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Anonymous
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I want to know, what differences are there between the Australian 200 6 cylinder in 1965 Falcons (XP) to what the US were putting in Falcon, Comets and Mustangs of the same era???
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Anonymous
Guest
Cant say exactly at some point the Aussie 200 went to a seven main bearing 200 in the 60s but were still a short rod 200. They went to a long rod 200 in about (1970 I think?) this was because of the introduction of the 250 which required a raised deck height I think the 200 used the same block from that point with longer rods which made it an exceptional rever.
Bellhousing, thrust surfaces on crank, maybe gudgeon pin sizing. 7-main 200s had the longer timing chain that stayed all through the 250s. Alternator bracket mount holes may differ, too, and the timing cover (see note about the chain). Fuel pump arm (due to cam location), coil brand, generator / alternator and starter manufacture.
I like to think ours were just better.
I like to think ours were just better.
XR 200's were short deck engines, just like the US ones, except for the bell housing spacing. The rest is the same. Addo is right. The 1968-1970 188/221 and 1970 on 200's after the XR were taller than the US Mustang engines, with all the items listed being different. The good thing is they look the same.
The thrust bearing and details are the same for the XR 200's and 188/221's . It was the US 250 and Aussie tall 200/250's which got the changes in bearing size.
It's a little complicated, but you'll get there!
A set of triples SU's on an XR 200 with 2V head would be wild!
The thrust bearing and details are the same for the XR 200's and 188/221's . It was the US 250 and Aussie tall 200/250's which got the changes in bearing size.
It's a little complicated, but you'll get there!
A set of triples SU's on an XR 200 with 2V head would be wild!
In 1964 XM we had 4 main short rod small bell engine, 3.68 x 3.13 with 4.7 rod .9122 pin.
1965 XP same engine had adapter plate to bring uo to big bell on auto engines to allow use of BW35 auto. Not same bellhousing as US donks.
1966 XR had same basic dimensions but bigger bellhousing and 7 mains.
1968 XT grew to 221ci with 3.46 stroke, (later to Argentine six)
1971 became 200 and 250 ci six with shared block 6.27 rod in 200.
Crossflow iron head 200 in 1976 basicly same as before.
Then in 1978? (well, mid 1980, but who minds when you've worked on more Ford sixes than I've had hot dinners....Moderator) went to alloy head.
In 1988 when OHC six came out 3.2litre six had 200 crank and rods but was reduced bore to 3.6inches. this was dropped in 1991.
A7M
1965 XP same engine had adapter plate to bring uo to big bell on auto engines to allow use of BW35 auto. Not same bellhousing as US donks.
1966 XR had same basic dimensions but bigger bellhousing and 7 mains.
1968 XT grew to 221ci with 3.46 stroke, (later to Argentine six)
1971 became 200 and 250 ci six with shared block 6.27 rod in 200.
Crossflow iron head 200 in 1976 basicly same as before.
Then in 1978? (well, mid 1980, but who minds when you've worked on more Ford sixes than I've had hot dinners....Moderator) went to alloy head.
In 1988 when OHC six came out 3.2litre six had 200 crank and rods but was reduced bore to 3.6inches. this was dropped in 1991.
A7M
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Anonymous
Guest
Here in the US, the log head intake manifold smothered the engines and it could not breath very well. I am running one of the original 200 sixes, but would like to modify it with a 200-250 2V head to get more air flow. Know where I can get one?
