have put a turbo on that bad boy
@@seandrake7534 in work. Designing the new head first
Not Fair...been waiting on the cast aluminum head for 2 years !! Still out of stock. Ive done all this to my 200 six with all the same items, right down to the 264/274 cam...
❤
Stock 300 you couldn't kill
You should never slide an aluminum head over steel head bolts, head goes on then studs.
if some company went to the trouble to design and build an aluminum aftermarket head, couldnt they have made it crossflow style to seperate intake/exhaust, not only for heat but possible better longterm sealing and maintenance of both sides?
or is there major complications like distributor clearance that couldnt be managed?
@@WilliamMunny-d8s I honestly am not sure. The original designer and manufacturer (back when it was Classic Inlines) passed away some years ago in the 2015. But we're using a crossflow design in the head we're currently designing.
@@enginegremlin its kind of too late now, since i completed my LS swap 4 yrs ago and sold that car last summer and since then also sold my backup ls engine that was basically complete except for starter, alternator, ex manifolds BUT just worn out
HOW HARD would it be to take a blown LS engine and rob all the EFI parts and adopt them to something like an INLINE ford 300?
Would you be able to just take the throttle body, IAC, TPS, fuel rails efi fuel tank/pump etc, Temp sensor to use a cut down version of the LS software to keep running those systems and leave the spark alone or would spark also need to be adapted and integrated into the Ford block /spark system somehow?
Where did you get that intake? Ive got a 67 mustang with a 200ci and want to juice it up some!
WHAT ABOUT THOSE DUAL CARB INTAKES I HAVE SEEN? DO THEY BREATHE ANY BETTER THAN THIS ONE? THX
Depends on which one your talking about. The 6 cylinder intake with dual 1v or 2v carb ports or the 3 cylinder inrakes with a carb port each? Either way its about the same but only if you've swapped the head with an Aussie, Argie, or CI head.
Did you chrome your manifold ? Link on where you purchased ????
Hand polished it. Purchased from Vintage Inlines. Should already be a link.
Ive got a ramptech ford 300 6 swapped 2002 f150 with a 5 speed, those where put into cargo tugs with a c4 for trans. Runs like a raped ape even with the single barrel carb
How much does the the aluminum heads cost for this engine?
Hey guys, DO you know where else I can get a Cylinder head, as Vintage inline seems not producing any time soon the head again. I've been looking on the net but haven't find anything for the inlines 200ci
How much HP and torque will this engine make?
How to source the aluminum head? Importer?
The copy of the Australian head made from 1969 ford made in alloy ,cancelled it because ite affected 302 sales.
So this is a 7 part video series? How often do you plan to release these?
Part 3 is coming in a few weeks and part 4 a few after that. Parts through 7 will be spread out over the following 12 months after that. So one every 3 to 4 months after part 4 since we have other c9ntent for the car and there are some items still in development.
@@enginegremlin You are like VI about the next episodes, four months ago you said in a couple of weeks, 2 days ago, you still in a few weeks , LOL. Just kidding, great job man!
Vintage in line says none in stock and not adding to wait list cause its to long already
How much for the built
How did you get the Vintage Inlines Aluminum head???? I’ve been watching their website for about 3 years and they are always out of stock🤷♂️. Also, they are over $2,200 dollars.
To save my self some keystrokes, I'm going to copy my response to another comment about the head shortage over the last few years.
"I understand your frustration. It took me two years, a youtube channel with a custom build, and having to use a casting defect head to get one myself and I can see how me showing off the build is salt in the wound for a lot of folks. That being said, here is everything I know on the heads and their future.
About 3-4 years ago, the owner of Vintage Inlines (after acquiring it from Classic Inlines after the owner passed away) ran into issues with getting additional castings as the foundry he was using went out of business. After 1-2 years of searching, he was finally able to contract with a new foundry but then COVID hit and there were some supply chain issues. On top of that, there were some issues with the new molds for the heads. Now the molds issue has been solved but the new foundry is sorting a new issue with their own equipment. Ideally, and take this with a grain of salt given everything that's happened the last few years, the heads should get their first new castings in a few months.
Now, can everything be explained by supply chain and manufacturing issues? No. For the owner, running VI is his hobby and not his actual job, and as a result, getting the heads back into production isn't at the top of his priority list, despite (from what I can tell) there literally being thousands of people who want the heads and intake manifold. I've been pushing on him to put some more emphasis on getting the heads rolling (pun intended) and providing a consolidated public statement/announcement so everyone can get on the level and be in the know. Regrettably, social media isn't his thing so I am thinking of having him do an "ask the experts" episode so we can clear the air on the subject and I can broadcast it on the channel.
Now, I will say that part of the purpose of these videos before the heads were available was so that folks could get a working knowledge of the motors and all the potential mods so that they could plan accordingly and by the time the series was done the heads would (ideally) be available again.
Lastly, If you can stand to wait another year, I can tell you that there are some super secret plans in the works for when the car is complete that will give you an alternative to trying to get a VI head that you'll definitely want to pay attention to. That's part of "Stage 3" for this motor when we finally achieve "Ultimate".
When did you buy the Vintage Inline parts? They have not had them for years.
I bought a casting defect head about a year ago and had it repaired. Check out our ask the experts episode with Matt Cox for the latest update on head production.
@@enginegremlin Nice buy! I will check the episode out right now.
Aussie here, the 250 crossflow head does not fit the early ford six
This is a good clarification. The early straight sixes were a 5 main block and starting in 1966 they were upgraded to a 7 main. The 7 main block, quickly recognizable by the 5 freeze plugs in the side, is the only one that you can truly ever hope to make big power out of without it breaking the block and is what the 250 crossflow head will fit onto. 144s, 170s, and 200s pre 1966 will not fit the 250 crossflow head without some mod work.
where did you get this head? I've been looking for years for one of this
I bought a casting defect head and had it repaired
But your conundrum is not the first time I've heard it, which is why I'm designing a new head to fill the gap.
Thank you for the info and good luck 👍
Was curious where in the United States you found the aftermarket cylinder head and how much it costs?
So they are produced by a company called Vintage Inlines and the head plus the intake manifold are about $2200. Now that being said, finding those heads is a WHOLE different story, and for the sake of saving myself some keystrokes, I am going to paste my reply to another comment that was with respect to the head shortage over the last few years.
"Here is everything I know on the heads and their future.
About 3-4 years ago, the owner of Vintage Inlines (after acquiring it from Classic Inlines after the owner passed away) ran into issues with getting additional castings as the foundry he was using went out of business. After 1-2 years of searching, he was finally able to contract with a new foundry but then COVID hit and there were some supply chain issues. On top of that, there were some issues with the new molds for the heads. Now the molds issue has been solved but the new foundry is sorting a new issue with their own equipment. Ideally, and take this with a grain of salt given everything that's happened the last few years, the heads should get their first new castings in a few months.
Now, can everything be explained by supply chain and manufacturing issues? No. For the owner, running VI is his hobby and not his actual job, and as a result, getting the heads back into production isn't at the top of his priority list, despite (from what I can tell) there literally being thousands of people who want the heads and intake manifold. I've been pushing on him to put some more emphasis on getting the heads rolling (pun intended) and providing a consolidated public statement/announcement so everyone can get on the level and be in the know. Regrettably, social media isn't his thing so I am thinking of having him do an "ask the experts" episode so we can clear the air on the subject and I can broadcast it on the channel.
Now, I will say that part of the purpose of these videos before the heads were available was so that folks could get a working knowledge of the motors and all the potential mods so that they could plan accordingly and by the time the series was done the heads would (ideally) be available again.
Lastly, If you can stand to wait another year, I can tell you that there are some super secret plans in the works for when the car is complete that will give you an alternative to trying to get a VI head that you'll definitely want to pay attention to. That's part of "Stage 3" for this motor when we finally achieve "Ultimate"."
@@enginegremlin awesome man thank you for the info and I can't wait for part 3
Where are the rest of the parts of this series?
In work
Ive searched for parts to build a ford six for years, all these parts are custom or come from someone without a website. even the source you give doesnt have them acessable thru the searc on their website, i dont understand how you have a link to a page thats not accessible any other way.
We can sure assure you that everything on this build is off the shelf and not custom (at this point anyway) and all parts are readily available (save for the head). Even all the polished parts are off the shelf and are the product of MANY hours of sanding and polishing by hand. If you are having problems with links, please let us know which ones and we will get them fixed right way.
i'm looking at an 1962 e100 with a 200cu and want to bump a little HP. who else is bumping straight 6? I had one company that was doing straight 6 on jeeps and ford but can't remember the name.
@@BACARD1BB Jeff Jones is a good one to reach out to in the Ford straight 6 community. Just be careful with the 62 since they have a 5 main bearing block instead of the 7 main that started in 65 so it'll only take so much HP. There is a shop out in California as well but I regrettably cannot remember it's name.
Maybe history by now but Clifford (“6 = 8”) used to be a big supplier of 6 cylinder parts.
audio stopped at 18:19
How do I contact you to build one for me?
what's this aircraft sealant you speak of? permatex?
Permatex is perfectly fine. The exact name of the brand that we were using escapes me. It's something the shop owner found and prefers based on his 40+ years of engine building.
@@enginegremlin thank ya!
Permatex 80019 is know as "Aviation Form a Gasket" it's the old school way but it works great and it's cheap.
@@GregHuston
i remember that from years ago. thanks!
you started with the wrong 6 it has to be a barra, i put a v2 head on a 250 in the70 th went very well
The Barra is an import engine only here in the US & not cheap! This head they used looks like a a 2V-250 copy. I ran a turbo'd 2V-250 in an XP hardtop in Sydney during the 80's & pissed off a lot of 351 guys!
@@nzsaltflatsracer8054 we one a lot of beers people could beleve it was only a 6 and a couple of my mates are getting big hp out of the barra , it would been nice to have barra back in the 70 and 80 the chevs would have to hide
Dad had one in his 74 bronco
I will never understand why people think electronic ignition is more reliable. I have been driving on the same used points my Falcon came with for 7 years now and never a problem. I could list all the others I had, but that would take too long. I love my 200, but that head is the weakness of the engine and aftermarket is almost nonexistent. Sad. Not worth trying to improve it. It will just have to purr along in stock form.
So there is nothing wrong with a points style distributor system for a stock or even mildly modded motor. But once you have power adders like a blower or turbo and your running the motor over a more extensive rpm range, then the ability to tune the engine and the timing on the fly and with pinpoint accuracy really starts to matter. That's why with this build we're showing folks both methods so they can take it whatever direction they want.
@@enginegremlin I agree. There are applications where it is a viable upgrade. I'm talking about all the people that think points are junk and will immediately drop a different distributor in a basically stock engine as if it is a huge upgrade. Points don't even require a lot of maintenance. Electronics can (and do) fail. It's not the improvement most people believe. Yes, you can get a hotter spark and it's better at high rpm, but I'm not racing and I get great economy. And yes, that tiny carb on a stock engine works great too.
Also, in the event of an EMP strike there's a good chance your car will still run.
@@imaouima Also true. Unfortunately, the fuel pumps where you buy gas won't work.
@@MaxNafeHorsemanship Yeah, there's LOTS of other issues to consider...
I never understood why Ford used that head design.
I need info ,head cilynder and intake and exhaust manifold , please,,
It's a Vintage Inlines cylinder head and intake manifold. All of the parts used in this build are listed in the video description with links.
Keep that damn sealant away from my engine! Next guy to work on this baby is gonna be cussing you! Hylomar Blue!
IM WONDERONG....DID. ANYBODY
TELL YOU ABOUT. WIPEING OUT
MULTIPLE CAM LOBES.......BY GOING. TO SAY 1.6. ROCKER ARMS
FROM 1.5 .......HAD IT HAPPEN TO ME.......JUST GO TO A BIGGER CAM.
Really like the build! Music sucks
Thanks and sorry to hear that? Is there a style you would prefer to hear in the background?
@@enginegremlin just lowering the volume would be great so that it is background and not overpowering. I personally like blues but I know that not everyone does.
@@enginegremlin I am working on a Jeep 4.0 6 cylinder stroker with two 351 Cleveland heads cut and welded together to make a crossflow head.
@@jamesford2942 nice. The AMC 4.0 is one of the best motors ever made.
@@enginegremlin no music.
Fuel distro is worst part of the intake design
Part 3?
Coming soon!
There were some backorder parts we had to wait on.
@Engine Gremlin looking forward to a revvy little 200.
can't one git a boss-type head for these motors
You can take 2 Boss 302 heads cut them up and epoxy them together for 300 six, but you better know what you are doing.
@@troynov1965 yea. i thot i saw that some time some place.
please turn your music down my friend.
Yeah. We learned our lesson from this one. It was our first foray into background music and audio ducking for voiceovers.
Yes, if you could buy this head. Matt won't even talk about the is product. I hope you realize this.
I just held an interview with Matt and we address head production out of the gate. We'll release that ep in a week or two after the editing is complete.
@@enginegremlin I started watching this, but quickly got annoyed that it was a build based on unobtainium. Now, reading the comments, I appreciate the fact that you may be contributing to getting the long awaited aluminum head raised from the grave. Also appreciate that you’re willing to continue reposting your reply as folks chime in - good on you!
Unfortunately, even if production started tomorrow, a Joe Blow like me still probably wouldn’t get a place in line for a year(s) and by the time I did, it would cost $3K at least.
Putting that aside, I’m a bit confused about the Australian options. I wish someone would do a complete expose on Aussie head options. Also, everybody says that shipping is too much, but how much is too much? Would shipping cost $200, $400, $700? Even at $700, if you got an Aussie aluminum Xflow for $400 US, you’d still only be 1/2way to the $2250 VI wanted for theirs.
One last thing: Clifford Performance, the most well-known proponent of straight-6 power in the US thinks the “log head” is just fine for making big power and say they’ve always beaten the Aussies on the track. Does Clifford know something that everyone else is missing?
@@bryandickerson5365 So. A couple things to answer here.
1. regarding the Aussie head options. For the 200's and 250's you really have two options. You can use cast iron crossflow head that will more less bolt right on or you can use the aluminum alloy crossflow head but it does require some modifications to the US block. That being said, there is a tutorial on the fordsix forum that covers how to modify it.
2. Cost and shipping. An Aussie crossflow head will be between $800-$2000 depending on the alloy, supplier, how new it is, any mods, etc. and shipping is typically another $800 to $1500 depending on where you live in the US because a cylinder head isn't exactly small or light and has to be crate shipped. Now if you live on the coast and pick it up directly from the port at customs, it's less but for anyone in the middle of the US not near a rail line, it gets pretty pricey pretty quickly, at which point, it might have been cheaper to get the VI head.
3. Regarding Clifford Performance. Those guys work with the Ford 223 and Ford 300 motors, both of which did NOT have cast in integrated intake manifolds that shared a wall with the exhaust, meaning you could change your manifold or make a custom manifold and bolt it right on. Their log head designs are much better than the 200 and 250 which is why they may say that the log head is adequate but I can't speak on their behalf.
Now. All that being said, there are two things in the works on our end that you may be happy to hear about.
1. We have a video coming up in a few weeks on how to modify the log head to fix those issues and ON THE CHEAP! We're gonna be cutting up the intake manifold and welding on a new flange so you can bolt on whatever intake you want. We'll also cover how to weld in the exhaust port divider and the proper way to weld gray cast iron so that you dont cause cracking. And we're gonna be looking to have it all cost under $250 provided you have access to a welder.
2. I can't give away too much but if you pay attention to our content, you may have surmised that there may be another head available in the aftermarket not too long from now. Say, oh, about a year from now. Wink wink. That's all I can say on that front.
Hope this was helpful.
@@enginegremlin I sent another detailed reply that somehow got lost in the ether. Bottom line - thanks for the awesome reply and encouraging news! I’ll try again tomorrow when I’m not so tired.
@@bryandickerson5365 looking forward to it
Love this video, but Jesus... Turn the background music off.
😂 Yeah. Had to learn the lesson the hard way as one of our first edits.
Loooong winded.
If you want subscribers, you might want to make video content more than once a month. Just sayin.
Takes a lot of time and effort to film and edit, let alone work on the car. And recent endeavors have had some setbacks to complete.
Get a Chevrolet 250 or the 292 you will have more horsepower Chevrolet's number one Ford six-cylinder sad that's sad😢
It seems your losing footage, or forgetting to video is a common practice for you. You’d think as a UA-camr that would be kinda high on your things to do…(?)
The build looks great, but will you please remove that highly offensive 666 mark of the beast from your left hand before posting any more content?
Not sure if this is sarcasm or if you're seeing something we're not...
All Fords have bad coil return that's why they cost so much money to make him run Chevrolet all the way good oil pressure lots of horsepower lots of valve train tricks with the Chevrolet
Ah no, try again, although I ran a Stovebolt Chevy 235 in my 60' Apache 10 my 240 ci in my 64' Ford beat it hands down.
All that and you didn’t hear it run
I can't watch your long winded vids
Bummer