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I am specifically looking at the intakes. Cliffords offers a Weber Dual Carb setup, how much advantage would the dual carb have over lets say an offy intake with one single 4bbl carb assuming the combined two barrels equal the same cfm's of one 4 barrel, making it a matter of distribution?Dogo rock singeli
Price wise the Clifford setup is around While the offy setup is closer to Any other reccomendations would be great.
Also any good performance part supplier information would be good as well.
Tech Tip #202: Ford CSG649i / Ford 300 Cylinder Head Differences Made Easy
I have been to fordsix and that forum doesn't stay nearly as busy as this one. Check out Inliners International. Several years ago there was an article in theit 12 port news about cutting ford V8 head and rewelding the pieces for a " six. Bearing BurnerAug 9, The first question you need to answer is what do you want the motor to do.
Once that is answered, you can start looking at what manifold will best fit your application. I run a Offy 4 bbl dual port manifold on my But then it is a truck motor and I built it for pulling, not racing. The single plane manifolds by both Clifford and Offy are designed for higher rpm applications. However, the big sticking point is the head. The head needs a ton of work to get it to flow well enough to take full advantage of a big single plane intake.
Boring the block to 4. That is the same bore size as standard Ford FE series, and engines. Decking is good, It never hurts to bring the compression up, just keep an eye on your clearances.
I run a Comp H cam in myit has great low end torque and pulls good through the rpm range only rpm, as the head gets pretty wheezy after that.Examples of behavior
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Learn More See Details. Recent Vehicles. Refine results by: Current Vehicle Recent Vehicles. Recently Searched. Show Recent Vehicles.Conversely, putting a ci or ci cylinder head on a ci would kill the CR due to the larger chambers about 6. Fortunately this can be corrected. If your goal is to increase the performance of your small six, the best solution is to seek out a late model "large log" cylinder head, as they have more intake volume and bigger valves, which means they'll flow better than the small log heads.
And even though they are a bolt on swap, you'll probably need to make a few modifications to get the best results. As such, you'll need to use an aftermarket head gasket produced by Felpro, Victor, Corteco, etc which are composite type head gaskets that have compress thickness ranging from.
Composite gaskets seal better and last longer than OEM steel shim gaskets, but to use them you'll need to mill the head to compensate for the difference in gasket thickness. To do that you need to compare the thickness of the OEM gasket that was removed, to the composite gaskets advertised compressed thickness, then mill the head accordingly.
For example, if your old shim gasket had a compressed thickness of. Secondly all stock cylinder heads produced between tohad approximately 52cc combustion chambers, while the cylinder heads produced from onward had approximately 62cc combustion chambers. Please note the "approximately" compromise, as casting inaccuracies often resulted in smaller or large chambers. You need to remember that you'll be working with a cylinder head that is years old, so there is no guarantee it will still be in a stock condition.
More than likely the head has already been rebuilt and milled to true the mating surface, possibly several times. As such the actual chamber volumes may vary considerably, which means they must be re-measured cc'd. The key is to measure carefully and record the results, then mill the head accordingly to obtain the desired compression ratio.
Typically, milling the head. For example: if your cylinder head currently has 62cc chambers, and you want 52cc's, you would need to mill. TIP: Measure and record the chamber volumes, and re-calculate the compression ratios after every rebuild using an online calculator, then keep the results for future reference. CAUTION: Be sure you thoroughly clean the head bolt holes, making sure they are free from dirt, grease and oil, and then use hardened washers under the head bolts to compensate for the reduced thickness of the cylinder head due to machining.
FYI: All small six cylinder heads can be safely milled. If you need to go more than that you should do some sonic testing to determine the thickness of the cylinder head deck. You should maintain at least. Many factors limit the compression ratio, such as elevation, ambient temperature, humidity, quench, cam profile, cam and ignition timing, load, piston design, chamber quality, as well as cylinder head material and design.
For example, an aluminum head will dissipate heat faster than a cast ion head, there-by allowing a slightly higher compression ratio. When determining the desired compression ratio, we also suggest a comparison to the octane of the gas you intend to use.
Remember that regular leaded gas in was 92 octane. NOTE: The ci and ci, for the most part, use the same cylinder head after If you are planning a cylinder head swap, we highly recommend a late model cylinder head simply because they flow more air. After all, that's what it's all about.The Ford cubic inch straight-six is a staple of American truck culture, having literally helped build this nation as we know it.
Found in Ford F-Series trucks in the s all the way untilthe big pound iron-block powerhouse served valiantly for farmers, construction workers, and even lumberjacks.
Throughout its 31 years in service, the inline-six has found its way into not only farm pickups, but also airline tugs, tractors, irrigation pumps, snow plows, wood chippers and even those big brown awkward UPS trucks that delivered you your car parts. The motor became a ubiquitous workhorse since it made its nod inalongside its sister-engine, the relatively short-lived CID, which was just a de-stroked version of the The found its way in cars as well, whereas the was strictly a truck motor.
The CID never made a lot of power, even after it and the rest of the Ford truck line of engines switched from a carburetors to fuel injection for the model year. Early CIDs only made about horsepower, while the last few model years saw figures up to about HP. Stump-pulling torque, though, is what gave these engines such legendary packmule status.
With their four-inch bores and 3. More important than their outright power was the fact that these inline-sixes made so much of their torque at the bottom of the rev range.
Peak twist coming in at a staggeringly low 2, RPM, according to Fhub. Add that to the insane 6. What really makes the stand out from the rest is its proven longevity. The CID is a bone-simple engine, made entirely of cast iron, with a beefy crankshaft held on by seven main bearings and a camshaft in the block activating pushrods to open and close the two overhead valves per cylinder.
Instead of a timing chain, the CID uses fiber and phenolic timing gears. Commercial applications use metal gears. You tend not to see timing gears in ordinary cars, due to noise and difficulties in packaging, but they tend to be significantly longer-lasting than timing belts, and even a bit stouter than timing chains.
Most engines of that era used timing chains, which had a tendency to stretch over time. More modern vehicles, especially from Japan, use timing belts, which are even more prone to stretching. Ask me how I know. The Carter YF carburetor was a bone-simple single-barrel design that is said to have delivered decent fuel economy, and could be rebuilt with a bubble gum wrapper and some belly button lint.
These engines had plenty of from the factory.This Tech Tip, one of a number we publish for the engine community, discusses the differences among Ford and Ford cylinder heads. The Ford engine also known as the CSGi when used in industrial applications first appeared in and was produced for the next 31 years. This in-line six cylinder engine gained a well-deserved reputation for toughness and durability and has been used in a variety of industrial applications including wood chippers, generators, airport tugs, etc.
The engine features 7 main bearings and when used in industrial applications, has cast iron gear to gear timing, not a timing belt or light weight fiberglass gears. We have seen Ford s running airport tugs for as long as 6 months with no oil showing on the dipstick.Karnataka whatsapp group link
We can only imagine how much longer the engine would have lasted if the ground support company had used Mobil1. The Ford engine is so rugged that when used in a pickup truck the engine is good formiles before the cylinder head is removed for overhaul. But before you buy a Ford cylinder head at the local parts store, you should be aware of the following differences.
Comparing Ford cylinder heads to Ford heads is a matter of looking at their combustion chambers. The Ford also known industrially as the CSGi engine has a kidney bean shaped combustion chamber.
It really looks like one half of the grille on a BMW. The Ford has D shaped combustion chambers. While the Ford and Ford head share the same port and valve sizes, the Ford head has a smaller 68cc combustion chamber vs 78cc for the Ford If a Ford head is installed on a Fordthe compression ratio will increase by. The EFI heads have two more mounting points for the cast iron exhaust manifold and the intake valves are shrouded.
When the EFI engine is run hot, the head tends to crack around the valves. Be careful because Ford used different push rod lengths according to the fastener used.
For those of you that think that swapping heads around between s and s is no big deal, consider these two real life examples.
Your job is to push back an outbound The Ford engine in your tug has a fresh cylinder head. Now, this cylinder head over the course of its 40 years has been resurfaced at least a couple of times.
At least once by dragging it behind a pickup truck in downtown Oakland. The net result is that the compression ratio is now 1. No big deal you might think. The engine strains against the governor, begins to overheat and starts to pre-detonate. You can hear the pinging sound even in the cab.
Then the head lets go and steam erupts from the engine compartment. While the tug is still hooked to the plane in the middle of an active taxiway!
No one is pleased. Once up and running, he feeds an oversize limb into his chipper and all of sudden… Well, you know where this is going. Sign up to get news and specials from us! You can revoke your consent to receive emails at any time by using the unsubscribe link, found at the bottom of every email.
However, we are open and shipping every day. Knowledge is power. Power to build ties to engine users. To build a relationship with our customers, we share with you our years of knowledge in many ways. Ford Pilot Bearing Holder.Since the first Mustangs and Falcons were purchased secondhand, gearheads have been pondering whether to build up the straight-six workhorse economy engines or swap out the six in favor of a V While there is a six-cylinder performance group today, their part selection has been a blend of old s tech and parts that appear and disappear on a regular basis.
One of the reasons for this is very simple: the straight-six was simply not designed for real performance. It was designed to be an economy workhorse that provides reliable day-in and day-out effort getting the small vehicles to and from their destination.
The biggest downfall of the six-cylinder was the head itself.
FORD 4.9L/300 Cylinder Heads
With its cast-in uneven port length cylinder head and center exhaust outlet, it was clearly designed for ease of manufacture and not for any kind of performance use. Until now. Vintage Inlines from Detroit, Michigan, has finally made available an aluminum cylinder head for the inline-six that will really open up these engines to the performance world that was not there before.
The story about how this cylinder head came about is fairly long. Mike Winterboer was the owner of Classic Inlines, a company that specialized in six-cylinder performance.
He had worked in developing an aluminum head down in Australia, with the intent of bringing it to the States.
Finally! A Performance Cylinder Head for Ford Six-Cylinders
Winterboer passed away in He did finish the project, but it is unknown how many were available or sold. With his passing, a large force behind the six-cylinder performance movement faded. Enter Matt Cox and Vintage Inlines. Matt is a long-time six-banger enthusiast and was able to acquire some of the inventory and items from Classic and keep the flame going. Although the tech was acquired, getting foundries to work with you can sometimes be a challenge. There are all the issues with working on something new and working it to make it a viable product.
Vintage Inlines has stuck to it and has succeeded, and the stack of heads on a cart during our visit was proof that this is for real and a huge leap forward for the inline enthusiast. Head Design The Vintage Inlines head is based on the Australian V head, which came with a detachable intake manifold, the single most important improvement to the cast-iron originals. The intake ports were raised in the head to provide better flow to the larger valvetrain.
Weight savings is nearly 50 percent, with the stock head checking in at 46 pounds and the Vintage head at a svelte 26 pounds. Care was taken to allow for stock components like valve covers and rocker arms, and even the stock exhaust manifold to bolt up to the head.
The only thing that was changed was the water temp sender, and that the head uses ARP head studs to attach the head to the block. Intake With the detachable intake design, you now have a means of running a much more balanced intake arrangement. The original ran along a single pipe and dumped into each port. Right angles are bad for flow, and the center cylinders flowed much easier than the ones on the end, which took a much longer path.
Adapters for two- and four-barrel carburetors are also available, but they don't get around the inherent problems of the flaws in the cast-in intake. Vintage Inlines sells a spider-style, bolt-on intake designed for a standard four-barrel carburetor to mate specifically with the alloy head with a much smoother sweeping runner design to even out the flow to the outer cylinders. They have also installed fuel injection bosses on the tops of the raised intake port, making sequential fuel injection a reality.
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