header with a/c?
- Thread starter 79granada
- Start date
Yes, it can be done, but there were two types over the years, and 250 is different to 200, even though the headers are usually a one size fits all design. You have to see where the air pump is, then see if you can clear the low mount a/c unit used on L and C-code 250's.
First was York/Tecumseh upright (later branded as Motorcraft)
Second was the Fridgidaire A6
Third option, are Sanden retro fit for the York/Tecumseh and found standard in later Australian Ford Falcons/Fairmonts/Fairlanes/LTD's
The easiest to shift from any header system is the octangonal 8 bolt plate York/Tecumseh. The Frigidaire Type A6 is more likely to collide with the header, and is most likely hardest to move away. Headers do take up more space.
Type 1 : The stock York/Tecumseh 1969-1979 T-code X-shell and S-shell(Fox) and 1980 to 1983 B-code 200/ 3.3 six system pretty well locked down. Its the same as these (82 Granada 1st two, Mustang 2nd one):
Type 2: X-shell for US 250 up to 1970.5 to 1980. This is a Monarch 4.1, last year made. Typical of Fords engineering, they swapped air pump and a/c positions between the Fox body and X-cars. Early 4.1 and 250's generally followed the V8 York or Techumsehr air con pump position on drivers side, but from 1976, a Frigidaire Type A6 low mount passenger side air con unit was used.
L-code 250's (1968-1979) and C-code 4.1's (1980-1981) were interesting in that Ford did some major A/C and air pump changes in the X-shell and later full frame Torino bodies it sat in. You can mix and match bits, but both 3.3's and 4.1's need massaging to fit headers.
With the air pump gone, here is what the long low mount L-code Frigidaire Type A6 a/c pump is like
The earlier X-shells ran a 200 style York/Tecumseh A/c pump, shorter than the Frigidaire Type A6, but mounted high on the passenger side like in the S-shell Fox bodies. If you were able to swap to the harder to find 1970.5 Falcon and earlier Maverick 250 ancillary set-up, you'll gain the space you seek.
First was York/Tecumseh upright (later branded as Motorcraft)
Second was the Fridgidaire A6
Third option, are Sanden retro fit for the York/Tecumseh and found standard in later Australian Ford Falcons/Fairmonts/Fairlanes/LTD's
The easiest to shift from any header system is the octangonal 8 bolt plate York/Tecumseh. The Frigidaire Type A6 is more likely to collide with the header, and is most likely hardest to move away. Headers do take up more space.
Type 1 : The stock York/Tecumseh 1969-1979 T-code X-shell and S-shell(Fox) and 1980 to 1983 B-code 200/ 3.3 six system pretty well locked down. Its the same as these (82 Granada 1st two, Mustang 2nd one):
Type 2: X-shell for US 250 up to 1970.5 to 1980. This is a Monarch 4.1, last year made. Typical of Fords engineering, they swapped air pump and a/c positions between the Fox body and X-cars. Early 4.1 and 250's generally followed the V8 York or Techumsehr air con pump position on drivers side, but from 1976, a Frigidaire Type A6 low mount passenger side air con unit was used.
L-code 250's (1968-1979) and C-code 4.1's (1980-1981) were interesting in that Ford did some major A/C and air pump changes in the X-shell and later full frame Torino bodies it sat in. You can mix and match bits, but both 3.3's and 4.1's need massaging to fit headers.
With the air pump gone, here is what the long low mount L-code Frigidaire Type A6 a/c pump is like
The earlier X-shells ran a 200 style York/Tecumseh A/c pump, shorter than the Frigidaire Type A6, but mounted high on the passenger side like in the S-shell Fox bodies. If you were able to swap to the harder to find 1970.5 Falcon and earlier Maverick 250 ancillary set-up, you'll gain the space you seek.
One set up that trumps all others for the 250 is the adaption of the EFI 4.9 serpentine drive.All power options with room for headers,air pump, a/c, p/s, tensioner and no water pump, just and idler where a reverse water pump might have been.
http://repairguide.autozone.com/znetrgs ... 0723c9.gif
On f150forum.com, the EFI set up comprises just a passenger side low mount air pump, then 3G alternator, tensioner, drivers side Ps and an A/C unit which was optional. There is a common EF and EL Falcon balancer which allows the whole set up to blend into a US 200, or the stock 4.9 balancer for the 250.
The pictures are from page 3 and 4 of the above forum
http://www.f150forum.com/f13/fuel-injec ... 11/index3/
http://www.f150forum.com/f13/fuel-injec ... 11/index4/
The water pump can be eliminated, and replaced with an EWP Davis Craig set up, and an idler gear added where the water pump was. Balldrick, CYCO250 from Xford forums, and our and73greenmachine have done it.
Takes a bit of nutting out, but the parts are perfect for our small sixes as well as the 240/300
http://repairguide.autozone.com/znetrgs ... 0723c9.gif
On f150forum.com, the EFI set up comprises just a passenger side low mount air pump, then 3G alternator, tensioner, drivers side Ps and an A/C unit which was optional. There is a common EF and EL Falcon balancer which allows the whole set up to blend into a US 200, or the stock 4.9 balancer for the 250.
The pictures are from page 3 and 4 of the above forum
http://www.f150forum.com/f13/fuel-injec ... 11/index3/
http://www.f150forum.com/f13/fuel-injec ... 11/index4/
The water pump can be eliminated, and replaced with an EWP Davis Craig set up, and an idler gear added where the water pump was. Balldrick, CYCO250 from Xford forums, and our and73greenmachine have done it.
Takes a bit of nutting out, but the parts are perfect for our small sixes as well as the 240/300
The other thing is that the 250 Classic Inlines engine and head combination 73GreenMachine has made is perfect for an F150 4.9 EFI throttle body, eliminating the hood clearance issues all the 250 engines have in cars with shallows hoods (especially the Mustang 68-73 X-shells and Fox body Fords).
The serpentine drive would be the icing on the cake.
The serpentine drive would be the icing on the cake.
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