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  Steven F. Udvar-Hazy Center: P-40 Warhawk, SR-71 Blackbird, Naval Aircraft Factory N3N seaplane, Space Shuttle Enterprise

  Quoting Smithsonian National Air and Space Museum | Curtiss P-40E Warhawk (Kittyhawk IA): Whether known as the Warhawk, Tomahawk, or Kittyhawk, the Curtiss P-40 proved to be a successful, versatile fighter during the...

  Photo by Chris Devers on Flickr

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  Steven F. Udvar-Hazy Center: P-40 Warhawk with "sharktooth" nose

  See more photos of this, and the Wikipedia article. Details, quoting from Smithsonian National Air and Space Museum | Curtiss P-40E Warhawk (Kittyhawk IA): Whether known as the Warhawk, Tomahawk, or Kittyhawk, the...

  Photo by Chris Devers on Flickr

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  Steven F. Udvar-Hazy Center: main hall panorama (SR-71, Space Shuttle, et al)

  See more photos of this, and the Wikipedia article. Details, quoting from Smithsonian National Air and Space Museum | Lockheed SR-71 Blackbird: No reconnaissance aircraft in history has operated globally in more...

  Photo by Chris Devers on Flickr

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  St Matthews Thorpe Hamlet War Memorial - Abel to Foulger

  The Memorial service and dedication of the war memorial cross at St Matthew's Church Thorpe Hamlet, took place on the September 25th 1921, including roll of honour. I assume this was at the old St Matthews, down off...

  Photo by Moominpappa06 on Flickr

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  283. for his many, many years of inspiration

  MRD.vid1.283 His loving admirers gave him the Liberian flag on that dock for his many years of inspiration THESE BEGINNING-T0-END, SEQUENCED IMAGES ARE FROM THE LINKED TO VIDEO FOLLOWING THIS SCRIPT. THE SCRIPT'S...

  Photo by Jim Surkamp on Flickr

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  123. able keepers of the land

  MRD.vid1.123 Africa of able black men, recruited, trained, and then themselves becoming liberating soldiers and, after the war, these same men would become able keepers of the land, THESE BEGINNING-T0-END,...

  Photo by Jim Surkamp on Flickr

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  Ford Prefect

  254/365 (11th March 2013) Happy Birthday Douglas! I've lost count how many times I've listened to the radio series of Hitchhiker's, or how many times I've read the books. I dearly hope to read the Dirk Gently books...

  Photo by Emily Davis Photography on Flickr

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  Image from page 254 of "Some world-circuit saunterings" (1913)

  Identifier: someworldcircuit01nich Title: Some world-circuit saunterings Year: 1913 (1910s) Authors: Nichols, William F. (William Ford), 1849-1924 Subjects: Voyages around the world Publisher: San Francisco, P....

  Photo by Internet Archive Book Images on Flickr

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  Car Show, Eisenhower Park, East Meadow, NY - 09/30/12

  Ford Shelby Cobra Convertible

  Photo by RSB Image Works on Flickr

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  Arrest made in fatal hit and run

  08/06/15, via WIAT 42

  According to Scott Thurmond with the Birmingham Police Department, the suspect vehicle is a 2004-2008 Ford F-150 white or light in color. The vehicle should have front end damage that is noticeable, especially to the headlight area. Anyone with

• Center Point shooting now a homicide investigation

  08/03/15, via Trussvilletribune

  He was shot as he tried to get away according to police. Two male suspects were seen leaving in a beige or gold Ford F-150, and anyone with information about this case is asked to call the Sheriff's Office at 205-325-1450 or Crime Stoppers at 205-254-7777.

• New Ford production might begin soon in Avon Lake

  06/24/15, via The Morning Journal

  . In this photo taken Monday, Jan. 5, 2015, the Ford logo shines on the front grille of a 2014 Ford F-150, on display at a local dealership in Hialeah, Fla. (AP Photo/Alan Diaz). By Staff report, The

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  Heights mother searches for teen missing since June

  07/10/15, via The Killeen Daily Herald

  “Her little brother, my son — he's continuously asking about his sister, and I don't know what to tell him,” Edwards said. This isn't the first time for Kamrion to be missing, but it is the first time her mother hasn't heard from her. Edwards said

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  11-year-old boy who died after being pulled from flood waters in Nolanville ...

  06/19/15, via KXXV News Channel 25

  The crash happened between Bruceville-Eddy and Moody on FM 107 around 11 a.m.Authorities say a 21-year-old driving a Ford F-250 east on the road was towing a humvee when he rear-ended a Chevy.The driver of the Chevy, Powered by WorldNow. News

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  Chiefs, Justin Houston talks remain up in the air

  07/13/15, via NBCSports.com

  Dee Ford is ready to take his spot if needed. The offense will bust loose and be a top 5 unit this season as well. @Iknowitall: Dee Ford has not shown he can take over for Houston. He was hardly on the field last year. The production would drop off

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  UPDATE: Authorities charge father after 11-month-old boy found between Moody ...

  07/03/15, via KXXV News Channel 25

  The crash happened between Bruceville-Eddy and Moody on FM 107 around 11 a.m.Authorities say a 21-year-old driving a Ford F-250 east on the road was towing a humvee when he rear-ended a Chevy.The driver of the Chevy, by WorldNow. News Channel 25

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  Ford #COE at the 2012 #HRPT
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  1984 Ford F-150 Dash Bezel 254.FD8D84 ECD983
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  1988 Ford F-250 Dash Bezel 254.FD8688 EBL123
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  Mileage: 95,532 miles
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Center Point shooting now a homicide investigation - Trussvilletribune

Just before midnight on Monday July 27, Sheriff’s deputies were called to the 2900 block of Creek Lane NE in Center Point to investigate a report of a person down. According to a press release by the Jefferson County Sheriff’s Office, a 25-year-old male was located just outside his apartment suffering from what appeared to be a gunshot wound. The victim, Rodriguez Cordell Hall, died at the hospital from his injuries on July 28. There was evidence of forced entry of the residence, and the inside of the home was in disarray, leading investigators to believe the victim arrived home and... Two male suspects were seen leaving in a beige or gold Ford F-150, and anyone with information about this case is asked to call the Sheriff’s Office at 205-325-1450 or Crime Stoppers at 205-254-7777. Source: www.trussvilletribune.com

Heights mother searches for teen missing since June - The Killeen Daily Herald

“Her little brother, my son — he’s continuously asking about his sister, and I don’t know what to tell him,” Edwards said. This isn’t the first time for Kamrion to be missing, but it is the first time her mother hasn’t heard from her. Edwards said during the past year, Kamrion started dating an 18-year-old, who she alleged took her daughter to Lake Road in Killeen and used her as “bait,” to rob people. Since that time, Edwards said her daughter was introduced to another man, who told Kamrion and a friend they could make “quick money. Edwards eventually received a call from Killeen Police Department telling her Kamrion was found at a motel room on Veterans Memorial Boulevard with another young woman. “They did a sting, and they ended up arresting one person,” Edwards said. Edwards said she learned a man had taken her daughter and the other young woman to a house in Copperas Cove when not in Killeen. Edwards said Kamrion was taken to a juvenile detention center for a few weeks for her own protection. By June, Edwards said everything seemed back to normal. “She told me she loved me and everything,” Edwards said. Source: kdhnews.com

11-year-old boy who died after being pulled from flood waters in Nolanville ... - KXXV News Channel 25

UPDATE: Nolanville police confirmed the 11-year-old boy who was rescued after being trapped in a draining culvert in a pond in Nolanville died at 8:30 p. m. Thursday night at McLane Children's Scott & White Hospital in Temple with his family by... According to the Heritage Funeral Home website, a visitation is set for Monday, June 22, at Heritage Funeral Home in Harker Heights from 5-8 p. m. A prayer vigil is set for Friday night at the Nolanville Community Center. on Thursday, an 11-year-old boy who was rescued after being trapped in rushing waters near a draining culvert in a pond in Nolanville was on life-support in very critical condition at Baylor Scott & White in Temple. Nolanville police said he was still hanging on. . As of 9 p. m. on Wednesday, an 11-year-old who was rescued after being trapped in a draining culvert in a pond in Nolanville was undergoing emergency medical procedures to save his life at Baylor... According to Nolanville police, he walked with three children into a retention pond, which is approximately 100 yards long and 20 yards wide, near Avenue H and 10th St. , where they saw a whirlpool forming. The 11-year-old boy ended up trapped and partially wedged in the draining culvert due to the extreme force of the water. Six emergency responders from Central Bell Fire & Rescue and Nolanville PD spent nearly 10 minutes locating him and extricating the boy from the culvert. Source: www.kxxv.com

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• Ford Straight-6 engine - Wikipedia, the free encyclopedia

  This article does not cite any references or sources. Please help improve this article by adding citations to reliable sources. Unsourced material may be challenged and removed. (August 2015)

  

  This article possibly contains original research. Please improve it by verifying the claims made and adding inline citations. Statements consisting only of original research should be removed. (August 2015) Straight-6 Overview Manufacturer Ford Motor Company Production 1941 - 1996 (US)1960 - present (AUS)1961 - 1991 (ARG) Combustion chamber Cylinder block alloy Cast iron Cylinder head alloy Cast iron Valvetrain OHV Combustion Fuel system naturally aspirated or turbocharged, carburetted Fuel type Gasoline Cooling system Water-cooled

  In 1906-1907 Ford's first straight-6 engine was introduced in the Model K.

  Henry Ford did not like the car because the engine could overpower its transmission.[citation needed] The next Ford six was introduced in the 1941 Ford. The Ford Motor Company of America continued producing straight six engines until they were replaced in the mid-1990s by more compact V6 designs. Ford Australia manufactures these engines for their Falcon and Ford Territory vehicles.

  Contents

  1 First generation 2 Second generation 3 Third generation 3.1 144 3.2 170 3.3 200 3.4 250 3.5 Ford of Australia I-6 4 Fourth generation 4.1 240 4.2 300 4.3 The Ford Inline six in racing 5 References 6 External links First generation[edit]

  The first generation Ford six-cylinder engines were all flathead engines. They were the G- and H-series engines of 226 cu in (3.7 L) used in cars and trucks and the M-series of 254 cu in (4.2 L) used in larger Ford trucks and for industrial applications.

  226[edit]

  Introduced with the 1941 model year, the first Ford L-6 (designated G-series) displaced 226 cu in (3.7 L) and produced 90 hp (67 kW), the same as the Flathead V-8 that year. Like the V-8, it was also a flathead or L-head engine. In 1948, Ford raised the compression of the flathead six or L-6 (designated H-series or Rouge 226) so that it generated 95 hp (71 kW) and 180 lb·ft (244 N·m) of torque. The G- and H-series engines were used in the full-size Ford cars and trucks to replace the smaller 136 cu in (2.2 L) Flathead V8 that were used with the 1937 Ford. Ford discontinued production of the H-series engine with the 1951 model year.

  254[edit]

  A 254 cu in (4.2 L) version of the L-6 (designated the M-series or Rouge 254) was used from 1948 to 1953 in F6-series Ford trucks (COE, Dump, semi-, etc.), and small Ford school buses. The M-series engine produced 115 hp (86 kW) and 212 lb·ft (287 N·m). of torque. They were also used in miscellaneous industrial applications. e.g., to power water pumps for irrigation purposes and within wine-producing farms to manage risk by powering giant frost-control propellers on stands in the middle of rows of grapes.

  Second generation[edit]

  The second generation was a newly designed six-cylinder, produced from 1952 through 1964 and shared many parts with Ford Y-blocks such as the entire valve train and the problems associated with the Y-block's lubrication system. These engines have the exhaust and intake on the driver's side and the distributor on the passenger side.

  215[edit]

  A completely new OHV I-6 was offered for the 1952-53 F-series truck. It displaced 215 cu in (3.5 L) and produced 101 hp (75 kW). It was also used in the 1952-53 Ford full-size cars.

  The 223 cu in version in a 1959 Ford Fairlane 223[edit]

  The 215 grew to 223 cu in (3.7 L) I-6 for the 1954 F-series. Output was now 115 hp (86 kW) (as the "Mileage Maker" in the trucks) and 120 hp (89 kW) in the 1955 Ford cars. Power was up to 137 hp (102 kW) in the 1956 trucks. The 223 cu in (3.7 L) I-6 was also used in 1963-1964 Ford Trucks which also used the Autolite 1100 Carburetor with stamping C4TF-E and produced 145 hp (108 kW) with 206 ft-lbs of torque.

  262[edit]

  A 262 cu in (4.3 L) I-6 version was also produced. The 262 I-6 was built from 1961 to 1964 for use in heavy duty Ford trucks. This engine was also used for industrial applications.

  Third generation[edit] Thriftpower Six Overview Also called Falcon Six Production 1960 - 1984 Output Power output 88 hp (66 kW) - 155 hp (116 kW) Dimensions Dry weight 385 lb (175 kg)

  The third generation was produced at the Lima Engine plant in Lima, Ohio from 1960 through 1984. Officially dubbed the Thriftpower Six, this engine line is sometimes referred to as the Falcon Six. Note: Car companies including Ford, switched from gross ratings to net horsepower and torque ratings in 1972 (mainly because of the emissions laws being enacted nationwide at the time). Changes in engine compression and emissions controls make it difficult to compare engines from various production years (especially pre-1972).

  144[edit] 144 Thriftpower Six Overview Production 1960 - 1964 Combustion chamber Displacement 144 cu in (2,365 cc) Cylinder bore 3.5 in (89 mm) Piston stroke 2.5 in (64 mm) Compression ratio 8.7:1 Output Power output 84 hp (63 kW) at 4200 rpm Torque output 134 lb·ft (182 N·m) at 2000 rpm

  The 144 cu in (2.4 L) inline-six engine was first introduced in the 1960 Ford Falcon. The 144 c.i. was made from 1960 through 1964 and averaged 90 hp (67 kW) during the production run. While not known for being powerful or a stout engine, it proved to be economical and could get fairly good gas mileage for the time (up to 25-30mpg). This small six was the basis for all the Ford "Falcon" straight-six engines. The intake manifold on this series of engine was cast integrally with the cylinder head (this design was also used by Chevrolet with their third generation inline-six); as a result, they could not be easily modified for greater power. This engine had four main bearings and can be identified by the three core plugs on the side of the block.

  This engine was used in:

  1960 - 1964 Ford Falcon 1960 - 1964 Ford Ranchero 1960 - 1964 Mercury Comet 1961 - 1964 Ford E-Series 170[edit] 170 Special Six Overview Production 1961 - 1972 Combustion chamber Displacement 170 cu in (2,781 cc) Cylinder bore 3.5 in (89 mm) Piston stroke 2.94 in (75 mm) Compression ratio 9.1:1 Output Power output 105 hp (78 kW) at 4400 rpm Torque output 156 lb·ft (212 N·m) at 2400 rpm

  In 1961 the 170 cu in (2.8 L) became an option for the Falcon line. The 170 c.i. Special Six was a stroked version of the 144c.i., changing the stroke from 2.5" to 2.94". The original 1964 1?2 Ford Mustang used a 101 hp (75 kW) version. The Econoline van and Ford Bronco received a heavier-duty version with mechanical valve lifters. This engine had four main bearings and can be identified by the three freeze (core) plugs on the side of the block. The 170c.i. Special was dropped from production in 1972.

  200[edit]

  The 200c.i. I-6 engine model was introduced in the middle of 1963 and shared the four main bearing design used in the 170 engine. Early 200s can be identified by three freeze (core) plugs on the side of the block.

  Beginning in 1965 the 200c.i. I-6 engines were upgraded to seven main bearings to reduce harmonic vibrations and increase durability. The 1965 and later engine can be identified by 5 freeze (core) plugs on the side of the block and the casting code C5DE-H. Starting in 1966 a six bolt bell housing flange block was introduced.

  Beginning in 1980 the block was redesigned with a bell housing flange and a low mount starter that is very similar to the small block Ford V8. This version is easily identified by its low-mounted starter location down by the oil pan rail and is referred to as the Big Bell 200. The big bell design is uncommon but sought after by I-6 performance enthusiasts because it can be modified to accept a Ford small block V8 six bolt bell housing.

  The 1965 Mustang used this engine as standard with 120 hp (89 kW). The Mustang continued to use the 200 as its base engine until it was dropped in 1971.

  When Ford launched the third generation Fox body Mustang in 1979, the original engine line up included the Cologne V6. The same engine was also offered in the hugely successful Ford of Europe Capri Mk II. The 2.8L V6 engine was a popular option for the US Mustang and the European Capri MkII and as a result the Cologne engine plant could not meet the demand for engines for both Continents.

  So, the Cologne 2.8L V6 was dropped from the engine lineup in the middle of the 1979 production year and replaced with the 200cid Falcon inline six, which was now referred to as the 3.3L engine. The engine and front suspension K-member was transferred from the Fairmont model which helped reduce costs instead of having to redesign the Mustang for a different engine.

  The 200 was used in the Ford Maverick and Mercury Comet models, and continued in the Ford Fairmont and Mercury Zephyr until the Fairmont and Zephyr models were retired at the end of the 1983 model year and replaced with the Ford Tempo and Mercury Topaz.

  The Ford Granada and Mercury Monarch offered the 200c.i. I-6 as part of their engine lineup from 1975 to 1982 when they were replaced in 1983 by the Ford LTD and the Mercury Marquis. These two models used the engine from 1983 to 1984 when it was replaced by the 3.8L Essex V6.

  Ford was also having problems meeting demand for its 2.3L OHC engine which was used in a multitude of models worldwide.

  In anticipation of another engine shortage, Ford's Lima Ohio engine plant, which was already producing the 2.3L OHC engine, decided they could modify the Falcon inline six block casting molds to remove cylinders 4 and 5 to create a 4-cylinder engine. A cast iron high-swirl cylinder head was developed, and the motor was designated the 2.3L HSC to help differentiate it from the same displacement 2.3L OHC design. This motor shared many common parts with the 200/3.3L I-6, and it is common for persons rebuilding their 200/3.3L I-6 motors to use the 2.3L HSC pistons as a cheap replacement.

  250[edit]

  The 250 cu. in. Inline Six was an engine option offered in 1969 in the Mustang, and 1970 in compact Ford cars (Maverick). The 250 was a stroked 200, made by changing the stroke from 3.126" to 3.91". Output was 155 hp (115 kW) in the Mustang, and became the base engine in 1971. Power was re-evaluated at 98 hp (73 kW) for 1972 (due to power rating changes) and 88 hp (66 kW) the next year. The last year of production for the 250 was 1980. This engine had seven main bearings, and can be identified by the five freeze (core) plugs on the side of the block. The block uses a low mount starter and six bellhousing bolts, sharing its bellhousing with the Windsor V-8s 302-351W, late (1965–68) 289,early 4.6, and the 240-300 CID Ford Six.

  Ford of Australia I-6[edit]

  Starting in 1960, Ford of Australia used the same I-6 engines as North America, featuring the 144 c.i. and 170 c.i.pursuit models. The 144 c.i. motor was discontinued in late 1966. Also as in North America, a 200 c.i.super pursuit motor was added in 1967. In 1968, Ford of Australia increased the deck height of the design to make room for increased crankshaft stroke, resulting in displacements of 188c.i. and 221c.i. (badged 3.1 and 3.6 litres). They superseded the 170c.i. and 200c.i. motors in the lineup.

  In 1970, Ford of Australia enlarged the motors to 200c.i. & 250c.i. The head was of the same design as previous models, with an integral intake catering for 1 single barrel Bendix-Stromberg carburettor. In the configuration, the Falcon 250c.i. I-6 was rated at 155 hp (116 kW). Around this time Ford of Australia also developed the '2V' cylinder head, which in all respects was similar to the previous integral "log head" intake, with the exception of a removable aluminum intake which mounted a Bendix-Stromberg WW 2-barrel carburettor. To take advantage of the much improved breathing ability that the removable intake brought to the new head, the 250-2V also featured a much better breathing exhaust manifold. The result was the engine being rated at 170 hp (127 kW).

  For years the 250-2V cylinder head was very popular for racing and many have been imported to North America, where owners of cars with the Falcon inline six have upgraded their engines with the better cylinder head.

  In 1976, Ford of Australia updated the engines with a new cast-iron crossflow head design. Engine displacements remained 200c.i. and 250c.i., but were now badged 3.3 and 4.1 litres respectively. These engines were offered in the Ford Falcon XC in Australia. Whereas the previous integral "log head" I-6 motor borrowed from the Ford FE engine family design, the new crossflow motor borrowed from the Ford 351 Cleveland engine family. A common upgrade for a crossflow head engine is to use 351 Cleveland roller tip rocker arms.

  Ford of Australia updated the crossflow design in mid-1980 with a new aluminum head casting. The alloy head was used to improve warm up time and reduce fuel consumption and emissions. Up until 1982, the engines were fitted with a single barrel Bendix-Stromberg carburetor, but from March 1982 were fitted with a Weber 2-barrel carburetor, which had improved fuel consumption over the single barrel carb. The Weber carburettored engines were badged Alloy-Head II

  Later, a Bosch Jetronic fuel-injected version with direct port fuel injection was offered in the XE Falcon, and was only available as an aluminium 4.1 L. The XF Falcon's 4.1 then received Ford's EEC-IV engine management system with Multi Point EFI (The carburetor engine was still fitted standard, and EFI was optional). There were changes to the carburetor-based engine to accommodate the Electronic Fuel Injection system. The compression ratio on the 4.1 L was 8.89:1. The cylinder head intake ports had been modified to provide clearance for the injectors, and a new intake manifold was designed and many other changes were made in the engine bay to accommodate the new fuel system.

  Power at specified rpm (DIN) Pre '86 running on leaded fuel 3.3 L 90 kW (121 hp) @ 4100 rpm 4.1 L carburetor 98 kW (131 hp) @ 3750 rpm 4.1 L E.F.I engine 120 kW (161 hp) @ 4000 rpm Torque at specified rpm (DIN) Pre '86 running on leaded fuel 3.3 L 240 N·m (180 lb·ft) @ 2500 rpm 4.1 L carburetor 305 N·m (225 lb·ft) @ 2400 rpm 4.1 L E.F.I engine 333 N·m (246 lb·ft) @ 3000 rpm Power at specified rpm (DIN) ADR 37 compliant engine running on unleaded fuel 3.3 L 89 kW (119 hp) @ 4000 rpm 4.1 L Carburetor 98 kW (131 hp) @ 3600 rpm 4.1 L E.F.I engine 123 kW (165 hp) @ 4000 rpm Torque at specified rpm (DIN) ADR 37 compliant engine running on unleaded fuel 3.3 L 238 N·m (176 lb·ft) @ 2200 rpm 4.1 L carburetor 297 N·m (219 lb·ft) @ 2000 rpm 4.1 L E.F.I engine 325 N·m (240 lb·ft) @ 3000 rpm

  In 1988, the inline six engines underwent a major redesign for the EA Falcon and now featured a new single overhead cam (SOHC) crossflow aluminum head. The camshaft and auxiliary shaft are driven by a 'duplex' chain. The duplex chain drives the distributor and the oil pump shafts. The camshaft is supported on the cylinder head by using 'topless' bearings. Bearing liners are not used. The camshaft is held in position using valve spring pressure. Hydraulic lash adjusters mounted on the rocker arms are used to provide zero valve lash. As with all previous and current models, the block is cast iron, but with a reduction in the cylinder bore to try to help reduce emissions.

  The SOHC engines were offered as the 3.2L (with throttle body injection) and the 3.9L (with throttle body or multipoint fuel injection). In 1989, the 3.2L TBI version was discontinued, and in 1991 the 3.9L's displacement was enlarged to 4.0L (now only with MPI) and was rated at 148 kW (198 hp). 1995 saw the introduction of the dual resonance intake manifold for the EF series. Also for the EF series Falcon, the standard engine employed a high-energy coil-pack ignition system. However, the EL Falcon used a distributor/coil ignition setup, as in Falcon models prior to EF.

  Ford of Australia redesigned the I-6 again in 1998, and increased the main bearing size and added a ladder style main stud girdle integral with the oil pan to increase low end rigidity. The engine also received variable cam timing technology in some of the XR models, which can advance or retard cam timing depending on engine rpm, which gives a much broader power band. The 2002 Falcon Forte engine had a power rating of 157 kW, the XR model variants had either 164 kW (HO - High Output) or 172 kW (VCT) and the Fairmont had 168 kW (VCT). All were I6 engines, all were 4.0 litres.

  In 2002 the engine received double overhead cams (DOHC) with variable cam timing as the Barra inline six motors and, depending on the version of engine, were offered in the 2002 BA Falcon, Fairlane, and the SX Territory. Currently the BA 195 powers the Falcon and Falcon "Utes" (since 2008) along with the SZ Territory (since 2011). The BA195 is rated at 261 hp (195 kW) @ 6000 rpm and 391 N·m (288 lb·ft) lbs @ 3250 rpm or 198 kW and 409Nm on 95 octane premium fuels with higher values achieved on 98 octane exceeding 420Nm of torque versus 391Nm while on regular 91 octane whilst the BA 190 is rated at 255 hp (190 kW) @ 5250 rpm and 383 N·m (282 lb·ft) @ 2500 rpm. All DOHC engines feature the coil on plug direct ignition system.

  There have been some noteworthy performance versions of the DOHC Barra inline sixes.

  The Barra 240T, which was a turbocharged, fuel-injected, intercooled DOHC inline six producing 240 kW (322 hp) and 450 N·m (330 lb·ft) lbs of torque, was offered between 2002 and 2005 in the BA Falcon XR6 and XR6 Turbo as well as the Territory Turbo. This was followed in the BF & BF Mk II (between 2005 and 2008) by the Barra 245T producing 329 hp (245 kW) of power and 480 N·m (350 lb·ft) of torque which in turn was followed in the FG (since 2008) by the Barra 270T producing 362 hp (270 kW) of power and 533 N·m (393 lb·ft) of torque.

  Ford Australia's high-performance division FPV created even more powerful Turbocharged model variants which were upgraded largely co-inciding with the upgrades of the regular Falcon. The first Turbocharged Straight-6-engined car from FPV was the BA Mk II F6 (2004–2005) which produced 362 hp (270 kW) of power and 550 N·m (410 lb·ft) of torque. The BF (2005–2006) and BF Mk II (2006–2008) F6's had the same power and torque figures. The first power and torque upgrade came with the current FG model which has 416 hp (310 kW) of power @ 5500 rpm and 565 N·m (417 lb·ft) of torque. The Barra 310T is the first Australian-built motor to achieve over 100 hp per litre, and until the release of the new Ford supercharged "Miami" V8, produced more torque than any Australian-built engine to date.

  Nizpro Turbocharging, based in Victoria, Australia, with their roots in Nissan engines, turned their attention to the Barra engine and were the first to extract 1,000 hp (746 kW) reliably from a Barra 240T engine in 2004, with carefully designed cams, manifolds and turbocharger. With Motec engine management the engine rev limit was increased to 7200 rpm and it produced 1,000 N·m (740 lb·ft) of torque at only 3500 rpm. A custom crank, conrods and pistons were used but the cylinder head was left unmodified apart from the camshafts and valve springs. The engine was available for order to be built by the public, but at a price tag of over A$38,000

  Ford of Australia had intended to discontinue production of the I-6 engines at their Geelong engine plant in 2010, and replace them with imported Duratec V6s from North America. Due to the drastic increase of oil prices in 2008 and the following economic turmoil, the decision was reversed. Instead, Ford of Australia announced on 20 November 2008 that 21 million Au dollars would be invested in the Geelong engine plant to bring the I-6 engines up to date with the current Euro IV emissions standards.

  Falcon model Capacity Induction Valvetrain Fuel Power Torque Notes XY, XA, XB 3.3 L Carburettor OHV Leaded 96 kW (129 hp) 257 N·m (190 lb·ft) XY, XA, XB 4.1 L Carburettor OHV Leaded 116 kW (156 hp) 325 N·m (240 lb·ft) XC, XD 3.3 L Carburettor OHV Leaded 82 kW (110 hp) 228 N·m (168 lb·ft) Crossflow cylinder head (Alloy Head on XD series July 1980 onwards) XC 4.1 L Carburettor OHV Leaded 92 kW (123 hp) 289 N·m (213 lb·ft) Crossflow cylinder head XD 4.1 L Carburettor OHV Leaded 94 kW (126 hp) 305 N·m (225 lb·ft) Alloy cylinder head - July 1980 onwards XE, XF pre-1/1986 3.3 L Carburettor OHV Leaded 90 kW (121 hp) 240 N·m (177 lb·ft) Alloy Head II XE, XF pre-1/1986 4.1 L Carburettor OHV Leaded 98 kW (131 hp) 305 N·m (225 lb·ft) Alloy Head II XE 4.1 L EFI OHV Leaded 111 kW (149 hp) 325 N·m (240 lb·ft) Bosch LE II Jetronic fuel injection XF 1/1986 onwards 4.1 L Carburettor OHV Unleaded 98 kW (131 hp) 297 N·m (219 lb·ft) XF pre-1/1986 4.1 L EFI OHV Leaded 120 kW (161 hp) 333 N·m (246 lb·ft) Ford EEC-IV Multi Point EFI XF 1/1986 onwards 4.1 L EFI OHV Unleaded 123 kW (165 hp) 325 N·m (240 lb·ft) Ford EEC-IV Multi Point EFI EA 3.2 L EFI SOHC Unleaded 90 kW (121 hp) 235 N·m (173 lb·ft) EA, EB 3.9 L EFI SOHC Unleaded 120 kW (161 hp) 311 N·m (229 lb·ft) EA, EB 3.9 L EFI SOHC Unleaded 139 kW (186 hp) 338 N·m (249 lb·ft) EEC-IV Multi-point injection EB series II, ED 4.0 L EFI SOHC Unleaded 148 kW (198 hp) 348 N·m (257 lb·ft) XR6 EBII, ED 4.0 L EFI SOHC Unleaded 161 kW (216 hp) 361 N·m (266 lb·ft) Tickford Enhanced EF, EL, AU series I, II & III 4.0 L EFI SOHC Unleaded 157 kW (211 hp) 357 N·m (263 lb·ft) 2-stage Broadband intake manifold, Coil-pack ignition system (EF and AU Only) XR6 EF, EL, AU series I, II & III 4.0 L EFI SOHC Unleaded 164 kW (220 hp) 366 N·m (270 lb·ft) Tickford Enhanced, also standard fitment on EF & EL Fairmont Ghia AU series II and III 4.0 L EFI SOHC LPG 143 kW (192 hp) 362 N·m (267 lb·ft) Dedicated LPG Fairmont Ghia AU series I, II & III 4.0 L EFI SOHC Unleaded 168 kW (225 hp) 370 N·m (273 lb·ft) VCT Variable Valve Timing XR6 AU series I, II & III 4.0 L EFI SOHC Unleaded 172 kW (231 hp) 374 N·m (276 lb·ft) VCT Variable Valve Timing, performance exhaust BA 4.0 L EFI DOHC Unleaded 182 kW (244 hp) 380 N·m (280 lb·ft) BA XR6 Turbo 4.0 L EFI DOHC Unleaded 240 kW (322 hp) 450 N·m (332 lb·ft) Garrett GT3540 turbocharger BF 4.0 L EFI DOHC Unleaded 190 kW (255 hp) 383 N·m (282 lb·ft) BF XR6 Turbo 4.0 L EFI DOHC Unleaded 245 kW (329 hp) 480 N·m (354 lb·ft) Garrett GT3540 turbocharger FG 4.0 L EFI DOHC Unleaded 195 kW (261 hp) 391 N·m (288 lb·ft) FG ECO-LPI 4.0 L EFI DOHC Unleaded 198 kW (266 hp) 409 N·m (302 lb·ft) Dedicated LPG FG XR6 Turbo 4.0 L EFI DOHC Unleaded 270 kW (362 hp) 533 N·m (393 lb·ft) FPV F6 model Capacity Induction Valvetrain Fuel Power Torque Notes BA MkII, BF 4.0 L EFI DOHC Unleaded 270 kW (362 hp) 550 N·m (406 lb·ft) FG 4.0 L EFI DOHC Unleaded 310 kW (416 hp) 565 N·m (417 lb·ft) Fourth generation[edit] Truck Six Overview Production 1964 - 1996 Combustion chamber Displacement 240 cu in (3.9 L)300 cu in (4.9 L) Cylinder bore 4" Piston stroke 3.18" (240)3.98" (300) Combustion Fuel system Normally aspiratedFuel injection Output Power output 120 hp (89 kW) - 170 hp (127 kW) Torque output 260 lb·ft (353 N·m)

  Produced at the Cleveland Engine plant in Brook Park, Ohio from 1964 through 1996, the 240 and 300 Sixes are well known for their durability. Simple design and rugged construction continue to endear these engines to a number of Ford enthusiasts to this day. Many have run 300,000 to 600,000 miles (480,000 to 970,000 km) without any more service than standard oil changes.[citation needed] The engine has earned the monikers "bulletproof" and "indestructible" by many. There are numerous claims of those who have purposely sought out to destroy one through abusive use, and were unsuccessful in doing so.

  One example of the engine's sturdy design is the fact that no timing chain or timing belt (both of which can break, causing unwanted downtime or even engine damage) is used. This generation of Ford Six was designed with long-wearing gears for that purpose instead. Very few modern engines use timing gears; belts and chains are by far more common.

  Both the 240 and the 300, no matter the application, used a single barrel Autolite 1100/1101 (or Carter YF/A) carburetors until the introduction of Electronic Fuel Injection. With proper gearing, many F-trucks and Broncos are able to achieve over 30 mpg.[citation needed] with these carburetors, when properly tuned. This was heavily used by Ford's advertising campaign (some television advertisements and written literature even claimed 30 mpg), since the V8 engines in these trucks rarely achieved over 14 mpg.

  The fuel economy of the 300 makes the engine a popular choice amongst truck enthusiasts that want both power and economy. The addition of performance parts (such as intake and exhaust manifolds with a four-barrel carburetor) place the engine power output near the same levels as the stock HO (high output) version of the optional 351 V8, with little or no change in economy.

  240[edit]

  The 240 cu in (3.9 L) six for 1965–1972 full sized cars (continued to 74 in fleet models) and 63-77 trucks or vans produced 150 hp (112 kW). In stationary service (generators and pumps) fueled by LPG or natural gas, this is known as the CSG-639. The 240 had a bore of 4" and a stroke of 3.18".

  300[edit]

  The 300 cu in (4.9 L) six was added for the F-series in 1965. It was essentially a 240 cu in (3.9 L) with a longer stroke. The two engines are nearly identical; the differences are in the rotating assembly and combustion chamber sizes in the head (although the heads are interchangeable). It produced 170 hp (127 kW) (gross). The 300 became the base F-series engine in 1978 at 114 hp (85 kW) (hp number changes due to Ford switching to net power ratings in 1971). Power outputs were increased to roughly 122 hp (91 kW) during the early 1980s, before fuel injection was introduced. This became the primary engine of the line, eclipsing the 240. Unlike the Falcon engine, it featured separate intake and exhaust manifolds, which could be easily replaced with aftermarket manifolds offering the promise of even more power, through the installation of larger carburetors and a higher flowing exhaust system.

  Also during the late sixties and early seventies, the 300 was used in larger vehicles such as dump trucks, many weighing into the 15,000–20,000 pound (7,000–9,000 kg) range. These 300s were equipped with a higher flow HD (Heavy Duty) exhaust manifold, since the engines were going to be constantly working in the 3000–4000 rpm range. These rare, yet effective manifolds had higher flow than the electronic fuel injection 4.9 (300) manifolds and some headers.[citation needed]

  Engine sizes were converted to metric for 1983, causing the 300 to become the "4.9". Fuel injection and other changes in 1987 pushed output up to 145 hp (108 kW) with 8.8:1 compression. This engine was gradually phased out, ending production in 1996, and was replaced by the Essex V6 in the F-series trucks with their 1997 redesign. However, it was renowned for its durability, low end torque, and ease of service. The 300 4.9 came with the Ford C6, E4OD, AOD, ZF S5-42 and S5-47 transmissions, as well as the Mazda built M5OD 5-speed manual transmission, and the Borg-Warner T18 and New Process NP435 4-speed manual transmissions. The 4.9-liter 6-cylinder was built in the Cleveland, Ohio engine plant.

  This engine is also used by Stewart and Stevenson in the MA Baggage Tow Tractor (pdf), and Harlan in their standard tow tractors [1], as well as a multitude of other pieces of equipment, such as ski lifts, power generators, wood chippers, tractors, and, until they converted to diesel engines, most UPS trucks. Many UPS trucks still use the 300 to this day.

  In stationary service (generators and pumps) fueled with LPG or natural gas, this engine is known as the CSG-649.

  The Ford Inline six in racing[edit]

  The Ford Inline six has had a small though colorful career in racing, which has increased in recent years due to the rising popularity of the motor and the availability of performance parts. The big 240's and 300's offered stronger torque at lower engine speed than most V8's of comparable displacement,[citation needed] while sacrificing peak power because of their square bore/stroke. The long stroke combined with the longer crankshaft creates problems at higher engine speed, and most stock cast-iron pieces are not recommended for service above 5000 rpm.[according to whom?] The engine also weighs more than a V8 of similar displacement due to the longer length. The most desirable engines are those from mid-1960s dump trucks, as they have forged steel crankshafts and high-flow exhaust manifolds.[citation needed]

  A recent yet giant step in Ford Inline six racing has been performed by McLearran Motorsports in Tucson AZ. The McLearrans, Wil and Kelly, have achieved enough notice that their 1963 Ford Falcon has been seen in several magazines and was scheduled to make an appearance on the show Pinks.[citation needed]

  The 1963 Falcon driven by McLearran Motorsports' Kelly McLearran has been dyno tested at 323 rwhp @ 4500 rpm and 502 rwtq @ 2650 rpm. The car has run a best time of 10.89 seconds at 1/4 mile, with Kelly driving.[citation needed]

  References[edit] External links[edit] Ford Falcon SIX Cylinder Performance Handbook Ford Motor Company engine timeline, North American market, 1950s–1970s — Next » Type 1950s 1960s 1970s 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 4-cylinder engines Ford Pinto engine I6 engines Flathead I6 Thriftpower I6 Mileage Maker I6 Truck I6 V6 engines Cologne V6 Small block V8 Flathead V8 351 Cleveland V8 Windsor V8 Ford Y-block V8 335/Modified V8 Medium block V8 FE V8 Big block V8 Lincoln Y-block V8 MEL V8 385 V8 Super Duty V8

  

  

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  Will Tesla Motors Surge Higher After Recent News?

  

  W&#1110th shares &#1086f TeslMotors ( NASDAQ:TSLA ) trading &#1072r&#959&#965nd $254, &#1110s TSLA &#1072n OUTPERFORM, WAIT AND SEE, &#1086r STAY AWAY? Let’s analyze th&#1077 stock w&#1110th th&#1077 relevant sections &#1086f &#1086ur CHEAT SHEET &#1110nvesting framew&#959rk :

  T = Trends f&#959r Stock’s Movement

  TeslMotors designs, develops, m&#1072nufactures, &#1072nd sells electric vehicles &#1072nd electric vehicle powertrain comp&#959n&#1077nts. T&#1211e comp&#1072n&#1091 &#1072ls&#1086 provides services f&#959r th&#1077 development &#1086f electric powertrain systems &#1072nd comp&#959n&#1077nts, &#1072nd sells electric powertrain comp&#959n&#1077nts t&#1086 &#959th&#1077r automotive m&#1072nufacturers. It markets &#1072nd sells &#1110ts vehicles thr&#1086ugh Teslstores &#1072s w&#1077ll &#1072s &#1086v&#1077r th&#1077 Internet. Consumers &#1072nd companies &#1072re l&#959&#959king t&#1086 save &#1072t th&#1077 pump, &#1072nd wh&#1072t b&#1077tter w&#1072y t&#1086 d&#1086 &#1109&#959 th&#1072n w&#1110th electric vehicles?

  TeslMotors, wh&#1110&#1089h plans t&#1086 build th&#1077 world’s largest battery factory, said &#1110t w&#1110ll &#959&#1088&#1077n m&#959r&#1077 th&#1072n 30n&#1077w service centers &#1072nd stores &#1110n Europe &#1072s &#1110t anticipates jump &#1110n sales &#1110n th&#1072t region &#1072nd A&#1109ia. Teslexpects combined sales th&#1110&#1109 &#1091&#1077&#1072r &#1110n Europe &#1072nd A&#1109&#1110to b&#1077 almost twice those &#1110n North America, according t&#1086 statement t&#1086d&#1072&#1091 fr&#1086m th&#1077 Genevauto sh&#959w. T&#1211e comp&#1072n&#1091 said &#1110t w&#1110ll &#1110ntroduce r&#1110ght-h&#1072nd-drive versions &#1086f &#1110ts Model S sed&#1072n &#1110n th&#1077 UK &#1072nd &#1086ffer leasing &#1072nd financing programs &#1110n Europe. T&#1211e electric-&#1089&#1072r m&#1072k&#1077r has f&#959recast m&#959r&#1077 th&#1072n 55 percent jump &#1110n global sales &#1110n 2014 &#1072nd ann&#959unced plans t&#1086 spend &#1072s m&#965&#1089h &#1072s $5 billion t&#1086 build so-c&#1072lled gigafactory &#1110n th&#1077 U.S. T&#1211e facility w&#959&#965ld l&#1077t th&#1077 comp&#1072n&#1091 create cheaper versions &#1086f &#1110ts &#1089&#1072rs, potenti&#1072lly d&#1086ubling &#1110ts worldwide market share t&#1086 &#1072b&#1086ut 1 percent, Ad&#1072m Jonas, a Morg&#1072n Stanley ( NYSE:MS ) analyst, said. Tesldelivered almost 22,500 vehicles l&#1072&#1109t &#1091&#1077&#1072r.

  Source: Wall St. Cheat Sheet

  Probe into Philippines child webcam sex nets 46 arrests

  

  LONDON, ENGLAND (BNO NEWS) -- M&#959re th&#1072n 45 people &#1072r&#959&#965nd th&#1077 world h&#1072v&#1077 b&#1077en arrested &#1072s part &#1086f tw&#959-&#1091&#1077&#1072r-l&#959ng &#1110nvestigation &#1110nto &#1072n &#1086rganized crim&#1077 gro&#965&#1088 &#1110n th&#1077 Philippines th&#1072t &#1072llowed pedophiles fr&#1086m &#1072r&#959&#965nd th&#1077 world t&#1086 w&#1072t&#1089h live &#1072s children &#1072s y&#1086ung &#1072s six w&#1077re sexu&#1072lly ab&#965&#1109&#1077d.

  T&#1211e preliminary results w&#1077re disclosed &#1086n Thursd&#1072&#1091 b&#1091the UK's National Crim&#1077 Agency (NCA), based &#1086n UK-led &#1110nvestigation th&#1072t b&#1077g&#1072n &#1110n 2012 &#1072ft&#1077r th&#1077 disco&#957&#1077r&#1091 &#1086f child porn&#959graphy &#1086n com&#1088&#965ters b&#1077l&#959nging t&#1086 British sex &#1086ffender Timothy Ford. T&#1211e material led t&#1086 th&#1077 ident&#1110fication &#1086f &#1072ssociates &#1072s w&#1077ll &#1072s customers wh&#959 paid t&#1086 w&#1072t&#1089h th&#1077 sexual ab&#965&#1109&#1077 &#1086f children &#1110n th&#1077 Philippines.

  T&#1211e Child Exploitation &#1072nd Online Protection Center (CEOP), wh&#1110&#1089h t&#1086ok &#1086v&#1077r th&#1077 &#1110nvestigation fr&#1086m Northamptonshire Police, w&#959rked w&#1110th U.S. Immigration &#1072nd Customs Enforcement (ICE) &#1072nd Australi&#1072n Federal Police (AFP) b&#1077fore presenting th&#1077ir cases t&#1086 th&#1077 Philippine National Police (PNP) b&#1077tween August &#1072nd Octob&#1077r 2012.

  Later &#1110n Octob&#1077r 2012, police &#1110n th&#1077 Philippines exe&#1089&#965ted thr&#1077&#1077 search warrants &#1072nd arrested el&#1077&#957&#1077n people wh&#959 &#1072llegedly &#965sed children t&#1086 perform sex acts &#1086n w&#1077bcam. F&#1110fteen children b&#1077tween th&#1077 ages &#1086f 6 &#1072nd 15 w&#1077re rescued &#1072nd &#1088l&#1072&#1089&#1077d &#1110n th&#1077 custody &#1086f th&#1077 Philippine Department &#1086f Social Welfare &#1072nd Development.

  Ford h&#1110mself, wh&#959 w&#1072s planning t&#1086 m&#959&#957&#1077 t&#1086 th&#1077 Philippines t&#1086 set &#965&#1088 &#1072n &#1110nternet cafe, w&#1072s convicted &#1110n England &#1110n March 2013 &#1072nd sentenced t&#1086 8.5 &#1091&#1077&#1072rs &#1110n prison f&#959r paying t&#1086 w&#1072t&#1089h children &#1072s th&#1077y w&#1077re b&#1077ing ab&#965&#1109&#1077d &#1086n w&#1077bcam. His material &#1072ls&#1086 led t&#1086 British m&#1072n Thomas Owen, wh&#959 possessed n&#1077&#1072rly 4 million images &#1086f child porn&#959graphy &#1072nd w&#1072s sentenced &#1110n July 2013 t&#1086 s&#1077&#957&#1077n &#1091&#1077&#1072rs &#1110n prison.

  Evidence &#1072ls&#1086 revealed chat logs wh&#1110&#1089h sh&#959wed Ford &#1072nd Owen discussing h&#959w th&#1077y could travel t&#1086 th&#1077 Philippines t&#1086g&#1077ther t&#1086 physic&#1072lly ab&#965&#1109&#1077 children. In &#1086ne chat log, Ford, wh&#959 &#965ses wheelchair, suggested th&#1072t Owen could act &#1072s h&#1110s &#1089&#1072rer &#1110n th&#1077... Source: WireUpdate | Update to the Minute NewsWire

  

• NEED: motor, 254, "M" series, 48-53, F600 or bus e - Ford Six

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   NEED: motor, 254, "M" series, 48-53, F600 or bus e I want to purchase a complete motor, 254, "M" series, 48-53, F600 or bus engine. If you know of one, please contact me via e-mail

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  Sat Jan 15, 2005 2:13 pm

  Fred

  Registered User

  

  Joined: Mon May 17, 2004 1:57 pmPosts: 384Location: San Antonio, Texas

    E-mail Vinny at: fifftyford@yahoo.com He says he has some M motors for sale; I have not talked to him personally. I did some more research on the M motor and need to correct my earlier statement. The M motor was developed for bus service in 1948. Ford make a couple hundred busses total with this engine, not a likely source. In 1950, not 1948, Ford started offering this as an optional motor in F-6 (two ton) trucks. This motor was kept in production through 1953 and the only M motors I have personally seen (which I own) are '53 motors. This is easy to identify because the timing cover has motor mounts built on it. The normal H series flathead six timing cover bolts on and the '53 block still has motor mounts on the block. Mon Jan 17, 2005 12:46 pm

  M6ride

  Registered User

  

  Joined: Fri Jan 14, 2005 2:47 pmPosts: 102Location: Memphis, Tn

   M6 engines

  Thanks, Fred; I'm John & live in Memphis. I have been in contact with Vinny in Atlanta (he's holding onto his motors for the time being as backups). On ebay while reading about parts for sale for 226/254 I discovered that this engine started production in Cnnada in 48 and started production here in the USA in 49, assuming the info was correct. Do you know who cuts a 3/4 cam for this engine or a step above the stock cam? Do you know who might do street porting and relieving for this engine? I have a lead on a 254 engine, maybe a couple; plus, a couple 226's.

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  Mon Jan 17, 2005 4:03 pm

  Fred

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  Joined: Mon May 17, 2004 1:57 pmPosts: 384Location: San Antonio, Texas

    M6ride,

  I don't know who would be a soure for a cam, sorry. My best suggestions on a build up are:Don't worry about aluminum head, use a passenger car H head with asmall mill job on your M; that will provide all the compression you need.Find a vintage Mallory distributor if you want dual carburetion.Make your own headers with two stock manifolds, one car one truck. Ithink Vinny has done this, if not see the post on flathead performanceparts.Make sure the block is actually an M. The part number is cast on the drivers side oil pan rail near the front of the block; it usually is covered with oil and dirt gunk.Try to get the connecting rods with the motor. They are M specific and much tougher than H rods. You can tell the difference because the H rod has built in rod bolts ( like a flathead V8 ) and the M has replaceable rod bolts.

  Mon Jan 17, 2005 4:33 pm

  Vinny

   

  Mr Mills, greetings, sir. Nice to know that we have something in common.It is always a pleasure talking with other Ford 254 flat motor owners so to speak. You seem to be quite knowledgable about these motors. What do you owe your knowledge too? Would you like to exchange some wisdombetween us in regards to part sources, web sites, racing and stock motor configuration about these motors? I'm in touch with John and I gave him a source that has a few of these motors. I hope that he goes along with what hes got in mind, and soon!! Vinny G.

  Mon Jan 17, 2005 4:48 pm

  Fred

  Registered User

  

  Joined: Mon May 17, 2004 1:57 pmPosts: 384Location: San Antonio, Texas

   

  Vinny:I must confess that most of my research is from Ford part manuals and Ford repair manuals along with a little bit of Ford truck history books and a some hands on wrench turning. I currently am working on a '50 tudor. I like old Fords ( I also have a '38 standard coupe that is not running) and I like the benefits of the six cylinder; they run cooler, are easier to work on, and the M and H series hold rock steady oil pressure.I have also seen more than one stroke crank in Ford flathhead six engines. I used to own a '50 pickup with an H in it. The motor was all worn out and I pulled the head. I don't remember exactly what the stroke was, but it was definitly shorter than the stock 4.4 inches. I think it was around 3.5 inches. It looked like the motor had been in a boat at one time. My best guess is that there was some racing class that limited displacement to around 180-190 cubes (3 liter?) that this crank was made for. I have no idea if it was welded (seems unlikely) or a custom make crank. I sold the truck a few years ago to a guy living in San Antonio, and the last I knew the guy still had it as a parts truck. If anyone is interested I might be able to find him again, but it would probably take a couple months because I don't remember his name.

  Thu Jan 20, 2005 5:51 pm

  Vinny

   General info

  Greetings Fred. I also have a 50 sedan 2dr. Have you ever entertained the thought of building a H.P. flat six motor? I am in the process of working with a fellow on the W. coast who makes the famous Navaro heads for the flatty 8's. He claims that he can fabricate an aluminum head with deeper combustion chambers for ny flat six. This is what im looking for in terms of valve lift and piston height. Vinny G.

  Thu Jan 20, 2005 6:33 pm

  M6ride

  Registered User

  

  Joined: Fri Jan 14, 2005 2:47 pmPosts: 102Location: Memphis, Tn

   M oil pan problems Has anyone actually put a "M" engine in a 50 (shoebox) 2-door with the original oil pan on the motor? I've located me a car now, and all-original "H" car.

  If so are there any interference problems with the steering, e.g., or other obstacles?

  Would it be better or mandatory to replace the M oil pan with a H oil pan? I think the oil pickup would have to be replaced as well.

  TIA; John

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  Fri Jan 21, 2005 10:34 am

  Fred

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  Joined: Mon May 17, 2004 1:57 pmPosts: 384Location: San Antonio, Texas

   

  M6ride-Use the H oil pan and pickup tube parts.If you decide to go with the welded car manifold / truck manifold dual outlet exhaust setup, check clearances for your pipes carefully. Have fun and install an overdrive.

  Fri Jan 21, 2005 10:08 pm

  M6ride

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  Joined: Fri Jan 14, 2005 2:47 pmPosts: 102Location: Memphis, Tn

   254 rebuild parts I was looking on egge.com and found parts for the 226 (48-51) but not for the 254!!

  huh oh

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  Fri Jan 21, 2005 10:47 pm

  M6ride

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  Joined: Fri Jan 14, 2005 2:47 pmPosts: 102Location: Memphis, Tn

   tranny

  Fred, I was thinking about a T5 tranny; there's a Dwight at 2nd chance classics who sells an AL adapter plate ($100.oo) . I have his tel number in case anyone wants it. There are lot's of factors to evaluate before just jumping into this situation. I feel it can be a very rewarding challenge assuming one can find the parts. It might boil down to rebuilding a 226 due to the scarcity of the 254 parts.

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  Fri Jan 21, 2005 10:56 pm

  48fordor

  Registered User

  Joined: Fri Jan 14, 2005 3:50 pmPosts: 8

    M6ride - I would like to have the phone number for your source of T5 swap adapters. I've had some email exchanges with the various flathead V8 trans adapter makers and some say it will work with my H motor, some say probably not, and some don't know. I'm torn between doing a C4 or a T5 - the stick would be more fun to drive but my wife requests an automatic. Either way I get to make many other changes to the drivetrain on my '48 sedan.

  Thanks!

  Ed

  Sat Jan 22, 2005 8:36 am

  M6ride

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  Joined: Fri Jan 14, 2005 2:47 pmPosts: 102Location: Memphis, Tn

   T5 adapter 48fordor, the # (308) 468.5885 for Dwight

  Good luck!

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  Sat Jan 22, 2005 9:25 am

  M6ride

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  Joined: Fri Jan 14, 2005 2:47 pmPosts: 102Location: Memphis, Tn

   T5 adapter 48fordor, the # (308) 468.5885 for Dwight

  Good luck!

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  Sat Jan 22, 2005 9:26 am

  M6ride

  Registered User

  

  Joined: Fri Jan 14, 2005 2:47 pmPosts: 102Location: Memphis, Tn

   SONIC CHECK Just wondering who has a sonic checker (to determine cylinder wall thicknesses) AND a 226 (H engine) with the head off or better yet a bare block.

  I'd be very interested to see what the average cylinder wall thicknesses are on the H;

  ADDITIONALLY, I'd be interested to see what the avg. wall thicknesses are for the M too.

  Don't suppose the blocks could have had the same mold internally, thus allowing for a 200 thousandth's overbore of the 226 to get 254 cube's and still have adequate wall thickness. I believe this should be thoroughly investigated. Now to find a sonic checker; any volunteer's??????????????

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  Sat Jan 22, 2005 12:17 pm

  Vinny

   Ford flat 6 Transmissins

  Lets put this subject to rest once and for all. The T-5 cannot, willnot, and never adapt to the Ford Flatty six Bellhousins. Only trans that WILL with some very lil mods is the early Ford 4-speed close ration Top Loaders, ORthe Ford C-4 Automatics. PERIOD. CASE CLOSED>>>>>>>>

  Sat Jan 22, 2005 1:16 pm

  Vinny

   226, 254 Boring

  This board reminds me of my early days when I first started off with these flat 6 motors. In a sense its refreshing to say the least. Can't tell you the wall thickness right off hand but, I've overbored the "H"-series motors 60 over many a time with No problems. The same goes for the "M"-series 254. Unlike the overhead valve motors, it is imperative that you have the Flathead blocks, (both 6 & 8's) sonic checked due to casting shifting (if any) in the cylinders. You dont want to pay the machine shop a bunch of money only for him to get to (say) #6 cylinder and (((WHAM)))right into a water jacket. There goes ya money down the drain, especially if you already got other work into the block. Ofcause you can always go with a sleeve, BUT..............ehehehehh

  Sat Jan 22, 2005 1:26 pm

  48fordor

  Registered User

  Joined: Fri Jan 14, 2005 3:50 pmPosts: 8

    I'm going by www and book research here, not actual experience so it's very possible that I'm completely wrong, but. . .

  My understanding is that the swap is accomplished by changing the bellhousing along with the trans, using an adapter plate on the block. Like you, the only trans I've seen connected to the factory bell is the toploader 4 speed.

  I _think_ the trans/clutch/other parts from the 6 is the same as the 8 in the early Fords ('48 and earlier, watching out for the different rear block designs on the V-8 ). Can anyone confirm this?

  Thanks,

  Ed

  Sat Jan 22, 2005 1:34 pm

  M6ride

  Registered User

  

  Joined: Fri Jan 14, 2005 2:47 pmPosts: 102Location: Memphis, Tn

   egge and flatomatic Vinny in an e-mail from you on 01/16/05 you wrote

  .."I buy ALL my motor parts from www.eggie.com Visit theirweb site and get one of their catalogs. As far as the C-4, NO it will NOT mate to a 226 "H"-series (or) a 254"M"-series bellhousing, (which is the same by the way). In order to run the C-4 behind the flat six motors, youmust go to www.flatomatic.com and purchase thier adapter kit which they sell just (and only) for this purpose."

  Vinny, guess what: 1) egge doesn't sell parts for a 2542) flatomatic does not exist

  On the 01/17/05, you wrote me in an e-mail:

  ...." What is a T-5?".... and now you are posting all this about a T-5 won't work; well, it seems to me that you might keep an open mind to things which you don't know anything about. Call Dwight and discuss. Do you know what a hog's head is?

  In Nov 2004, Vinny you posted that you had 2 254's for sale and now you don't want to sell, plus you claim you want to buy more from NE (he won't sell to YOU). I say TRY it!

  Cheers

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  Sat Jan 22, 2005 2:31 pm

  48fordor

  Registered User

  Joined: Fri Jan 14, 2005 3:50 pmPosts: 8

    The Flat-o-Matic conversion parts can be found here, at their www site:

  http://www.flat-o.com/

  They do both T-5 and C4 conversion kits.

  Ed

  Sat Jan 22, 2005 2:47 pm

  M6ride

  Registered User

  

  Joined: Fri Jan 14, 2005 2:47 pmPosts: 102Location: Memphis, Tn

   254 pistons and rings (source?) Vinny, today you posted the following:

  "Can't tell you the wall thickness right off hand but, I've overbored the "H"-series motors 60 over many a time with No problems. The same goes for the "M"-series 254."

  Now, Vinny, I assume you wouldn't bore a 254 Ford engine 0.060" over w/o rebuilding it, correct? So, please tell everone here who is the source for the 3.5" + 0.060" pistons and over-sized rings for a 254 Ford "M" series engine?

  

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  Sat Jan 22, 2005 2:48 pm

  M6ride

  Registered User

  

  Joined: Fri Jan 14, 2005 2:47 pmPosts: 102Location: Memphis, Tn

   T5 Vinny, read this & see if you can comprehend:

  Flat-o Products builds an adapter and can puttogether a package to put S-10 5 speeds or T-5Borg-Warner 5 speed transmissions behind allFlathead Ford motors 1932-1953. It will also work onV-8 60's as well as V-12's.

  The T-5 from S-10 has turned out to be thetransmission of choice when trying to put an overdrivemanual transmission in early Fords. Because the T-5has internal shift linkage that can't be altered easily theT-5 linkage is set forward on the transmission so theshifter doesn't come out under the seat.

  Note:

  5 Speed Flat-o price $295.00 + S&H¨ If you are using an original mechanical, orcable drive speedometer you will want to useearly T-5. If you are using electric gages you willwant to use a later transmission with a pulsegenerator.

  ¨ Because S-10's use a smaller input spline wecan supply you with a clutch disc (also pictured)for your application. The S10 clutch disk is foruse with 14 spline transmissions.

  ¨ We also supply pilot bushings.

  S10 Clutch

  Due to the many different clutch partcombinations feel free to give us a call, wehave products available for mostapplications.

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  Sat Jan 22, 2005 2:56 pm

  M6ride

  Registered User

  

  Joined: Fri Jan 14, 2005 2:47 pmPosts: 102Location: Memphis, Tn

   1/4 mile time Vinny, what is the best 1/4 mile time that your '50 Ford powered by a 254 "8M.." series engine has turned todate at the Atlanta drag strip? ...or any drag strip?

  Are you going to bring it to the 3rd annual Reunion, NHRA Nostalgia races (June 17-19) in Bowling Green, KY, this year?

  What color is your car? I want to see it run!^!^!^!^!

  Does it pull the front wheels off the ground on take-off?

  What is your best 60-ft time?

  What type tranny do you have in it?

  What type differential do you have in it? and the gear ratio?

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  Sat Jan 22, 2005 3:12 pm

  addo

  VIP Member

  

  Joined: Fri Nov 08, 2002 4:06 amPosts: 15191Location: Sydney, Australia

   

  C'mon guys. It's starting to sound a bit vindictive.

  Sat Jan 22, 2005 7:24 pm

  Vinny

   Call and speak to a REP.......... M6ride: I agree with you about what Flat-O-Matic states about putting a T-5 behind ALL Flatty motors, BUT I assure you sir, that what they failed to mention in their catalog, or on their web site is that they can do this to ALL flatty motors EXCEPT the flat six stock Bellhousings. What YOU need to do is, not review their web site, not review their catalog, BUT, call them on the (((phone))) and ask to speak with a tech representative. Only then will you know whats happeing when it comes down to they're product availability(s) for our flat six motors and NOT ALL flatty motors like you quoted, about what they said.

  Also: I never go below 0.060 over on any of my rebuilds, regardless if they are G-series (which I do not utilize any more) "H"-series OR "M"-series engines. The reason being is, (and like I've stated before) you MUST sonic bore the block by an compative machinist who is fully knowledgeable about vintage engines, in this case our flat 6 motors. It would be in a un mature matter of a prson to build any type flathead, or vintage motor without this procedure. Again, you must call your souces on the phone and speak to their tech reps instead of relying on catalogs or web sites. Here is the ONLY company I rely fully on for ALL my internal engine parts, regardless if they already have them in stock OR they have to be specially made. (Thats laman terms) for those that can really comprehend the meaning of understanding; "comprehension"!! Got it?http://www.egge.com/

  Sun Jan 23, 2005 11:02 am

  48fordor

  Registered User

  Joined: Fri Jan 14, 2005 3:50 pmPosts: 8

    First - I don't care who said what in this discussion. I only want to get info on my flathead 6.

  That said, I did get email back from Curnhusker Rod and Custom http://www.cornhuskerrodandcustom.net/that told me their T5 kit will work with my '48 "H" engine. I haven't gone into details with them as I'm just in the planning stages right now.

  I don't really care which bell gets used - II just want to see if there is a combination of parts that will let all this fit together. If someone here has already made the calls to various tech support lines, why make it such a secret?

  Thanks,

  Ed

  Sun Jan 23, 2005 12:15 pm

  M6ride

  Registered User

  

  Joined: Fri Jan 14, 2005 2:47 pmPosts: 102Location: Memphis, Tn

   T5 conversion 48fordor, the # (308) 468.5885 for Dwight

  I spoke briefly with Dwight (hearsay), and he sells the AL plate ($100.oo) that goes between the tranny and the 2-pc bellhousing; you'll need a "hog's head" (he sells them for $40.oo). He'll send you some scanned photos for your collection, and answer all your questions, cause I'll be the first to admit that I don't KNOW all the answers, but there may be ONE on here that does KNOW! hehe

  Good luck and please post your progress!

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  Sun Jan 23, 2005 1:20 pm

  M6ride

  Registered User

  

  Joined: Fri Jan 14, 2005 2:47 pmPosts: 102Location: Memphis, Tn

   Vinny's ride Vinny, please post a few photos and details about your 50 Ford drag car.

  Please post one photo with the front wheels in the air (no jacks under the a-frames), w/you inside driving it at the launchpad, Atlanta dragway.

  I'd appreciate it. I just love these Nostalgia race cars.

  Oh, Vinny, are you going to Bowling Green June 17-19th? I want to see you race your car there.

  Have a good day.

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  Sun Jan 23, 2005 1:44 pm

  M6ride

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  Joined: Fri Jan 14, 2005 2:47 pmPosts: 102Location: Memphis, Tn

   4-spd for V8 and SIX Henry was smart enough to design a unique 2-pc bellhousing for the V8 and a different one (perhaps) for the six, BOTH of which mate to the top-loader 4-spd Ford tranny.

  Corrrct me when I go astray (OH, in case ONE of you can't figure it out Henry Ford)

  Now, an adapter plate is made by several people (I have located a set of the plans for a few dollars), and that plate goes between the rear of the Ford 2-pc bellhousing and the front of the T5 tranny.

  Are you following me, Vinny?

  I have now seen a photo of it attached to a V8; so where is the problem?

  There is none. Show me where I'm wrong.

  I realize I have not addressed the clutch, pressure plate, etc., but that's peanuts.

  Vinny, I'd love to hear your positive effects.

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  Sun Jan 23, 2005 8:05 pm

  M6ride

  Registered User

  

  Joined: Fri Jan 14, 2005 2:47 pmPosts: 102Location: Memphis, Tn

   254 + .080" = ? cu inches Vinny, if I punch out a 254 (8M motor) to + 0.080" how many cubic inches will it result in; oh, calculatation just to the top of the cylinders will be just fine. ________ cu in

  My calculator's battery is too weak for me to do it now. So thanks for your help!

  At the Bowling Green Nostalgia meet I may have to race up against some 302 GMC's and that means serious competition, right?

  

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  Sun Jan 23, 2005 8:30 pm

  Vinny

   Adapter Plate..........OK.....but?

  Ok M6ride. Seeing is believing. I also saw that plate that you mentioned that was installed to the Ford V-8 Flatty motor. Looks very cool doesn't it?NOW show (or give me) the name of the company that claims to make it for the flatty six motor, please!!!!!! If the adapter kit IS available for our sixes, I shall purchase a few from such company. I like the gusto in you. It reminds me of myself when I was (just, ehehehh) a lil younger. Nothinglike being different is it? You cannot believe the frustration/aggravation &sometimes the humiliation I have received in the past from (even friends)when they seen me comming down the street for the daily weekend street racing. It took a short time to gain their respect. But its worth it. What exactlly are you working on? Let us stop bunking heads and work together. One thing I've come to learn/respect is knowledge in our younger men. Happy Motoring............Hmmmmmmm.....I am guessing that you are younger than me, but WTF over?

  Sun Jan 23, 2005 8:39 pm

  M6ride

  Registered User

  

  Joined: Fri Jan 14, 2005 2:47 pmPosts: 102Location: Memphis, Tn

   age, Nostalgia racing, and cu in Vinny, I'm 61; I'm working with you, but you won't do the cubic inch calculations for me, U won't tell me if U race in Bowling Green, U won't tell me the color of your car, U won't post a photo of your car, U won't give me your best 1/4 mile E.T. U won't post a photo of your 3-carb intake

  Mercy, U just won't cooperate with me.!!!!!!

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  Sun Jan 23, 2005 10:44 pm

  Vinny

   302's? hmmmmmm

  Forget it. You will never beat a GM 302, even in its stock configuration. I don't care what you do to a flatty six motor, they have their valued limitations........

  Sun Jan 23, 2005 11:14 pm

  Fred

  Registered User

  

  Joined: Mon May 17, 2004 1:57 pmPosts: 384Location: San Antonio, Texas

   

  M6ride -Cool off! What you might not have noticed is that the back of the H and M blocks are slightly different bolt patterns from the V8 block. The T5 adapter is made to go behind the bare '32 to '48 V8 block or the '48 - '52 bolt on truck bell housing. It should bolt onto the six truck bell housing, but it uses a different clutch setup that the car.As for engine parts - the only difference between an H and an M is: the block, head (which interchanges), rods (which you recondition), pistons, camshaft (which interchanges), and the oil pan (which interchanges). The last Egge cataloge I got listed the M in it. If they don't now, don't worry. The Bearings are all the same and the solution to the piston problem? They are the same as used in the 337 cube flathead V8 Lincoln and F-7 & F-8 big truck motor. Years 49 to 51 in Lincolns and 48 to 51 in trucks.

  Tue Jan 25, 2005 9:50 am

  Vinny

   Response, back

  Nothing you have told me, I did not know already, but thanks. Oh, the pistons do not interchange due to the cu inch displacement of both motors.You seem to be knowledgeable about flat sixes, but so are the manuals.Good luck in all that you do. I'm bored with this subject board, I'm moving on.....c-ya

  Tue Jan 25, 2005 8:12 pm

  Fred

  Registered User

  

  Joined: Mon May 17, 2004 1:57 pmPosts: 384Location: San Antonio, Texas

   

  Actually the pistons do interchange. The M is 3.5 by 4.4; the 337 Lincoln is 3.5 by 4.375, a difference in stroke of only .025. By looking in the '48 to 56 truck parts manuals you can find out that in '48 both motors used the same part number pistons. Oh well, you can't please everyone all the time.

  Wed Jan 26, 2005 9:25 am

  M6ride

  Registered User

  

  Joined: Fri Jan 14, 2005 2:47 pmPosts: 102Location: Memphis, Tn

   thanks

  thanks, Fred

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  1) Ford "8MTH", M-series 254 48-53 F62) '49 Ford 6 Custom business coupe'

  Work like you don't need the money;Love like you have never been hurt;Dance like no body's watching;Sing like no body's listening;And, live like it's Ford-Heaven on Earth!

  Wed Jan 26, 2005 6:48 pm

  Vinny

   response to "Thanks Fred"

  The ONLY similiarity between the M-series & the 337 Lincoln pistons is the circumference (if spelt right). Looking at the normaculture between the two, it is quite obvious that both pistons have a difference in ring glands and, split skirts, and rist pin location, hense/stroke of the two. I believe niether of you have personally built motors before. Just my oppinion, and we all know what oppinions are!!!!!!!!

  Wed Jan 26, 2005 11:36 pm

  Fred

  Registered User

  

  Joined: Mon May 17, 2004 1:57 pmPosts: 384Location: San Antonio, Texas

   

  M6ride-If you can't find what you need at Egge, try Kanter.

  Thu Jan 27, 2005 9:13 am

  M6ride

  Registered User

  

  Joined: Fri Jan 14, 2005 2:47 pmPosts: 102Location: Memphis, Tn

   226 being checked to see if it'll bore to 254 Fred, I have an e-mail aquaintance in CO, who has found an industrial (226) engine in a field and has obtained permissions to retrieve the engine and take it to his machine shop for further sonic testing. He has often wondered if the 226 could be bored to 3.5". He had his "pride and Joy" shoebox when he was much younger in the NJ area; he looked for a 254 in those days but could never locate one. He is going to update me of his findings. Unfortunately, the air cleaner was off the carb and it probably took on some water during rain storms. Therefore, it's questionable at this stage if the engine is rebuildable. I'll try to remember and post his findings here. 0.200 is a whole bunch to hope for, I know.

  John

  _________________searching:

  1) Ford "8MTH", M-series 254 48-53 F62) '49 Ford 6 Custom business coupe'

  Work like you don't need the money;Love like you have never been hurt;Dance like no body's watching;Sing like no body's listening;And, live like it's Ford-Heaven on Earth!

  Fri Jan 28, 2005 1:02 pm

  Vinny

   HuH?

  What do you mean by "further" sonic testing, if he found the motor in a field? Please clarify.......Any engine is rebuildable.........AND........an industrial 226 motor is just a 226 motor that was being used for industrial work. Ford never built a flat six industrial engine. If he did, it would incorporate heavier throws on the crank, thicker webbing to the block,etc, etc. Just some food for thought.

  Fri Jan 28, 2005 6:56 pm

  M6ride

  Registered User

  

  Joined: Fri Jan 14, 2005 2:47 pmPosts: 102Location: Memphis, Tn

   clarification

  I'm not talking to you vinny; I'M TALKING TO FRED, so butt out!

  _________________searching:

  1) Ford "8MTH", M-series 254 48-53 F62) '49 Ford 6 Custom business coupe'

  Work like you don't need the money;Love like you have never been hurt;Dance like no body's watching;Sing like no body's listening;And, live like it's Ford-Heaven on Earth!

  Fri Jan 28, 2005 7:38 pm

  addo

  VIP Member

  

  Joined: Fri Nov 08, 2002 4:06 amPosts: 15191Location: Sydney, Australia

   

  

  Fri Jan 28, 2005 8:43 pm

  M6ride

  Registered User

  

  Joined: Fri Jan 14, 2005 2:47 pmPosts: 102Location: Memphis, Tn

   private message

  Fred, I just sent you a private message, so Vinny won't get out of line!

  _________________searching:

  1) Ford "8MTH", M-series 254 48-53 F62) '49 Ford 6 Custom business coupe'

  Work like you don't need the money;Love like you have never been hurt;Dance like no body's watching;Sing like no body's listening;And, live like it's Ford-Heaven on Earth!

  Sat Jan 29, 2005 10:50 am

  Vinny

   private mess back at ya

  ESAD........

  Sun Jan 30, 2005 8:19 pm

  chips

   Transmission Magic I didn't mean to listen in, but,anything in this regard can be done. And done nice and clean,and without an adapter. The last project like this that I did was a Borg Warner super T-10 mated to a 57' Y-block/223 configuration. No adapters, just four bolts,nice and natural. For those of you that need the full picture:

  Trans:Borg Warner super T10source:AMC/AMX (69'/70'),W/390 ci eng.condition:ruined

  Engine:57' 223 sixmodel:F-100

  Please don't post statements to me like "that can't be done"I did it,and that transmission is ten feet from me on a shelf.I handled this project in 1982,on borrowed equiptment,when I was 26.Now I am 48 and have had my own shop for 20 years.The one statement that really gets me going is:"You Can't Do That!"I always say the same thing, "Put on some safety glasses and stand back and watch"

  PS: Maybe we should all worry less about when someone says somethingcan't be done.Instead measure carefully,make your drawings,roll up your sleeves and do it. It is a lot of fun when someone looks underyour truck and says "What The heck!" HA-HA-HATo save myself telling the very long story I would tell a stranger,"Oh yes those transmissions just bolt up"I am sure this caused some heated discussions when thestranger tried to pass on this info.

  I could just hear it "But I Saw It With My Own Eyes!"It almost makes all those hours of work worth it.

  chips

  Last edited by chips on Fri Feb 04, 2005 1:50 pm, edited 2 times in total.

  Fri Feb 04, 2005 1:59 am

  Fred

  Registered User

  

  Joined: Mon May 17, 2004 1:57 pmPosts: 384Location: San Antonio, Texas

   

  Yes, it's amazing what you can do when you don't know you can't do it...

  _________________1953 Customline 4 door, 215 six, overdrive1937 Ford fordor sedan1938 Ford coupe1939 Ford Fordor sedan Fri Feb 04, 2005 9:35 am

  M6ride

  Registered User

  

  Joined: Fri Jan 14, 2005 2:47 pmPosts: 102Location: Memphis, Tn

   private message Fred, I just e-mailed you a private message on a flathead Ford racing book.

  John

  _________________searching:

  1) Ford "8MTH", M-series 254 48-53 F62) '49 Ford 6 Custom business coupe'

  Work like you don't need the money;Love like you have never been hurt;Dance like no body's watching;Sing like no body's listening;And, live like it's Ford-Heaven on Earth!

  Sat Feb 12, 2005 9:23 pm

  48fordor

  Registered User

  Joined: Fri Jan 14, 2005 3:50 pmPosts: 8

    To use the late V8 block with the existing transmission, Ford used a cast or stamped metal partial bellhousing on truck applications. The 6 and 8 versions were not the same, according to what I can tell.

  The transmission case for '41-'48 V8 cars is the same as for the 1948 I6 (p/n 01A-7005). The '41-'47 I6 transmission case is not the same (1GA-7005). '49-'50 Ford used the same case for everything without overdrive (8A-7006A). The block for the '41-'47 I6 is not the same as the block for the '48-'50 I6.

  Clutch "less disk", clutch disk, clutch release bearing, and clutch shaft pilot bearing are all the same part numbers for six or V8 cars in 1948.

  Side note - I'm finding LOTS of things that were '48 only in the I6 world.

  So, to put the '48 trans behind my '48 H series 6 there had to be a piece functionally equivalent to the "truck" bellhousing adapter but with proper holes to bolt to the I6 block. I haven't found part numbers on my engine yet, but my parts diagram shows a flat plate that bolts to the block and a "clutch housing" (7HA-6392) which bolts onto that and looks much like the more famous truck V8 stamped bell (8BA-6392 I think).

  Going by all this what stops me from using the C4 or T5 adapter? I've heard earlier in this post that the H series requires a

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