well im primarily familiar with US blocks but im getting the notion to put in an aussie 250 in my 68 mustang. the original idea was a US 200 block, US 250 head, and a blowthru turbo system. but now ive met a guy fairly close to where i live that imports aussie 250 parts and hes done a heck of a job talking me into the aussie 250. problem is i dont know jack about them. i'd like to stick with the turbo idea (im a seasoned v8 turbo guy) but i was wondering what build some of you might come up with and further more, where id get the parts. im not out to break the bank or go 10's but i also dont like cutting corners. so the main things id guess you should know is i'll be keeping the c4, its a weekend driver type car, and i think carburation is the way to go for me on this. any input, write up, or anything at all would be great!
250 build
- Thread starter sefus
- Start date
A
Anonymous
Guest
Hello from Australia,
Well the 250 crossflow has been turbocharged by many people here in australia, in both the falcons and the cortinas. Most of the parts will be fairly easy to come by, but probably the hardest thing to come across unless you get it custom made or make it yourself is the turbo exhaust manifold. Some of these where made for the XE falcons by AIT in australia, or you can get a turbo specialist to make it up.
Iam currently in the process of looking into turbocharging my cortina and have rang a few turbo specialists, and to get the exhaust manifold modified to suit turbo or to get a custom made one the asking price seems to be between $A1,000 - $A3,000 and from around $A1,800 for a turbo.
As for the turbo and the 250 crossflow you can really get then to go hard, with the quickest I have head of is in the 9's in a cortina, which is good considering these engines are not turbocharged nearly as much as other cars. Most people tend to stick with the factory japanese cars etc, like skylines, wrx's etc.
This may change as ford as off 2003 have released a turbo charged model falcon (BA) which from factory is 240kw.
http://board.performanceforums.com/foru ... rerid=5152
http://board.performanceforums.com/foru ... rerid=5152
http://home.iprimus.com.au/chalikouras/
http://fordsix.com/forum/viewforum.php? ... 506ed53740
Anyhow I have included some links to some sites that may be of interest to you. Good luck with your project.
Well the 250 crossflow has been turbocharged by many people here in australia, in both the falcons and the cortinas. Most of the parts will be fairly easy to come by, but probably the hardest thing to come across unless you get it custom made or make it yourself is the turbo exhaust manifold. Some of these where made for the XE falcons by AIT in australia, or you can get a turbo specialist to make it up.
Iam currently in the process of looking into turbocharging my cortina and have rang a few turbo specialists, and to get the exhaust manifold modified to suit turbo or to get a custom made one the asking price seems to be between $A1,000 - $A3,000 and from around $A1,800 for a turbo.
As for the turbo and the 250 crossflow you can really get then to go hard, with the quickest I have head of is in the 9's in a cortina, which is good considering these engines are not turbocharged nearly as much as other cars. Most people tend to stick with the factory japanese cars etc, like skylines, wrx's etc.
This may change as ford as off 2003 have released a turbo charged model falcon (BA) which from factory is 240kw.
http://board.performanceforums.com/foru ... rerid=5152
http://board.performanceforums.com/foru ... rerid=5152
http://home.iprimus.com.au/chalikouras/
http://fordsix.com/forum/viewforum.php? ... 506ed53740
Anyhow I have included some links to some sites that may be of interest to you. Good luck with your project.
Well, it will be almost certainly dearer than a V8 of equivalent output. But it could well turn out more durable, and should have the surprise factor.
I would urge aftermarket EFI. A few dyno sessions to get a carb really going will likely cost the same as the engine management system you could choose. Yes, a carb install is nominally simpler, but a finessed EFI motor could double as a daily if and when called for.
Build the header in the car if at all possible. Get your contact to bring in a used up set of headers and recycle the flange plate. Heat management will be the life influencing factor, like many turbo installs.
Expect most if not all the parts to come from Oz, and you don't need forged pistons. The motor will last perfectly without them at mild boost - even the 320HP factory turbo six has cast hypereutectics from ACL.
Make sure you get the "right" head if at all possible, that the header flange suits an alloy head not iron crossflow, watch for softening of the alloy head especially in the rocker fixings, expect a modicum of corrosion repair after 20 years life... A little planning should see you through the build in two major sessions of importing - known needs first, replacements after, then a "mop up" shopping session (odd grommets and whatnot).
Keep us posted if you decide to run with it.
Cheers, Adam.
I would urge aftermarket EFI. A few dyno sessions to get a carb really going will likely cost the same as the engine management system you could choose. Yes, a carb install is nominally simpler, but a finessed EFI motor could double as a daily if and when called for.
Build the header in the car if at all possible. Get your contact to bring in a used up set of headers and recycle the flange plate. Heat management will be the life influencing factor, like many turbo installs.
Expect most if not all the parts to come from Oz, and you don't need forged pistons. The motor will last perfectly without them at mild boost - even the 320HP factory turbo six has cast hypereutectics from ACL.
Make sure you get the "right" head if at all possible, that the header flange suits an alloy head not iron crossflow, watch for softening of the alloy head especially in the rocker fixings, expect a modicum of corrosion repair after 20 years life... A little planning should see you through the build in two major sessions of importing - known needs first, replacements after, then a "mop up" shopping session (odd grommets and whatnot).
Keep us posted if you decide to run with it.
Cheers, Adam.
A
Anonymous
Guest
We have a 250 alloy head in the van, and it is fantastic!
They are bulletproof at the bottom end, so you should be able to turbo it easily.
They are bulletproof at the bottom end, so you should be able to turbo it easily.
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