The difference between 144 and 170 is the crankshaft, the rods and the pistons. Blocks are the same. The first 200 was a four main larger bore. 144 and 170 had same bore. 7 main 200 and 250 were the improved versions. Thanks for all the info
Cool video an great info! I agree with John, I would post some Shorts of the inline 6 stuff it would definitely help with getting new people to your channel. Keep up the good work!👍
Thanks, will do. This way I can make corrections like when I kept calling the Shaft Mounted Rockers "Rail Rockers". I am still waiting for comments on that.
I've got a 250 with the 2v head. It's unique and rare but the intake ports are rather large for the valve size. It looks pretty cool but my crossflow engine was easier to get power from. They respond very well to turbochargers.
On my 66 Mustang 6 cylinder, it is stock from the tank to the Fuel Pump on the Block. Then I bent a new metal line from the pump to carb. The Maverick will need a new 3/8 metal line from the tank on up because the stock one is too small.
Subscriber 133. Welcome both of you 🥝✔️ I've had four log heads. 1967 3.3 liter, 1971 Australian 3.3 liter tall deck ( a destroked 250 made only in Australia) and two different engunes in my 3.3 1981 Mustang Hatch. And Cross flow 1 and 2bbl 3.3 and 4.1 liters in my 81 and 84 and 86 EFi 4.1 liter.
@@Blu_Grit_Garageyeah in Australia we got the 144, 170, 188, 221, 200 and 250 in the early 1970s Ford Australia wanted a better flowing cylinder head and cast the 250 2V head , it has a bolt on alloy intake to mount a 2 barrel carbie , it also has 2 cast iron twin exit exhaust manifolds , in the late 1970s Ford Australia put Cleveland V8 style cantered valve heads on the 3.3 litre (200 ci) and 4.1 (.250 ci) sixes , they are cross flow heads , use all Cleveland valves, springs, and rockers. In early 1980s they changed to alloy and got multi port fuel injection, all these heads bolt to any 144 to 200/250 earlier six . and were around till 1988 in that year Ford Australia put a single over head cam on the 200 and 250 but for marketing reasons now called them the 3.2 litre and 3.9 litre ( Ford Australia did this a lot , the 302 Cleveland V8 in Australia was badged 4.9 litre ) the new sixes had Hemi chambers now . In the 2000s Ford dropped the 3.2 litre and concentrated on the now renamed 4.0 litre ( same engine) it got Double Over head cams ,24 valves , pent roof chambers , variable valve timing and lift , a Garrett Turbo and the Barra Six was born , this engine can trace it's life all the way back to the 144 ci Falcon six , the Barra Turbo Six still has the same bore spacing as the 144, same engine mounts , same bellhousing , water pump , and many other parts , anywhere a 144 bolts up to a Barra Turbo Six will, and I'm sure someone out there is thinking of putting the 24 valve head on a 200 six , it would bolt on the head bolts are all in the same place ,!
@@JosephCowen-fz8vj You guys get all the neat stuff! Wish I could get my hands on the Cleveland style cross flow 2V heads & split manifolds for my 250.
Thanks, will do. This way I can make corrections like when I kept calling the Shaft Mounted Rockers "Rail Rockers". I am still waiting for comments on that.
240 and 300 were a different engine family from the 170/200/250. he mentions them at the beginning. Great engines, but the design is different and they wouldn't be found in the same applications, normally. Most 240/300 went into trucks and vans. I've seen some 240/300 engines swapped into cars - a guy on UA-cam had a turbocharged 300 in a Torino - but they are a tight fit lengthwise; Ford did install some 240's in full-size taxicabs sometime around 1970. For the smaller to intermediate cars like Falcons, Mustangs, Mavericks the 170/200/250 is what you'd be working with.
@@mtutIn the mid to late 1960's Ford did use the 240 in the full size lower priced Fords like the Custom model, but I'm sure they were not common. About 20 years ago I found a 1965 Ford Custom 2 door for sale with the 240, 3 on the tree. I regret not buying it. Just like you said, most of those engines went into trucks.
Great stuff sir
Awesome, I drove a 1970 Ford Maverick when I was at college. Had the 200 straight six, ran great.
The difference between 144 and 170 is the crankshaft, the rods and the pistons. Blocks are the same. The first 200 was a four main larger bore. 144 and 170 had same bore. 7 main 200 and 250 were the improved versions. Thanks for all the info
Thanks, I am a little lacking on the 144’s & 170’s. This was kind of a beginner video.
Good stuff man.
I'm a GM guy myself. But I'm also a straight 6 guy who loves learning something new
Cool video an great info! I agree with John, I would post some Shorts of the inline 6 stuff it would definitely help with getting new people to your channel. Keep up the good work!👍
Thanks, will do. This way I can make corrections like when I kept calling the Shaft Mounted Rockers "Rail Rockers". I am still waiting for comments on that.
Thanks for your help.
I've got a 250 with the 2v head. It's unique and rare but the intake ports are rather large for the valve size. It looks pretty cool but my crossflow engine was easier to get power from. They respond very well to turbochargers.
Subbed - let's go Blue
Oval
What's going on with the fuel lines on the 200?
On my 66 Mustang 6 cylinder, it is stock from the tank to the Fuel Pump on the Block. Then I bent a new metal line from the pump to carb. The Maverick will need a new 3/8 metal line from the tank on up because the stock one is too small.
Subscriber 133. Welcome both of you 🥝✔️ I've had four log heads. 1967 3.3 liter, 1971 Australian 3.3 liter tall deck ( a destroked 250 made only in Australia) and two different engunes in my 3.3 1981 Mustang Hatch. And Cross flow 1 and 2bbl 3.3 and 4.1 liters in my 81 and 84 and 86 EFi 4.1 liter.
I will have to look up those Aussie Heads especially the Cross Flow.
They made a lot of cool stuff down under.
@@Blu_Grit_Garageyeah in Australia we got the 144, 170, 188, 221, 200 and 250 in the early 1970s Ford Australia wanted a better flowing cylinder head and cast the 250 2V head , it has a bolt on alloy intake to mount a 2 barrel carbie , it also has 2 cast iron twin exit exhaust manifolds , in the late 1970s Ford Australia put Cleveland V8 style cantered valve heads on the 3.3 litre (200 ci) and 4.1 (.250 ci) sixes , they are cross flow heads , use all Cleveland valves, springs, and rockers. In early 1980s they changed to alloy and got multi port fuel injection, all these heads bolt to any 144 to 200/250 earlier six . and were around till 1988 in that year Ford Australia put a single over head cam on the 200 and 250 but for marketing reasons now called them the 3.2 litre and 3.9 litre ( Ford Australia did this a lot , the 302 Cleveland V8 in Australia was badged 4.9 litre ) the new sixes had Hemi chambers now . In the 2000s Ford dropped the 3.2 litre and concentrated on the now renamed 4.0 litre ( same engine) it got Double Over head cams ,24 valves , pent roof chambers , variable valve timing and lift , a Garrett Turbo and the Barra Six was born , this engine can trace it's life all the way back to the 144 ci Falcon six , the Barra Turbo Six still has the same bore spacing as the 144, same engine mounts , same bellhousing , water pump , and many other parts , anywhere a 144 bolts up to a Barra Turbo Six will, and I'm sure someone out there is thinking of putting the 24 valve head on a 200 six , it would bolt on the head bolts are all in the same place ,!
@@JosephCowen-fz8vj You guys get all the neat stuff! Wish I could get my hands on the Cleveland style cross flow 2V heads & split manifolds for my 250.
Good video. If you break this up into a bunch of well-titled shorts, it should get you a bunch of subs.
Thanks, will do. This way I can make corrections like when I kept calling the Shaft Mounted Rockers "Rail Rockers". I am still waiting for comments on that.
No 300? They were indestructible.
You rarely had to fix a 300 6.
240 and 300 were a different engine family from the 170/200/250. he mentions them at the beginning. Great engines, but the design is different and they wouldn't be found in the same applications, normally. Most 240/300 went into trucks and vans. I've seen some 240/300 engines swapped into cars - a guy on UA-cam had a turbocharged 300 in a Torino - but they are a tight fit lengthwise; Ford did install some 240's in full-size taxicabs sometime around 1970. For the smaller to intermediate cars like Falcons, Mustangs, Mavericks the 170/200/250 is what you'd be working with.
I would love to install the Ford 200cu. Inch 6 cyinder engine into a Jeep Scrambler or in a Scout 11 Terra truck! 😂😅🎉❤
@@levyoliver5363 AMC 258 6 runs forever and has a ton of aftermarket parts available.
@@mtutIn the mid to late 1960's Ford did use the 240 in the full size lower priced Fords like the Custom model, but I'm sure they were not common. About 20 years ago I found a 1965 Ford Custom 2 door for sale with the 240, 3 on the tree. I regret not buying it. Just like you said, most of those engines went into trucks.