#30 - 1970 FoMoCo Car Engines! Part 1 of 4 - Six Cylinders
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- Опубліковано 12 лип 2024
- Welcome back to the “Yours in old FoMoCo iron” UA-cam channel! My name is Adrian Clements, and today in video #30 we’re going to dig into the six inline-six-cylinder engines that were part of the entire 26-engine lineup available for the 1970 FoMoCo passenger cars!
Video #31 covers the six small V-8s, video #32 covers the six FE large V-8s, and video #33 covers the eight 385 Series large V-8s.
If you want to see shiny cars and hear misinformation, please look elsewhere. But if you want to see FoMoCo documentation, hear facts, and actually LEARN, then please keep watching. Buckle your seatbelts, ‘cause here we go!
Yours in old FoMoCo iron,
Adrian
Chapters:
0:00 Introduction
0:46 1970 FoMoCo Passenger Car Vehicle Lines
2:43 1970 FoMoCo Passenger Car Vehicle Lines vs. Engines Table
7:42 U-Code 170-1V 105 hp I-6 Engine
10:57 T-Code 200-1V 120 hp I-6 Engine
13:52 V-Code 240-1V 150 hp I-6 Engine
16:26 B-Code 240-1V 150 hp I-6 Engine (Police)
20:28 E-Code 240-1V 150 hp I-6 Engine (Taxi)
23:52 L-Code 250-1V 155 hp I-6 Engine
30:04 Close-Out
I drove a 1971 Maverick 250 part of HS and it was the quickest zero to 70 of all other kids 6 cyl. 225, 250, 258 and other AMC, Ford, GM and Mopar cars even though it was a 4 door. C-4 trans. 3.20 axle. A red light runner T-boned the car and and I put that 250 plus a Toploader 4 speed in my '66 Mustang and then I had the fastest 6 and only 6 cyl. Mustang around. It all bolted together like factory using the Maverick gas pedal and cable, V-8 Mustang driveshaft and a Pinto axle yoke on the original 4 lug rear end. Strong running I-6
Me too i had a 70 mustard with black top same setup ,it was bulletproof ,we called it the Z killer ..light to light nothing would catch it sounded like a bad ass allison when you wound er up.hard miss it , got hit in the rear totalled
An excellent video covering a subject rarely discussed. Well don, Adrian.
@DSP1968, thank you so much for your kind words - I'm glad that you enjoyed video #30! Please be sure to also check out videos #31, 32 & 33 when you have a spare 3-1/2 hours to watch them, Dennis.
Yours in old FoMoCo iron,
Adrian
I had a 200 sick cylinder in a 1972 Maverick. Complete pile of garbage. So was the 3 speed stick shift.
It was as slow as a carburetor Ford Escort. I was SO happy to junk that car. After the subframe split in the back and the driver floor fell out of it.
Very interesting. I've only ever had 3 Ford inline 6's. A 1965 240 in a Galaxie 500 2 door hardtop. A 1981 200 in a Fairmont 4 door sedan and 1979 200 in a Mercury Zephyr 4 door sedan.
Interesting the 171 was sold here in Australia in early falcons very rare to find now the 200 and 250 are common and easy to find
Great pic of that '70 Galaxie.I had the 4 door.
@keith3970, it IS a great photo! It came from the Ford Heritage Vault; you can check it out here:
fordheritagevault.com/
Thanks for watching, Keith.
Yours in old FoMoCo iron,
Adrian
Ford introduced the 250 into the Australian Falcon in the XY model in late 1970. it had the same 155 hp and the same integrated inlet manifold. However it was also available with a separate inlet manifold and a two barrel carburettor for 170 HP. This was known as the 250-2V. a smaller 200 ci unit was also available (this used the same bore spacings as the 250, not to be confused with the older 200 which was a slightly larder 170).
The engine was given a major revision in July 1976 for the XC Falcon to met new emissions requirements. It gained a crossflow cylinder head.
The next upgrade came in 1980 when it received a Honda designed alloy head in the XD Falcon.
In 1982 (XE Falcon) it got another upgrade with a two barrel weber carburettor.
In 1983 optional multipoint Bosch L Jetronic fuel injection became available, this was done to lift power so it could replace the 302 and 351 Cleveland V8 that had been discontinued in late 82).
In 1984 (XF Falcon) the EFI version of the engine gained a Ford EEC IV ECU, to replace the previous Bosch unit. In 1986 the engine was detuned with a lower compression ratio to deal with Unleaded fuel.
In 1988, for the new EA Falcon, the engine was completely reworked, it gained an overhead cam and all models received fuel injection.They also had engine capacity reduced 3.3 and 4.1 litre became 3.2 and 3.9 litre.. the smaller engine had single point injection, the larger could be optioned with multipoint.
The 3.2 was a slow seller and was soon dropped.
In 1992 the EB Falcon saires 2 had another upgrade, all engines gained multi point injection the capacity was increased to four litres.
The engine basically stayed the same, with detail improvements until 1998 when the AU Falcon was introduced.
The sports model was available with variable valve timing on the SOHC.
The engine received its' last major upgrade in 2002. When it got double overhead cams, and four valves per cylinder. it also got standard variable valve timing on both inlet and exhaust cams. there was also an option turbo charged model available.. This engine was known as the "Barra". Yes, the Turbo charged Barra that you may have seen at drag week, is a long lost relative of the humble 250 cu in six from 1970. The Falcon, and the Barra six both ended production in 2016.
Perfect and exactly what I came here to say, also the 250 crossflow ended up in some cortina's for the full "lead tipped arrow" experience
@@plomaturbo Pretty sure the last of the TFs even copped the Alloy Head version. Agreed, Six Cylinder Cotry's could really go... in a straight line.... on a smooth road :)
The unique Aussie 250 2V spec of 1970~73 also included a tube-wall exhaust manifold (aka Extractors or Headers).
These 170 hp engines performed better than the nominal extra 15 hp might indicate (above the 155 hp 250 1V) and, when tested in manual form, were surprisingly competitive against the 302 2V V8, with SS 1/4 mile times well into the 16 second range.
Apparently Ford Australia sold the tooling to Ford Argentina where the head and intake manifold reappeared as their high-performance 221 2V (aka 3.6 Litre) engine option.
Adrian from New Zealand here, where I had a Kiwi assembled 155hp 250ci Ford Falcon XY model sedan. Did you know the Aussies from '70 to '73 made a special 2V head version of the 250. The badge on the '70 to early '72 XY said 250 High Performace, and on the '72/73 XA said 250 170-HP !!
Man that video went fast. Highly enjoyable! Thanks as always!!
Dru, excellent - I'm so glad you liked video #30! Now that you're done with that one, set aside 3-1/2 hours to watch videos #31, 32 & 33, the remaining three videos in this four-part series.
Yours in old FoMoCo iron,
Adrian
The integrated cylinder head / intake manifold design always made the Ford 144,170, 200 and 250 straight sixes non performance engines. Offenhauser did make an aluminum three one barrel slab that would bolt on after milling the log intake top completely open. The 240 and 300 sixes are much better for building horsepower.
Check out the Aussie 250 2V head mate !!
I was happy with the 240 in my 68 F250.
-- The 1965 and up 7-main bearing 200 I-6 from Ford did NOT have the integral intake/head casting... though I cannot recall what the story was for the 1963-64 200 I-6. As for the 144 & 170, yes, you could cut off the intake and then machine the head to accept an aftermarket bolt-on intake of your choosing along with the proper carb set up to go with it. It was fairly easy to gain an additional 25-50 horsepower depending on what you chose for induction. The downside was that you were still dealing with a 4 main bearing motor and the head itself provided poor flow due to its design even with additional port work. Even so, you would surprise other drivers who had a stock inline under the hood. The truth is, for real speed, swapping in a V8 was the way to go. Best wishes!
- Max Giganteum
Ford Australia built its own 6 cyl of the same design as the US one . They were 188 ci and 221 ci that were in the 1968 1969 and 1970 Falcons .
And continued on in Australia much longer ending in the barra 6
Adrian, I truly appreciate your attention to detail.
Would you consider doing a Maverick specific episode?
Got my eye on a V8 four door that has potential....👍🏁
@nealsidor1323, thank you kindly - my attention to detail is both a blessing and a curse, but it does serve me well for this UA-cam channel! A video on the Ford Maverick is already on my list of a future video topic. Thanks for watching, Neal!
Yours in old FoMoCo iron,
Adrian
Videos are coming in Hot!!
I'll have to set aside some time! 🙂
@outlawbillionairez9780, absolutely! Because the four videos are all on the same overall topic, I decided to drop them boom-boom-boom-boom one right after the other. The total watch time for all four videos is 4 hours, 2 minutes and 7 seconds. Thank you for watching, and I hope that you enjoy them!
Yours in old FoMoCo iron,
Adrian
@@adrianclements8916 I'm a really old Blue Oval, and have never seen this material compiled in an easy to understand format.
@outlawbillionairez9780, there is so much misinformation about there about FoMoCo engines from the late 1960s through early 1970s that I decided to take on the challenge of doing a deep-dive into the 1970 model year and laying out ALL the facts to set the record straight once and for all. It was an absolutely hellacious amount of work to properly document the TWENTY-SIX ENGINES used in the 1970 FoMoCo passenger car lineups, but it's done now and out there forever. Hopefully the videos will be well received. If they are, I will consider a similar approach to other model years.
Yours in old FoMoCo iron,
Adrian
Thank you for a well researched and informative UA-cam video. I have a 1973 Thunderbird which is why I watch your show so something on that would be great!
@mjmorrill081, thank you for your kind words - I'm so glad that you enjoyed video #30. Please be sure to check out videos #31, 32 & 33 which are Parts 2, 3 & 4 in this four-part video series. Thanks for watching!
Yours in old FoMoCo iron,
Adrian
The only Ford Y I've ever owned was a 300 CID in a 1985 van. It was a solid powerful and reliable engine The manual transmission not so much In fact I would go so far as to say it was total garbage hydraulically operated clutch was an epic fail.
I'm going on what I read on the pages about them from this video. I agree that gears either require a reverse grind, or idlers so that the crank and cam rotate the same way. Ford didn't include diagrams in their sales literature, so I don't know which they did.
Good job well done thanks
I never understood why there were 3 separate engine codes for the same spec engine. Do you have any knowledge on that, like cooling capacities or anything?
@brianhdueck3372, I agree that the V-code / B-code / E-code 240-1V situation is strange. The only explanation that I can think of is that there MUST have been some differences between the engines that weren't part of the specifications presented in the video, i.e. not the power or torque ratings, not the compression ratio, etc. I'm thinking of a difference like the flywheel or flexplate, valve springs, or something along those lines.
Thank you for watching, Brian.
Yours in old FoMoCo iron,
Adrian
@@adrianclements8916 Agreed
@@brianhdueck3372, after I replied to your comment I found a very informative comment on this subject posted by @richsarchet9762 yesterday that stated:
- The B-code 240-1V I-6 Police engine had heavy duty bearings and valves, exhaust valve rotators, and timing gears rather than a timing chain.
- The E-code 240-1V I-6 Taxi engine had heavy duty bearings and valves, and exhaust valve rotators.
So THAT is why the 240-1V engine had an Engine VIN Code of "V" for the public, "B" for the Police, and "E" for Taxis. I just LOVE learning more about FoMoCo stuff! Thank you, Brian.
Yours in old FoMoCo iron,
Adrian
Another difference is the air cleaner and fuel filter oil bath air cleaner usually used on t. Axi also both use the earlier style fuel pump with the integrated fuel filter. With the little screw on can rather than. The filter that screwed into the carburetor fuel inlet i believe all 240 and 300 engines used gear driven camshafts had a 1966 ranch wagon 240 3 spd also earlier taxi with 223 6 cyl was available with a "special economy carb" this carb had no power valve circuit aproximatly 1962
Another difference with the police and taxi was a canister oil filter rather than a spin on for " lower cost of maintanance"
Very interesting topic great presentation. Are you able to tell us why the V-Code 240 and the B-Code 240 differ from one another other than intended customers? All of the specs here seem to be identical. This would also apply to the E-Code as well. Thanks.
The taxi and police engines had heavy duty bearings and valves, and exhaust valve rotators. Police only had timing gears rather than chain.
@@richsarchet9762a gear driven cam is pretty noisy. I don’t remember this design difference. I was at ford but not at engine. The gear driven cam requires a reverse image cam grind I believe.
@timothyirwin8974, thank you for your kind words - I'm so glad that you enjoyed video #30! Please be sure to check out videos #31, 32 & 32 which are Parts 2, 3 & 4 in this four-part video series.
@richsarchet9762 has answered your question below about the engine differences that precipitated the V-code / B-code / E-code 240-1V engine codes. I will freely admit that didn't know the information that Rich presented, but it makes perfect sense and is the reason for the three different VIN codes - the engines did have differences, just no differences in the specifications that I covered in the video.
Thanks for watching, Timothy.
Yours in old FoMoCo iron,
Adrian
@richsarchet9762, THANK YOU so much for the explanation of the actual differences between the V-code, B-code, and E-code 240-1V engines. I will incorporate your information when I do a similar engine video series for the 1965-69 and the 1971-72 model years.
Yours in old FoMoCo iron,
Adrian
Ah yes, the *Mofongo* 6 cyl
I wouldnt drive a NEW ford if you gave it to me
Not going to give you my Mustang Darkhorse now !!
-- And yet for all your BS bravado... here you are watching and commenting on a Ford video. EPIC FACEPALM!!! 🤦🏻♂️
- Max Giganteum