Crossflow on Inline 200....

[Anonymous]

I just read the article on the 250 Crossflow head slapped on the 200 engine, and now I want to do this to my inline 6. Can anyone give me any tips? What parts work better, what all do I need to do this, etc. Any advice will help.
Thanks

 

[Anonymous]

First you need a crossflow head from OZ. You also need the Oz headgasket, cam, intake and exhaust manifold, rocker arms and carb adaptor.

As far as I know Jack is the only one who has actually done this. I think alot of the guys are waiting for him to work out all the bugs and run his for a while before they do theirs.

Welcome to the board!!

 

[MustangSix]

I am still working on a manifold and carb combination that will clear the distributor. So far, only the motorcycle carbs have fit and that is not a viable solution for most street cars. There is no readily available manifold that doesn't hit the distributor post and there is no crab style cap that fits. I am in the process of building a DIS ignition to eliminate the dizzy, but that's not practical for most.

The head has a lot of HP potential on a 200, but is not easy.

 

[CobraSix]

Jack, why not go with this:

http://www.electromotive-inc.com/products/hpx.html

Just modify the dizzy so you can cut the top off and still turn the oil pump. YOu can even put the position sensor on the dizzy so you can run the timing there instead of from the crank.

Slade

 

[MustangSix]

I looked at the HPX and the answer to "why not" is $540.00 for the basic system, plus the trigger wheel and brackets.

I have gathered all the parts for the Megajolt EDIS for about $100. I'm going to use the trigger wheel, sensor, EDIS, and coil pack from a 4.0 Explorer along with the home made Megajolt module. I'll be able to program the advance curve with my laptop.

I can cut the top off a distributor and use the lower section of the shaft to drive the pump.

 

[CobraSix]

you cheap bastard...

See, I have no programing ability, so I need something already done for me.

Slade

 

[Anonymous]

Boys, why don't you just import whole engines from Oz?

They were produced here in the 1000's and I'm sure would be cheap to buy from the wreckers.

 

[CobraSix]

2 main reasons:

1) Shipping costs.

2) The xflow block isn't the same as the 200, so we'd have to import and use Aussie parts, which means if something broke, your car would be OOC for a few months. Using a 200 block, you can still use standard US parts on everything but the head.

Slade

 

[Anonymous]

Ah ha, but you could import them by the truck load.
I mean to say I figure from 77 to 88 they would have built approx 700,000 of these engines in their various forms. Why not import two or three and use them as spares?

 

[MustangSix]

It's a great engine and very inexpensive to buy as a rebuildable core, but everything has to be imported from Oz. The only parts that are interchangeable between an Oz 200/250 and the US version are the rod bearings and the US 250 water pump.

The most problematic difference is the transmission mounting face. There are no US transmission bellhousings that will bolt to those engines. You must also import those bells as well and then adapt them to your car.

In the end, the logistics gets to be too much to justify. That's why if you could adapt a really good head to the US bottom end, it makes sense from our perspective on this side of the pond.

 

[addo]

Yes, perspective as you say:

65-66 Roof rail seals suit Mustang, $27.95 @ Mustangs Plus.

65 Falcon HT roof rail seals, AUD$600 down here.

We have a very different outlook on practicality, cost, convenience. Here these vehicles are not first cars for teenagers, or a now and then type project, but an expensive, ongoing hobby. The people who plan are the ones who maximise their enjoyment when the time is efficiently invested. That's really where comments like mine (and possibly Mark's) originate, and why places like the Rod Shop and Geoff Dellow's are thriving.

 

[Anonymous]

Jack, I hear what your saying about replacement parts for a crossflow in the US but I'm not real sure if it is as big of a deal as most people think. I am planning on having one by the end of summer and I have debated it back and forth. I think if you have a couple spare gasket sets, a spare diz, mount a carb that was used in the US, a couple fuel pumps etc you could handle just about any break down. Having a spare "parts" engine would handle any other odd needs. I assume belts, hoses and things like that are available in the US with a little trial and error.

I am under the impression that the crossflow C4 bell will bolt right on to my C4 with no mods and adaptors needed. Unless I'm missing something?

I know it will be a little bit of a PITA to manage an engine that was only used on the other side of the earth, but a small price to pay to have one of the only ( maybe the only?) 68 mustang 250 crossflow in the US. LOL

 

[xctasy]

You are correct, Spyke. The US case fill C4 bolts to the case fill cast iron Aussie bell housing from the cross-flow. As long as the ring gear is 160 tooth, and the starter is the Aussie one, and the torque converter has the right bolt spacing for the Aussie flexplate.

After all, the transmission was a US import into Australia.

The key is also weight. The 3.9/4.0OHC engines are almost 540 pounds, the US 200 is about 385 pounds. The DOHC 4.0 is even heavier. The OHC block still doesn't have a SBF bellhousing, so yet again you need a special adaptor or stock T5 bellhousing to fit US transmissions.

Then the smartlock, transmission controller, distributorless ignition, and issues with the space limitations on some EFI intakes.

 

[CobraSix]

heck, at those weights, you might as well go to a 302...it weights about the same.

Slade

 

[Anonymous]

I have not considered the weight issue I find it hard to believe.....

I always assumed that because the crossflow head weighs less then the 200 log head and the engines are about the same size, that weight is not an issue.

Does this mean that in order to swap to a crossflow, you would need to do all the V8 suspension mods for the extra weight?

 

[MustangSix]

The key is also weight. The 3.9/4.0OHC engines are almost 540 pounds, the US 200 is about 385 pounds. The DOHC 4.0 is even heavier.

The Crossflow hybrid I put together comes in at about 345lbs complete with intake, carbs, and headers, but without oil and water. I weighed all the components as I put it together.

I find it hard to believe that the DOHC is that heavy, even counting all the ancilliaries . I would have guessed 440lbs.

 

[Asa]

I always assumed that because the crossflow head weighs less then the 200 log head and the engines are about the same size, that weight is not an issue.

you assumed correctly, and Jack's figures back it up
it makes sense that an aluminum head weighs less than a cast iron one of approxiametly the same dimensions

plus, X was talking about the overhead, and dual overhead cam versions of the I6's