250 In Early Roundbody? - Yes but...

[powerband]

250 install in '61 (Comet) fits ... but with a few issues :
( most were addressed in the Schjeldahl bros' book )

1) The Radiator clearance is very tight. (Looking into Pusher Fans)

2) Clutch Z-BAr is too long and it needs to be shortened in the middle. ( I'm looking for 63-65 VeeAte bar and/or the length of one.

3) Engine sits slightly higher than needed with modified "Early" Motor Mounts (Modify - lower further or use later??)

4) Bell and rear of cyl. head hit Firewall. ( Removed engine - again - and "formed" firewall further with BFH) Lowering engine will help also.

5) Two related problems - The Starter interferes with the Center Steering Link and the Link will probably hit pan if engine is lowered (Schjeldahl Bros' recommend flipping center link and re-reaming reverse taper in Idler and Pittman.)

6) Big question whether Hooker dual outs (which do fit the 250), will fit into the Comet engine bay, it looks like not. (Hookers are at sandblaster so I haven't been able to try them)

7) Electrical Sensor, Charging system and Ignition Wiring are different. (Using old Temp/Oil lites and new guages, Alternator, and Clifford re-curved DSI dizzy and GM Module.)

8) Offy/Holley 3X1 setup won't clear hood. (Thanks IMPROBCAT for the hood waiting for Teardrop Thunderbolt scoop with functional cutout.)

?What NExt...??

That's all folks...
Powerband 8)

 

[xctasy]

Beautifull. Cut the bonnet open, and form a polycarbonate hat so all can see the hot 250 with Triple Unos.

I must say, you car is art, and you can't spoil it. I remember one guy here with a a black 61 'Chero pickup who lamented over the massive hammer attckes, radiator and steering link mods which a manadatory to drop the 250's inside pre 1963 x-sheel Fords.

Oh, and the steering will be heaver because the engine is no longer 365 pounds, but 470 or so because the six is a few pounds heaver than a 289 or 302, and only a little lighter than the 300 I6.

 

[powerband]

because the engine is no longer 365 pounds, but 470 or so because the six is a few pounds heaver than a 289 or 302, and only a little lighter than the 300 I6.

Is this true ?, Lets dig up some OEM numbers and post for comparison.

Weight : 250
240/300
144/170 200
302 etc

and with / 3.03 / C4 / ...

8) Powerband

 

[LaGrasta]

The 289 weighed 506 lb (230 kg).
The 260 engine was slightly heavier than the 221, at 482 lb (219 kg). Ra

 

[LaGrasta]

I found the weights on Wikipedia, but couldn't for the I6. also take into account the beefed up supporting hardware.

 

[xctasy]

I collect mine from Steetmachine, Modern Motor, and the orignal Ford details from Charles Landers. He said 465 for the 221, 289 was 470, the 351W was 549, hte 351Boss with alloy intake was 586 in a Hot Rod mag.

Engines are never weighed to a standard except in Australian publications where its always all up weight ready to run. With the US 250, it is way wider at the trans flange, and sump than our 250 X-flow, and they weighed in at 531 for an iron head, 482 for an alloy head. When a 302 Windsor replaces one, the car weighes 33 pounds less than with the 1972 to 1976 Aussies six. The EFI 5.0 was quoted at 562 pounds with manadator A/C compressor, power steering, etc. The last 351C 4-bbl with an iron intake 31 pounds heavier than the 351 Boss intake was rated in 1980 at 719 with steel power steering pump, York style A/c compressor. So its nothing for ancillaries to 20% to a core assembled engine.

Figures I have for the early 144, 170 or 200 4 bearing was about 365 pounds with generator, and then about 385 for later versions. ( See http://xpfalcon.kicks-ass.net/XPFalcon/Engines/Original Six.htm )

 

[powerband]

Great Facts - Xsctasy !

That info is a real eye-opener and useful in many ways.

Lately I've been pulling/Installing with Trannys attached. The combined weight of the 3.03 Toploader/Clutch/Bell on the 250 was noticably greater than the 170/200's

THe degree of angle to slip the eng/tranny into a roundbody is tricky. The length of the engine to the tailshaft requires a steep approach. I have a little trouble with the Eng. Lifts' tilt screw hitting the boom unless I boom WAY up and hang it low. I was tempted to run the extendable boom all the way out but the length of the arm but weight of the combo made me pause. The Boom on the hoist is rated at 1/4T- 500# at maximum extension so It would exceed limit with clutch/tranny . Being used to a bare 170 or even with the 2.77 on it is a lot lighter.

It simplifies to do just engine first, but puttin' the tranny in "from the bottom" seems to be getting harder the last twenty years or so...

Powerband

PS = I don't know how to but this info would be good to make searchable or included in a TECH area. A Spec type reference for different engines.