200 pre crossflow in a Cortina

[73GreenMachine]

Hi,
I am new to this forum. I have a TC Cortina with a 200ci pre crossflow six in it. I have modified it using the piles of information on FordSix.com. Specs can be seen at http://www.cardomain.com/memberpage/616166. Anyway, I was wondering if anyone else had done similar things and if so, if they have any performance data on it i.e. 0-100, quarter mile etc., because I am yet to run the car with its current setup. I would imagine it would have around 160hp@flywheel by reading other posts, but I am not sure. Any info or opinions would be great. Thanks.

 

[xctasy]

Best very best quarter mile time would be 16.5 secs two up.

The 200 with nice long rods is a very sweet and dependable engine which is a great tool for fun.

The Clifford Header and port divider, electronic ignition, ADM34, and better flowing big log head won't go above 105 hp at the rear wheels. It is very hard to go over the stock 130 odd flywheel hp of the X-flow. The stock pistons mean it doesn't create a lot of squeze in the cylinders. The engine is cam and compression limited.

The reason 2V US 200's run so well is becasue they plane the head and use a much bigger carb. When a cam is added, there is a massive rise in power.

Power loss is 1.26 with a 4-speed from flywheel to the rolling rear wheels, so it most likely has 130 hp. The very sensible 2" hone out on the head is a great idea!

Add the better cam, and take the carb throats out to 31 mm from the stock 29mm, and you can gain a huge improvement. Jets must sit between 1/ 16 th to 1/23rd the size of the main jet.


In terms of future mods.
The best advice I can give you is to take the early 1966 to 1968 XR block, and rebuild it. It is 1.58" lower, and is about 385 pounds, not the 470 or so the post 71 200/250 is claimed by Bob Pinnel to have.

You can have the mains of a stock 200 TC crank ground down to XR size, and the bigger crank flange of the later cars can be fitted up to the earlier block with a huge improvement in strength and then you can focus on keeping the log head where it is. The post 1983 neoprene 5.0 Windsor ran a presfit seal which can fit the earlier block. The US 2.3 Lima 4-cyl rods (5.2" long) and special over size ACL pistons (XR6 low deck style, but made to 3.7" rather than 3.632") allow you run the best rods, best crank, and best pistons in the business.

There are a few tricks I'm working on with asa67stang on a special turbo header. The log head has certain advantages over the x-flows and 2v's if you are trying to create huge power on a limited budget. It makes sense to ensure the ancient cast iron log has every help to make it honk.

I've delt with a few x-flows, and they are nice engines, but any Cortina could use a few less pounds over the nose. The factory figures for an X-flow 3.3 are 481 pounds alloy head, 531 pounds iron head. With only 385 pounds, you'll enjoy it. If you don't want to go to the hassles of an early engine, then convert to 250 cubes via a crank swap, get the AU rods, and wack in a set of low deck ACL pistons in 3.700" size.

The early sixes have light weight and great parts avaliablity, and no-one except Americans do log-heads. They are quieter and smoother than the later X-flow engines, and are like comparing a 302W to a 351C. One is a light rever, the other is a hairy old beast just spoiling for a fight.

 

[73GreenMachine]

Hi, thanks for the reply. I forgot to mention that it was port polished and that I am fitting 302w oversized valves, U/L seats, it already has flat tops and I will be running ~9.5:1 comp. It has a Toyota W40 4 speed gearbox, custom cold air intake, and I am using thermofans. And btw, I thought the 34ADM ran 2 34mm barrels(its off an XF falcon right?), or are you talking about venturi sizes? I hope that helps change the ET a bit. I was aiming for 15s! I dont know if you can tell me what cam I have, but on it says ardide 6250. I am leaving the cam stock for now, partly due to me getting my Ps soon. Its also because I want to get a custom grind for later, when the compression goes up to ~10.5:1, dedicated LPG and a custom twin 40mm side draught style tubular intake will be made, along with a twin 1 3/4 exhaust.Hoping for 180hp with that setup, we'll see what happens.

 

[xctasy]

Hi, thanks for the reply. I forgot to mention that it was port polished and that I am fitting 302w oversized valves, U/L seats, it already has flat tops and I will be running ~9.5:1 comp. It has a Toyota W40 4 speed gearbox, custom cold air intake, and I am using thermofans. And btw, I thought the 34ADM ran 2 34mm barrels(its off an XF falcon right?), or are you talking about venturi sizes? I hope that helps change the ET a bit. I was aiming for 15s! I dont know if you can tell me what cam I have, but on it says ardide 6250. I am leaving the cam stock for now, partly due to me getting my Ps soon. Its also because I want to get a custom grind for later, when the compression goes up to ~10.5:1, dedicated LPG and a custom twin 40mm side draught style tubular intake will be made, along with a twin 1 3/4 exhaust.Hoping for 180hp with that setup, we'll see what happens.

ARDIDE 6250 is the stock 200 and 250 1972 to 1976 cam. The 6250 may just be Ford part code for a camshaft. A dipstick is like 6750, a manifold is 9250, etc. All 144 to 250 logs ran the stock Ford 252 degree cam used on all stock I6 and V8's since 1962. It doesn't jump very high! I'll have to sift through my old engines to see if they had a special revison number stamped somewhere.

The stock 3.3 and 4.1 34 ADM always has had 29 mm chokes. There is just enough room to take the venturis out to 31 mm each, and the jetting swaps are easier in Webers.

 

[73GreenMachine]

Thanks for the cam info. Do you think it would be worth doing this or swapping to another carby? Is this carby too small for the engine? I plan on removing the choke mechanism since the engine starts so well to gain a couple more cfm. Anyway, after the head and other mods I mentioned, what kind of power might I be looking at now? I was sorta aiming for a car that would run 7.8 sec to 100 and a 15.6 second quarter with this setup. Is this reachable?

 

[Anonymous]

Biggest problem with these pre-crossflow heads is the small hole in the log head for the carb. I would like to see at least a 350 Holley on it for about 175 HP and should still have good low end throttle responce as a bit more realistic option but if you are somehow able to mount two or three carbies onto a modfied intake you will free up a lot of potenual to maximise all the other improvements.
Spoke to someone at a performance workshop who had done something like this to a precrossflow log head. he said it was one of the most powerful vehicles they have worked on and considering the number of V8 etc they do for customers it was no small claim.

 

[73GreenMachine]

Thanks for the info, for now I'll have to stick with the 34ADM because of money, but later I am going to build a custom tubular intake manifold with twin side draught throttle bodies or gas carbys. Anlong with a cam, exhaust and 10.5:1 compression and LPG, should free up some horsepower. I, ve heard these 34ADMs will support a bit over 320cfm of flow, which is probably enough for now considering the restrictive intake. I can rev to 6000rpm and still not run out of flow. My guess is that this carby will limit the engine to about 160hp, but if I can get that I will be happy...for now. If I did reach 160hp, using a weight of 2900 pounds, the car should run a 15.6 second pass, according to one of those ET calculators. This might be a bit optimistic, but you can always hope. Anyhow, it should be a heck of a lot more lively than the stock 200 Borg Warner 35 combo I started off with.
73GreenMachine.