Engine numbers for xflow
- Thread starter MRJLB84D
- Start date
200 is less than 3½" stroke, 250 almost 4".
A
Anonymous
Guest
Aren't the blocks wider on the Xflow v's the non cross flow.
I thought there was a difference in the water galleries or something?
I thought there was a difference in the water galleries or something?
Top photo shows how the x-flow block is like 178 mm wide, and the non-cross flow head is only 152 mm wide. Fits right on, but there is an awefull mistmatch. It's much wider to allow for the splayed pushrods used on the x-flow head. See the 12 mm of lip where the pushrods go on the X-flow? There's 14 mm on the other side too!
The second is one of the many x-flow blocks I've had laying around. This shows the expansive block deck used to improve the head seal which was always a little suspect under hard run log head engines
The third is the X-flow head gasket on the non-cross flow block. This shows the water galleries are swapped. On the X-flow, the water flows around the the exhast valves from the true right of the block (as viewd from the drivers seat). On the log head, water is from the true left. The oil galleries are similar but not the same, there are no bypass holes on the front of the block, but the back of the block has the same water galleries. The front and rear pushrod holes are similar, but the intermediate ones are all splayed out.
Forth is the the basic non cross-flow block itself. The two front by pass holes, the true left water supply holes.
Go and look at Jack Collins JC-X flow modifications in the tech pages. Ford sure made a bunch of mods to carry those 351C/460-style heads on the narrow old non-cross flow block.
Here is the log head on the X-flow block. Nothing fits well because its so narrow. Putting an x-flow head on an unmoddified non-cross-flow block has the same problems.
The stock X-flow block is so wide, the stock log head exhast won't bolt on. The head bolts are over 20 mm taller too.
The last example is the log head gasket on the cross-flow block. Lots of changes there, hugh?
The second is one of the many x-flow blocks I've had laying around. This shows the expansive block deck used to improve the head seal which was always a little suspect under hard run log head engines
The third is the X-flow head gasket on the non-cross flow block. This shows the water galleries are swapped. On the X-flow, the water flows around the the exhast valves from the true right of the block (as viewd from the drivers seat). On the log head, water is from the true left. The oil galleries are similar but not the same, there are no bypass holes on the front of the block, but the back of the block has the same water galleries. The front and rear pushrod holes are similar, but the intermediate ones are all splayed out.
Forth is the the basic non cross-flow block itself. The two front by pass holes, the true left water supply holes.
Go and look at Jack Collins JC-X flow modifications in the tech pages. Ford sure made a bunch of mods to carry those 351C/460-style heads on the narrow old non-cross flow block.
Here is the log head on the X-flow block. Nothing fits well because its so narrow. Putting an x-flow head on an unmoddified non-cross-flow block has the same problems.
The stock X-flow block is so wide, the stock log head exhast won't bolt on. The head bolts are over 20 mm taller too.
The last example is the log head gasket on the cross-flow block. Lots of changes there, hugh?
A
Anonymous
Guest
xtaxi
Ive been sitting my Cast Iron crossflow head on top of the old non crossflow block still in my TD Cortina trying to work our where it will all sit once the crossflow block is fitted to the car. I did not realise the head extended 12mm over the block on the pushrod side of the head.
Thanks Tim
Ive been sitting my Cast Iron crossflow head on top of the old non crossflow block still in my TD Cortina trying to work our where it will all sit once the crossflow block is fitted to the car. I did not realise the head extended 12mm over the block on the pushrod side of the head.
Thanks Tim
As addo said in French, Oui, monsieur. in Ausralian, y-air ma-yte
Every overhead valve Falcon six from 1966 to 1993 had the same bellhousing pattern.
Every overhead valve 250 or 4.1 Falcon six from 1971 to 1993 had the same crank flange pattern, ensuring total flywheel or flexpate interchangability.
No worries there.
2 million Falcons, 22 to 27 years without a change.
Oh, and the cross flow head can fit the non-cross flow block. Just follow all Jack Collins modifcations from the tech section. Don't weld it, just use expoxy to chemically weld a 515 mm long, 25 mm deap, and 12 mm steel strip to the camshaft side of the block, and dilligently follow the process Jack has documented. X-flow cam, renew the stock 250 double row timing chain, x-flow head bolts, simple water gallery changes, and it is dead easy to do on an Aussie 250 pre-crossflow. It's just that the block has to be redecked, and is easier and cheaper to just use the XC to XF ones rather than mess around.
If there were rego and ADR's to prove, then maybee it would be worth doing it, but XA Falcons don't have any regs to comply with asside from brakes, steering, glass and seat belts.
Every overhead valve Falcon six from 1966 to 1993 had the same bellhousing pattern.
Every overhead valve 250 or 4.1 Falcon six from 1971 to 1993 had the same crank flange pattern, ensuring total flywheel or flexpate interchangability.
No worries there.
2 million Falcons, 22 to 27 years without a change.
Oh, and the cross flow head can fit the non-cross flow block. Just follow all Jack Collins modifcations from the tech section. Don't weld it, just use expoxy to chemically weld a 515 mm long, 25 mm deap, and 12 mm steel strip to the camshaft side of the block, and dilligently follow the process Jack has documented. X-flow cam, renew the stock 250 double row timing chain, x-flow head bolts, simple water gallery changes, and it is dead easy to do on an Aussie 250 pre-crossflow. It's just that the block has to be redecked, and is easier and cheaper to just use the XC to XF ones rather than mess around.
If there were rego and ADR's to prove, then maybee it would be worth doing it, but XA Falcons don't have any regs to comply with asside from brakes, steering, glass and seat belts.
ZC-Cruiser
Well-known member
Hey, XTaxi, do you know the weights for Log-Head, 2V, Steel Crossflow and Alloy crossflow engines?
Yes, from Wheels, Street Machine and 'XP Your Friend in the shed' website. Converted in to kilograms.
OHC Multipoint engines are about 245 kilos.
XE to XF Alloy Head EFI x-flow, 244 kilograms.
XD to XF Alloy Head I and II carby x-flow, 218 kilos
XC to XD Cast Iron 1-bbl x-flow, 241 kilos.
XY to XB 200/250, 210 kilos (estimated by deck height)
XT 188/221 190 kilos (estimated by deck height)
XR 170/200, 175 kilos
XK to XM 144-170, 166 kilos
OHC Multipoint engines are about 245 kilos.
XE to XF Alloy Head EFI x-flow, 244 kilograms.
XD to XF Alloy Head I and II carby x-flow, 218 kilos
XC to XD Cast Iron 1-bbl x-flow, 241 kilos.
XY to XB 200/250, 210 kilos (estimated by deck height)
XT 188/221 190 kilos (estimated by deck height)
XR 170/200, 175 kilos
XK to XM 144-170, 166 kilos
