ENGINE SELECTION ADVICE PLEASE

[L6]

As indicated in an earlier post I intend to use a carburetted inline six in a project car next year. Cost is an important consideration in choosing parts.

The XA-F 250 is appealing because they are quite cheap. XF seems the best choice with better balanced crank, longer duration cam, and larger valves, --but will entail some homework with a die grinder on the head chamber.

An engine of this age will probably require a full rebuild, ---so there is the inclination to fit 200 rods with ACL pots, but the price is starting to creep up.

I would like to use a T5 gearbox, however the T5/250 bell housing will attract a premium of $200-$300.

Now I am wondering if it might be cheaper in the end to grab an E series or even an AU which will cost more to buy than the 250, but being younger and fuel injected will probably not require a full rebuild. I am using 2" SU carbs so would not require the computer or associated wiring. Also the T5 will bolt right up without the high priced bell adding to the savings.

Any thoughts on this please.

.

 

[addo]

Is this for racing, or a keeper? The way you build it, might vary based on durability or gross output. Looking at some regular crossflow issues:

One cheaper way around the T-5 box is scrounging up a Celica/Supra kit complete. New, these are close on two gorillas, but secondhand, about $700-900 with almost all the bits in usuable condition.

Or - buy a Toploader bellhousing and use a generic Toploader / T-5 conversion plate. Again, cheaper than a T-5 bellhousing.

From memory, the nice ACL 250 pistons are about $450/set with file-fit rings. Can't see too many happy compromises there...

If you do go this way, I have standard size cam, rod and main bearings plus an alloy water pump new and gathering dust...

Vs the OHC:

These are starting to tempt me. Cheap enough, common, and in steel-sumped versions reasonably adaptable. One note is that I've seen a whole lot of ignorant head swaps on these; exchange heads of the wrong type going on. So, buy carefully or you may end up with another head reco needed. An SU powered version would be very Pommy.

What are your space and cooling limitations?

 

[L6]

Is this for racing, or a keeper? The way you build it, might vary based on durability or gross output.

This is where it all started.
http://fordsix.com/forum/viewtopic.php?t=25917


So you can see this is quite a flippant project where order of importance is cost, durability then power. But you know how it is "too much power is never enough".

 

[xdee]

Hey Peter, I'm sorry I never got back to you but I have been so damn busy and Addo has had me running around as well
I have 2 XF T5 bells at the moment, and yes they sell for the sort of dollars you mentioned. When I did the OHC conversion on my car, I kept the crossflow bell and I also did a complete T5 kit swap for an auto conversion. I'd like to keep that kit complete but you are welcome to the bell if you decide to go the crossflow route. How's 50 smackers sound. It would have to be cheaper to buy and rebuild a crossflow than an OHC.

 

[L6]

Hey Peter, I'm sorry I never got back to you but I have been so damn busy.

Hey, don't worry about that I know what it is like. Seems only moments ago I was hanging up the new calendar for 2005, now we are into October and three quarters of the year has gone!

you are welcome to the bell if you decide to go the crossflow route. How's 50 smackers sound. It would have to be cheaper to buy and rebuild a crossflow than an OHC.

Since writing the post I have been thinking about this, and realise the later motors are a no-go in this application. I want road reg and that is not possible using a motor which does not carry the full emission equipment fitted at the time of original registration. That will not be difficult with the crossflow, but a motor which was only ever available injected will not get past first base with a carb.

I will jump at the bell, please PM an address I can send the $.