Falcon/Cortina engine s the difference?
- Thread starter kemdell
- Start date
Any post 1972 and pre 1985 blocks had facility for a Cortina/Bronco F150 dipstick location. They got stamped for the Standard dealer order, and then drilled up for the order. You can redrill a pre 72 and post 86 block, but its not easy because the casting is full of other engine number or die stamps. Some of the Ford plant technicians must have loved making shoving X's on the core boxes.
After 1985, the Cortina dip stick boss disapeared on the block. The destination of the block was decided at the Geelong assembley plant, and if you check the sticky on engine numbers, you can see if its was orignially F150, Cortina, Transit or any of the X-shell Fords (Falcon, Futura, Fairmonts, Fairlane or LTD).
One note. The later 1970 on block is about 10 inches wide, and the much earlier, lighter and smaller 200 and 221 engines are not able to be dumped in unless you weld the later Cortina sump to the standard 200/221 item. Although similar to TC and TD 200/250's, everything in the earlier block is down sized. There is about 60 to 80 pounds less metal, they are 0.5 or so narrower, and 1 to 1.6" shorter in both length and height.
After 1985, the Cortina dip stick boss disapeared on the block. The destination of the block was decided at the Geelong assembley plant, and if you check the sticky on engine numbers, you can see if its was orignially F150, Cortina, Transit or any of the X-shell Fords (Falcon, Futura, Fairmonts, Fairlane or LTD).
One note. The later 1970 on block is about 10 inches wide, and the much earlier, lighter and smaller 200 and 221 engines are not able to be dumped in unless you weld the later Cortina sump to the standard 200/221 item. Although similar to TC and TD 200/250's, everything in the earlier block is down sized. There is about 60 to 80 pounds less metal, they are 0.5 or so narrower, and 1 to 1.6" shorter in both length and height.
TCSTEVE
Well-known member
So do the earlier blocks and heads interchange with the post 72 stuff?
Also after reading the Fordsix bible im a little confused. Is it only US 200 bl;ocks which have a shorter deck than the 250s?
Ive got a stock 200 motor and a 250 crank. wasnt looking at the 200 rod swap but i do have the bits, so is my 200 block suitable?
Its out of an old ladys TC which recieved a 302. Win for me cos i got the 200 for free
Also after reading the Fordsix bible im a little confused. Is it only US 200 bl;ocks which have a shorter deck than the 250s?
Ive got a stock 200 motor and a 250 crank. wasnt looking at the 200 rod swap but i do have the bits, so is my 200 block suitable?
Its out of an old ladys TC which recieved a 302. Win for me cos i got the 200 for free
The 1964 to 1984 US 200 IS 7.803" tall from crank to head. Aussie and US 200 blocks were the same until 1966.
From then on, the Aussie 200's put on weight. Another 20 pounds came from the bigger bellhousing flange. After 1966, they got 160 teeth flywheels and 9.125 to 9.25" clutches. The starter motor was positoned further out. There was no Aussie 200 from 1968 to 1970.
When it reapeared in the 1971 or 72 Falcons, it was over 50 pounds heavier than the 1966 200. Aussie 200's and 250 now shared the same 9.38" tall block. Like the 302C and 351C, it was really just the rods and crank that differed, and Ford saved big time on having one engine block which could suddenly gain 50 cubes with just a rod and crank change.
Compared to a 1971 to 1975 Aussie 200, the US 200 is 1.577" shallower, and 0.5" narrower at the crank case, and most have a tiny bellhousing suitable for a tiny 8.5" clutch and 132 or 136 tooth flywheel. 385 pounds verses about 470
In my opinion, this was a big mistake, because a US 200 is something like 385 pounds ringing wet, and has a much lower centre of gravity. The 302 V8 4V engine is about 470 pounds, 12 pounds lighter than a 250 X-flow, and the DA 72 Aussie 200 and 250 Log was about 430 to 450 pounds, depending on who's data you use.
From then on, the Aussie 200's put on weight. Another 20 pounds came from the bigger bellhousing flange. After 1966, they got 160 teeth flywheels and 9.125 to 9.25" clutches. The starter motor was positoned further out. There was no Aussie 200 from 1968 to 1970.
When it reapeared in the 1971 or 72 Falcons, it was over 50 pounds heavier than the 1966 200. Aussie 200's and 250 now shared the same 9.38" tall block. Like the 302C and 351C, it was really just the rods and crank that differed, and Ford saved big time on having one engine block which could suddenly gain 50 cubes with just a rod and crank change.
Compared to a 1971 to 1975 Aussie 200, the US 200 is 1.577" shallower, and 0.5" narrower at the crank case, and most have a tiny bellhousing suitable for a tiny 8.5" clutch and 132 or 136 tooth flywheel. 385 pounds verses about 470
In my opinion, this was a big mistake, because a US 200 is something like 385 pounds ringing wet, and has a much lower centre of gravity. The 302 V8 4V engine is about 470 pounds, 12 pounds lighter than a 250 X-flow, and the DA 72 Aussie 200 and 250 Log was about 430 to 450 pounds, depending on who's data you use.
TCSTEVE
Well-known member
Cheers X.
Ive read through the bible a few times and questioned this everytime.
Looks like my virgin 200 block is gonna get stroked, hopefully not too hard or it might get messy
Is there anything that might catch me out using a 250 crank and 200 rods ?
Ive never built a motor before, only put a few stockys back together so this is the baby im gonna do. Got a 350 holley, mild cam and a dremel ready to go so im looking for a lot of torque from it.
I dont want to open the ports to much for a low down torquey motor do I?
Also would a carby spacer give me more low end or top end?
Cheers Steve
Ive read through the bible a few times and questioned this everytime.
Looks like my virgin 200 block is gonna get stroked, hopefully not too hard or it might get messy
Is there anything that might catch me out using a 250 crank and 200 rods ?
Ive never built a motor before, only put a few stockys back together so this is the baby im gonna do. Got a 350 holley, mild cam and a dremel ready to go so im looking for a lot of torque from it.
I dont want to open the ports to much for a low down torquey motor do I?
Also would a carby spacer give me more low end or top end?
Cheers Steve
A
Anonymous
Guest
They have different sump oil pickups too. The engine in the Transit when we got it was an ex Corty 200, and when we stuck another motor in it we had to swap the pickup.
My brother did the swapping, and left out the gasket, so the motor couldn't suck oil.
Then it was time to look for another motor.................
My brother did the swapping, and left out the gasket, so the motor couldn't suck oil.
Then it was time to look for another motor.................
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