Why yes it is, and it is fine for you to build your six as you want to. But for people to say it is not smart to spend what they want on their six on a six performance site is not right in my opinion.
All Small Six A BRAND NEW CYLINDER HEAD FOR THE FORD STRAIGHT 6?
- Thread starter rocklord
- Start date
This relates to all small sixes
The small block six has very few performance flat tappet camshafts available and the few that are left are not reliable.
The one cam company that supplies the majority of the flat tappet cams for the small block six seems to be having a high failure rate.
The Toyota DOHC 2JZ head would solve that problem.
We solved the problem on the big six by going to a roller cam.
The one cam company that supplies the majority of the flat tappet cams for the small block six seems to be having a high failure rate.
The Toyota DOHC 2JZ head would solve that problem.
We solved the problem on the big six by going to a roller cam.
You see what I started
The problem I see is the small block six members are starting to run out of good performance parts. And if something is not done soon. There will be much slimmer pickings of performance parts in the near future. Their only future option might be that they might be forced in going V8.
The problem I see is the small block six members are starting to run out of good performance parts. And if something is not done soon. There will be much slimmer pickings of performance parts in the near future. Their only future option might be that they might be forced in going V8.
is there anything even closely matching between the 2? “Yes, they’re both an i6."
That’s abt it. Major? how many produced, when...
I have been following the guy with the Toyota overhead camshaft head design for a couple of years and it's hard to say if anything new is happening because he hasn't posted for a year. For all we know he could have some kind of prototype in the works or doing R&D. If he comes up with something and it's not too outrageously pricey, I'm on board. As @drag-200stang and @63 Sprint have inferred, anyone who's building a small six performance engine, isn't looking for the most cost effective way to build horsepower. It's really for the love of the build and having something completely unexpected under the hood.
I'd love to have a Toyota inspired twin cam Ford L6 that I could bolt up to Toyota FI. An overhead camshaft would take away a lot of the concerns we flat tappet camshaft folks have about our engines and the oil we're running and it would breath so well that it should make a ton of power naturally aspirated. I wonder what pistons we would run... Probably a set of flat tops with valve relief cutouts.
One of his goals is to make it easy to turbocharge using the same parts as you would with a Toyota. You'd definitely want to have pistons that can handle the boost and the whole rotating mass would need to be balanced well for that. It seems our small L6 engines come apart a little north of 15 lbs of boost and it usually results in a hole in at least one piston.
In terms of aftermarket alternatives, everything seems around the same in price point for a head, intake and header. It's somewhere around $3,000 - $3,500 USD for a Vintage Inlines, Aussie or Argentinian head, and intake.
* Recently I have seen several deals come for used Aussie head, intake and header sell around $2,500 USD but you definitely have to wait for them to appear and be ready to jump when they do.
In the meantime, I'll be building my large log.
I'd love to have a Toyota inspired twin cam Ford L6 that I could bolt up to Toyota FI. An overhead camshaft would take away a lot of the concerns we flat tappet camshaft folks have about our engines and the oil we're running and it would breath so well that it should make a ton of power naturally aspirated. I wonder what pistons we would run... Probably a set of flat tops with valve relief cutouts.
One of his goals is to make it easy to turbocharge using the same parts as you would with a Toyota. You'd definitely want to have pistons that can handle the boost and the whole rotating mass would need to be balanced well for that. It seems our small L6 engines come apart a little north of 15 lbs of boost and it usually results in a hole in at least one piston.
In terms of aftermarket alternatives, everything seems around the same in price point for a head, intake and header. It's somewhere around $3,000 - $3,500 USD for a Vintage Inlines, Aussie or Argentinian head, and intake.
* Recently I have seen several deals come for used Aussie head, intake and header sell around $2,500 USD but you definitely have to wait for them to appear and be ready to jump when they do.
In the meantime, I'll be building my large log.
For those prices, just get a SOHC or barra, the adaptions would cost, but it would come out cheaper in the long run. I dont think anything in the inline six from Nissan or toyota is currently available.
Good boost rated pistons forged pistons come out lighter than stock pistons. The 200 rods are a weak link, If your tune is off detonation will pound the rod shorter till it is a lower compression and stop detonating. If you keep going the rods will break from the binding and flexing, bearing may spin also.
Jmustang_65
Famous Member
I wish I had gone Barra with my build. Cost is all the same. Just a different platform and parts are becoming more available here in the US. www.barraswap.com is a source here in the USA. Price $1800
Rods- 650
Piston- 800 or so.
Needs valve spings kit, head studs, main studs and oil pump gears and a barra can do 1000hp with turbo without porting the head.
Transmissions- They have adapters for everything now. 6r/10r80, 8hp, T56, GM transmission too.
Here is the catch.
Non-emission engines can be imported into the U.S. legally under certain conditions, such as if the vehicle is over 25 years old, which exempts it from modern emissions standards.
Better check the laws before buying.
Seen and heard of importers getting cease and desist letters from the EPA in the past. Also seen small businesses getting heavily fined by not adhering to updated EPA rules, and guidelines for importing engines.
Be careful, it’s not as easy as it’s made out to be. If you live in a state that checks emissions compliance, please check to see whether your allowed to do such an engine re-power.
It’s much easier to get away with doing a re-power with an engine that is already EPA compliant and in the U.S.
Importing Engines into the USA
General Rule for Engine Imports
Engines imported into the United States do not have a specific age requirement like vehicles do. However, the regulations can vary based on the intended use of the engine and its compliance with U.S. standards.Key Considerations
- Compliance with EPA and DOT: If the engine is intended for use in a vehicle, it must comply with the Environmental Protection Agency (EPA) and Department of Transportation (DOT) regulations. This typically applies to engines that are less than 25 years old.
- 25-Year Rule: For vehicles, the 25-year rule allows cars that are 25 years or older to be imported without meeting current EPA and DOT standards. This exemption does not directly apply to engines unless they are part of a vehicle that qualifies under this rule.
Special Cases
- Show & Display Law: Limited production engines may qualify for import under the Show & Display law, which allows certain vehicles and their components to be imported for limited use.
- Race Engines: Engines specifically designed for racing may not have the same restrictions, but they must still comply with any applicable regulations.
Conclusion
While there is no strict age requirement for importing engines, compliance with U.S. regulations is essential, especially for engines intended for use in vehicles. Always check the latest regulations before proceeding with an import.Non-emission engines can be imported into the U.S. legally under certain conditions, such as if the vehicle is over 25 years old, which exempts it from modern emissions standards.
Better check the laws before buying.
Seen and heard of importers getting cease and desist letters from the EPA in the past. Also seen small businesses getting heavily fined by not adhering to updated EPA rules, and guidelines for importing engines.
Be careful, it’s not as easy as it’s made out to be. If you live in a state that checks emissions compliance, please check to see whether your allowed to do such an engine re-power.
It’s much easier to get away with doing a re-power with an engine that is already EPA compliant and in the U.S.
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What if the engine is for sale in Pennsylvania?
Au falcon is now 25 years old, they have the last of the SOHC engines, very similar to a Barra, up to 172kW stock, very solid bottom end, you wouldnt need pistons and rods till power got above 300kW, depending on your intended use. They are running around $300 here.
There you go. That type of engine can be legally Imported into this country with the proper paperwork.
Another hurdle to overcome:
When a company or person wants to import engines, it’s best to use a broker to handle the paperwork and documentation.
Another hurdle to overcome:
When a company or person wants to import engines, it’s best to use a broker to handle the paperwork and documentation.
Definition of an Import Broker
An import broker, also known as a customs broker, is a licensed professional who facilitates the importation of goods across international borders. They act as intermediaries between importers and customs authorities, ensuring that shipments comply with all relevant laws and regulations.Key Responsibilities
Customs Clearance
- Documentation: Handles all necessary paperwork for customs clearance.
- Compliance: Ensures that goods meet all legal requirements for importation.
Duties and Taxes
- Calculation: Determines applicable duties and taxes for imported goods.
- Payment: Manages the payment of these fees to customs authorities.
Trade Compliance
- Regulatory Updates: Keeps track of changes in trade laws and regulations.
- Audits: Conducts compliance audits to ensure adherence to customs regulations.
Benefits of Using an Import Broker
- Expertise: Brokers have specialized knowledge of customs laws and procedures, which can help avoid costly delays and penalties.
- Efficiency: They streamline the import process, allowing businesses to focus on their core operations.
- Problem-Solving: Brokers can navigate complex issues that may arise during the importation process, such as changes in regulations or classification errors.
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The reason why I’m bringing this up is back in 2009 I was involved in a group that was working on importing engines in the USA. We learned that it can be a lengthy, complicated and expensive journey if you’re not prepared. A good friend of mine had one of his containers impounded for over three months because of an error found on the paperwork. He was notified that if he cannot get the paperwork correct. The container would have to be shipped back or destroyed and disposed of at his expense.
The paper work did not show that the container and contents inside were treated for insect infestation. It was an oversight of the import broker not having the necessary documentation attached with the BOL.
The paper work did not show that the container and contents inside were treated for insect infestation. It was an oversight of the import broker not having the necessary documentation attached with the BOL.
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Jmustang_65
Famous Member
Do they have the same transmission bolt pattern as the Barra?
Yes, the main differences are the DOHC head. When they went to the twin cam, they did away with the dizzy hole and drive altogether, so the oil pump is on the front of the crank, there is no jack shaft to drive the oil pump as in all previous engines. cranks and rods are same, pistons same except for valve reliefs for the 4v setup. Flywheel on manual barras is heavy and has 10.5 clutch, crank flange is same, metric bolts. There is LPG versions of both engines, SOHC was never factory turbo, but there was a VCT version.
Ill throw up a bit of a reply, please take into consideration of where i am and my observations of what you guys are limited to. The early 200 is very limited by the log head, its also small capacity. Its rod ratio isnt anything fantastic at 1.5, the 250 is the same, but much longer stroke which with the capacity gives much greater torque. So to get any real performance the breathing must be improved, so the head either has to go, or be heavily modified, both a costly and not for the DIYer. So we arrive at the idea of ditching and getting a much better performing six, the pushrod crossflow, SOHC or barra. All imported. Nobody here bothers with the 200, especially given their rarity, 250s are much easier to get. The 200ci alloy head crossflow was rated at 118bhp DIN, much better than the log head engine which would give around 85 DIN. This is why I advocate for those Australian versions. I hear the difficulties in getting one for you guys, but even given that, you would be better off with one. I was involved in getting a couple of crossflows into Florida for Mustang six and JD many years ago, his stuff is on the classic inlines, you'll find some of my stuff there as A7M. Jd got two engines for him, loaded up on a pallet and sent to him, didn't seem so much trouble at the time. I'm sure you guys have seen my blown crossflow till your sick of it, but they are good things, bomb proof. Take no offence, none is made.
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What about all SBF six members that are interested in a performance head and manifolds arrange a group meeting with Vintage Inlines and see what can be done with getting the aluminum cylinder head and matching intake manifold going once again. I believe that they were supposed to be ready to ship to people that paid for them. You guys have been waiting for the heads and manifolds for too long. I wouldn’t have been as patient as you guys. I would think if there is enough of you involved in a meeting, and enough of you are serious in purchasing a set, something can be worked out.
Worst case scenario:
If nothing can be worked out to get them back in production, it might be time to discuss if another company would be given an opportunity to get involved to buy out and take over the project.
Added 1/29/2026
Here is a thread that is started for all SBF six members. I hope all of you will have the simple questions listed in the thread answered honestly, and to the point.
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