Howdy Again:
"One other thing I was wondering is what I can use cylinders heads from that will fit this 1968 200ci engine... Will a newer inline 6 fuel injected of any sort work?"
The 200/250 never got to FI. They were discontinued in 1983, for all practical purposes. The best head for an upgrade would be from a 1978 and later. Casting codes of D8xx to E0xx. These later heads will have a bigger intake valve, 1.65" to 1.75", a larger carb hole, up from 1.5" to 1.75", induction hardened valve seats, and a larger intake tract volume, up from 1100 ccs to approximately 1,400 ccd, depending on the casting.
The only down side to the later head is that the combustion volume was increased from approximately 52 ccs to 62 ccs, accounting for a one point drop in advertised Compression Ratio (CR). To maintain a 9:1 CR the later head will need to be milled approximately .050". FYI the factory head gaskets are a stamped metal of .025". They are no longer available. Modern composite head gaskets are approximately .050" thick, so another .025" must be milled off of the head to compensate.
So start scouting your local recycle yard for a Fairmont/mustang/Granada or their Mercury cousins for a head to rebuild for the future. While your there take a look at the DuraSpark II electronic ignition. Someday you'll want that too. Get the Distributor, coil, module, spark plug wires and wiring harness too.
Questions?
Adios, David
Adios, David
"One other thing I was wondering is what I can use cylinders heads from that will fit this 1968 200ci engine... Will a newer inline 6 fuel injected of any sort work?"
The 200/250 never got to FI. They were discontinued in 1983, for all practical purposes. The best head for an upgrade would be from a 1978 and later. Casting codes of D8xx to E0xx. These later heads will have a bigger intake valve, 1.65" to 1.75", a larger carb hole, up from 1.5" to 1.75", induction hardened valve seats, and a larger intake tract volume, up from 1100 ccs to approximately 1,400 ccd, depending on the casting.
The only down side to the later head is that the combustion volume was increased from approximately 52 ccs to 62 ccs, accounting for a one point drop in advertised Compression Ratio (CR). To maintain a 9:1 CR the later head will need to be milled approximately .050". FYI the factory head gaskets are a stamped metal of .025". They are no longer available. Modern composite head gaskets are approximately .050" thick, so another .025" must be milled off of the head to compensate.
So start scouting your local recycle yard for a Fairmont/mustang/Granada or their Mercury cousins for a head to rebuild for the future. While your there take a look at the DuraSpark II electronic ignition. Someday you'll want that too. Get the Distributor, coil, module, spark plug wires and wiring harness too.
Questions?
Adios, David
Adios, David
That doesn't look quite right and lots of sources of vacuum leaks. The brass plug would have been the Vacuum port that originally went to the Distributor's vacuum advance it's also blocking the stud at the carbs base and there is no nut and washer on it and you need that for sure. The other 5/16 or 1/4 inch vacuum line from the manifold port (double brass block below the carb) shouldn't be going to the top of carb if you still have the 1968 stock type air cleaner with a vacuum motor to control warm air duck from exhaust Manafold hooked up to the air cleaners snorkel it would be connected to a port on the bottom of air cleaner base. 
The T hooked up to the PCV valve shouldn't be there it needs to be removed so just one 3/8 inch hose from carb base is only hooked into the PCV. The other 3/8 hose going to choke hosing dose belong remove it, there should be a steel line hooked up there (the choke stove tube) that goes down to a hole in the exhaust Manafold. Good luck 
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