CI Tech Archive
We've taken the Classic Inlines Tech Section and modernized it! If you see something that needs to be edited, contact me.
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Selecting the Proper Valve Springs
Selecting the Proper Valve Springs Valve springs are one of the most critical components of your engine. It is very important to match the camshaft and it's potential RPM range with the correct spring rate. We will attempt to explain it in this article, but first lets go over some valve spring... -
Header Installation Procedures
One of the most common problems with the small six is blown header gaskets and/or exhaust leaks. However they can be minimized by following proper installation procedures. The use of locking bolts may help, but even then, leaks can and will occur if you don't torque the header flange bolts (or...
One of the most common problems with the small six is blown header gaskets and/or exhaust leaks. However they can be minimized by following proper installation procedures. The use of locking bolts may help, but even then, leaks can and will occur if you don't torque the header flange bolts (or...
Do I really need a port divider? Will I get better performance or an increase in mileage? Will my exhaust system sound better with the port divider? Will a port divider help to prevent blown header gaskets? These are questions that have been asked and discussed many times on the fordsix forum...
Selecting the Proper Valve Springs
Valve springs are one of the most critical components of your engine. It is very important to match the camshaft and it's potential RPM range with the correct spring rate. We will attempt to explain it in this article, but first lets go over some valve spring...
The Pertronix Ignitor® converts the older points-type ignition system on classic cars, to a solid-state electronic ignition system that's completely concealed, providing a stock appearance. The kit includes new micro controller that installs in just a few minutes. Generally, it installs just as...
Stock Non-Adjustable Rocker Assembly - Rebuilt 1.5 ratio, stock non-adjustable rocker arm assembly, fully assembled and ready to bolt on. Recommended for stock applications where the cylinder head and/or block have not been milled more than a total of .125".
Stock Adjustable Rocker Assembly -...
Many racers and engine tuners have opted for state-of-the-art diagnostic equipment but have forgotten one of the simplest, as well as one of the most accurate tuning tools...... the vacuum gauge.
When using any vacuum gauge keep in mind that they are all calibrated at sea level and read-outs in...
There has always been a huge debate over which is better, hooking the distributor to ported vacuum, or to manifold vacuum. Some say ported vacuum must be use, while others say you should use manifold vacuum (such as the author of the article below). We recommend using which-ever works best for...
How The Stock Load-O-Matic Distributor Works
Here is a little clarification on how the "Load-O-Matic" distributor works, along with the infamous "Spark Control Valve" (or SCV). Not only is it important to know how they work, especially if your planning a carb swap, but how they work in...
This article is about advance curves and HEI style Distributors. As such I would have to say that Steve Davis, the boss at Performance Distributors, is one of the most knowledgeable people in the country on this subject. Personally I have counted on a Performance Distributor to get the job done...
Bang for the buck, the Duraspark II distributor is hard to beat as a triggering devise for an electronic ignition system. Coupled with either the sock ignition box or an aftermarket control box (such as as the Dyna Module or MSD-6A) it is a tough, readily available, reliable distributor.
Ford...
If you don't already know, there are numerous advantages to swapping out your old stock points style distributor for an electronic ignition system. In our opinion, regardless if you have a stock motor or a high performance rebuild, it's number one on the list for "Best Bang for the Buck"...
SMALL SIX SPECS - 144/170/200/250ci
General Specs
YEAR
CI
Chamber
Intake
Exhaust
Log CC
Adv HP
Adv TQ
60-64...
1. Should I rebuild my 200/250ci six, or swap to a V8 like everyone else?
Published in Legendary Ford's July/August 2008 issue.
The inline six by design will produce more torque pound for pound than a V8. The reason is simple; a V8 spins the crankshaft 90 degrees for each stroke, while the inline six turns the crank 120 degrees between strokes. This means for every...
Ever wonder what size motor you have? If so, your not the only one. To the inexperienced enthusiast all small sixes look identical, however there are minor differences which can be easily spotted if you know what to look for. In this article we'll cover a majority of the differences, for engines...