223 performance...

[Anonymous]

Alrighty kids its time to start hopping up the 223 in my 64 F-250. Im going to be getting a clifford intake and dual headers (i was vary pleased whith the clifford stuff i got for my 300). But the issue of carboration comes up. I can get a 500cfm edlebrock 4bbl for realy cheap. Ideally i would run a webber (38/38 ) but i cant find one right now. So will that 500 be too much? I run a 500 2bbl on my 300 and it seems under carbed sometimes. Thanks for the help.

 

[addo]

I think it'll be too much! Wait for X to come along with some ideas.

 

[Anonymous]

Good luck w/Clifford's delivery times :roll: Also when you call them You'll find that a lot of the stuff they offer for ford sixes doesn't include the 223.
For performance, the single thing you can do for the 223 that'll provide the most gain, is to Shave the head to raise the compression ratio. Stock from the factory it's 7. Raising it to 9 or 9.5 will add lots of snap to your engine.
Then the usual things- cam, headers, balancing of rotating parts for longitivity, porting,and carburation will make a fire-breather out of it.
Clifford recommends a 350 holley 4bbl. or a single Weber 2bbl for the engine. Offenhauser's work sheet for carb/cu.in/HP also suggests 250-350 cfm for this size engine.Anything over would probibily be detrimental to performance.

 

[Anonymous]

I am doing the same thing right now...Installing the 4-barrel Clifford intake and 390Holley 4-barrel and a set of Dual Headers. Already have the Electronic Ignition too...Thats one of the first things I did was ace the points with a Petronix kit.

I read that the stock compression is actually 8:1...Regardless unless you are running a turbo or blower that needs to come up. I am going closer to 10:1...

Still need to get with Clifford and get some suggestions on bigger vlv. sizes and a TQ cam spec. Do some mild prot work, 3-angle vlv. job, etc...Then I am just gonna run it...No balance etc...Possibly go with a custom lightweight flywheel and a custom set of underdrive pullies...Will have to see what I end up with before I go to those kinds of measures to get power.

Much luck with your 223 perf. build.

Cheers,


Brad

 

[FiddyFour]

stock compression ratios depended upon the year of the engine/head... Ford slowly bumped the ratio from 55 on up till about 63 or so when they squeezed 8.1:1 or there abouts.

 

[Anonymous]

Mine is a 59 f100...I recently did a compression test and all cyl. were 115-120psi...Dunno what that equates to but thats what I got with a cold motor. Never warmed it up before hand and got no leakdown. "Shrug"

BTW...Who is X??? heh


Brad

 

[Anonymous]

I just read in the Inliners.org forum about some "old guy who used to race 223's on circle track" who said you could use the distributor from a 240 or 300 six WITH A 223 GEAR ON IT and when it's done rigbht, it's worth an extra 20 horses. I'd assume he means the gear that's on the bottom, that runs off the cam, is it?
Could this be the centrifugal AND vacuum distributor my bud was telling me about just the other day? "Get one of those , Don....you can really haul A$$ then" "Yeah, I'll check into it Terry" says. I.
So, I'm checking into it.
Anybody else hear about this distributor? and if so, is it worth the effort to install it? I'm tryin' to get my panel zooming for the re-enacting season....we live on the coast , 4 hours of mountain driving to get to Interstate 5 where most of the events are held. I want to slide into Confederate camp in that grey epoxy-primered '55 to the oohs and aahs of the Rebel Brigade....

 

[addo]

I can't speak for your exact application, but have done distributor conversions.

The unit favoured here in Australia is about equal to using a Ford Duraspark with the GM module and TFI coil. Result is easier starting, better economy and slightly better response underfoot (although this point may be the result of other factors, too). You run a bigger plug gap, too.

If you do convert a later big six dizzy, you'll also be able to readily re-curve it with OTC curving kits.

Regards, Adam.