Articles
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Ultrastang - The Ford 9-inch rear end
FORD 9-INCH REAR ENDS A number of years ago, I set out to search the salvage yards in an effort to find a 9-inch rear end to go in my '68 Mustang. I knew that my up coming plans for my car were going to be way beyond anything the weak 8-inch rear end could continuously hold up to. After that... -
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How to Read Spark Plugs
Being able to "read" a spark plug can be a valuable tuning aid. By examining the insulator firing nose color, an experienced engine tuner can determine a great deal about the engine's overall operating condition. In general, a light tan/gray color tells you that the spark plug is operating at...
Before You Touch the Carb
The secret to understanding the critical nature of Weber carb setup is the idle circuit — referred to as the low-speed circuit by Weber. This circuit is responsible for 80% of the driving operation. A properly set up Weber should give an improvement in fuel economy...
Overview
Triple Weber DCOE sidedraft carburetors offer an unparalleled induction experience, with throttle response and mid-range torque that is second to none. The first thing most people notice when they go to multiple Webers — beyond performance and appearance — is the ability to finely...
Overview
We get numerous questions each week asking how to build up a Ford inline six, so this tech article covers our recommendations from the ground up. This information is intended as a basic guideline for building a daily driver, a weekend cruiser, or an all-out performance engine. There...
What Is a Stroker and Why Do It?
A stroker engine is built by increasing the crankshaft stroke — the distance the piston travels in the cylinder — beyond the stock dimension. More stroke means more displacement. More displacement means more torque, and more torque is what makes an engine feel...
Overview
This article provides detailed camshaft specifications for the Ford inline six (170/200/250ci) engine family, with a focus on the Clay Smith cam lineup previously available through Classic Inlines. These specifications include part numbers, lift values at multiple rocker arm ratios...
Choosing the Right Camshaft for Your Ford Inline Six
The camshaft is the single most important decision in building a performance Ford inline six engine. Choose wrong and no other modification will save you. An improper cam produces an engine that either stumbles, stalls, and annoys you in...
Why Upgrade Your Transmission?
The Ford inline six is a torquey, willing engine — but the transmissions it was paired with from the factory ranged from adequate to genuinely limiting. A 3-speed manual or a 2-speed Fordomatic doesn't let a built inline six breathe on the highway or show its...
Introduction: Ethanol in Your Vintage Ford's Fuel System
If you're running a classic Ford with an inline six on today's pump gas, you're running ethanol whether you know it or not. E10 — 90% gasoline, 10% ethanol — is the standard at virtually every fuel pump in the United States. For modern...
Introduction
These are the most frequently asked questions about Ford inline six engines — the 144, 170, 200, and 250 cubic inch family. Whether you're brand new to the inline six world or returning after a long absence, this FAQ covers the foundational decisions and modifications that define a...
Introduction
This trouble shooting guide covers the most common problems encountered with Ford inline six engines (144, 170, 200, 250, and 300 cubic inch). Whether you're dealing with a no-start condition, rough idle, miss under acceleration, or oiling issues, work through the relevant section...
Why This Matters
This article covers one of the most consequential — and most overlooked — decisions when building or modifying a Ford inline six: the hardness compatibility between your distributor drive gear and your camshaft gear.
Get it right and you'll never think about it again. Get it...
Overview
The Performance Distributors DUI (Davis Unified Ignition) is a complete drop-in electronic distributor that replaces the stock Ford breaker-point unit with HEI-style electronics, a high-output integrated coil, and a factory-optimized advance curve. It eliminates points, condensers, and...
Why Upgrade Your Ignition?
The stock Ford inline six used a breaker-point ignition system that was adequate for its era but has real limitations for modern performance use. Points wear, require periodic adjustment, and struggle to maintain a consistent spark at higher RPM. Upgrading to an...
Overview: Why Weber?
The Weber carburetor has been a staple of Ford inline six performance for decades, and for good reason. Designed in Italy and originally built for European performance cars, Weber down-draft carburetors brought sophisticated progressive throttle design and excellent...
Introduction
The Autolite 1100 and 2100 carburetors served Ford's inline six engines faithfully for decades — but if you're chasing better cold-start behavior, consistent fuel delivery at varying altitudes, improved fuel economy, and the elimination of endless carburetor tuning, Holley's Sniper...
Registry Form Here: https://fordsix.com/threads/aluminum-cylinder-head-registry-form.86378/
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This was started on the phpBB forum and I forgot about it until now... We'll have a registry thread for documenting the CI/VI Aluminum heads soon.
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Classic Inlines is a firm believer in using Jet-Hot ceramic coatings on our headers. While we offer painted headers, we highly recommend buying Jet-Hot Ceramic Coated headers, and our reasoning is very easy to understand.
JetHot
When selecting your exhaust kit, or components, it's critical to size them appropriately. Selecting a system that is to small, will restrict air flow at high rpm's and limit your top end power. Selecting a system that is to large, reduces back-pressure, which decreases low end torque. We...
Original https://ciarchive.fordsix.com/DynoSwap.htmlDynoSwap