Several questions about my 250

[Anonymous]

Hey all.. I recently got my hands on a '70 Ranchero w/ a 250 I6. I have a few questions about some mods I can do.
First, it currently has a 3spd column shift tranny, which has been converted to the floor. Simply for the fact that I'd like to take the thing on the interstate, I'd like to get a 5spd put in. What model tranny should I be looking for? How hard is it going to be to replace?
Second, is it really worth it to replace the old ignition w/ an electronic type? I've heard all the benefits the COMPANIES tell you, but want to hear from the mouth of people who actually know.
Third, are any of the fuel additives around worth using in this car? Specifically, I was thinking about lead substitute, but I'm not sure if it would do any good.
Last, I'm alot more concerned w/ efficiency than horsepower, however getting both at the same time is great - are there any cheap mods I can do?

Thanks all,
Chris

 

[addo]

Welcome to the forum. You've possibly the only car of that type here.
It's a fairly large vehicle for a 250 to push around.

As far as 5-speeds go, because the 250 uses a Windsor bellhousing pattern, you would need a T-5 or Tremec off a Mustang, including the bell. The flywheel has to be zero balance, so either you need a 250 one, or a custom unit. They're readily available - just don't whack a balance weight type on (from an eight) and wonder why it self-destructs.

The best ignition upgrade would be a Duraspark II. Wait until you get your 5-speed working, and have the dizzy recurved to suit the transmission and motor characteristics. This will result in maximum gain for your outlay. All the DIY type distributor add-ons rely on the advance curve being decent to begin with, and the ignition otherwise in healthy shape.

Can't really comment on additives, other than to say it isn't good practice to run the motor on straight unleaded. Also never heard of problems from using the additives to excess!

Regards, Adam.

 

[Lazy JW]

What Addo said. Most folks nowadays prefer some type of upgraded ignition, but if you are diligent about maintaining your breaker point ignition you will be hard pressed to PROVE any advantage in performance. The DS11 is an excellent choice.
Joe

 

[Anonymous]

You've possibly the only car of that type here.
It's a fairly large vehicle for a 250 to push around.

I've got a '69 Ranchero that I'm putting a 250 in (it had a 351w I'm putting in my '68 Stang) that's pretty similar to a '70. I'm doin it so I can have a small truck that gets decent gas mileage.

the 250 was the smallest engine they put in the '69, but get this... they put a 200 in the '68 which is the same body..

 

[SixFoFalcon]

Let me just say that adding a Pertronix ignition (~$50) to my 200 DID smooth out my idle and improve gas mileage. I had replaced the points 10K miles before, and they went to 5#!T in about 8K miles. So the improvements were likely the same as throwing in fresh points, but at least now that's one more maintenance item removed from my car.

Stick around, these guys (and gals) are full of useful info, whether you are trying to impress the V8 drag racing crowd, or if you just want to have a low-maintenance I6 that never skips a beat under daily usage. 8)

 

[Anonymous]

It's a fairly large vehicle for a 250 to push around

i got a 250 in my 4 door monarch and it loves it..gas mileage is awesome..(although i know it would love a big V8 too, but thats not the point)

ignition is definitely a good place to start .. at least a high performance coil. possibly a higher flowing 1bbl carb.

 

[MustangSix]

Since you already have a 250 with a 3spd, a T-5 conversion is fairly easy.

The easiest way to do this is to buy a t-5 adapter plate from Mustangs Unlimited, Modern Driveline, or some other vendor. The t-5 will then just bolt to your existing bell housing and you can use the original clutch and linkage. No other changes required.

You will have to faricate or modify your crossmember to accomodate the 1.25" setback on the T-5 mount. You may also have to shorten the driveshaft an inch.

If you use a 4 cyl t-5, you'll need a special pilot bearing. If you use a V8 t-5, the pilot you have now will work.

The only other issue on a Ranchero may be the T-5 shifter location. The stock shifter on a Mustang is a little far back for early rancheros, but may be ok for a 70. The Falcon guys know best, but the S10 tailshaft housing is supposed to move the shifter forward several inches.

 

[CZLN6]

Howdy Chris:

And welcome to this Forum. Your '70 250 will have a point type distributor that uses both centrifugal (AKA- mechanical) and vacuum advance. This is an improvement over '66 and earlier vacuum only, Load-A-Matic type distributors. YOu could benefit from either a Petronix conversion or concerting to a Duraspark II system. You will notice a smoother idle, no more points to mess with and likely better mileage.

Your carb is a Carter RBS, easily identified by the promenant fuel bowl on the front of it. It is a good carb, but somewhat weak in the accelerator pump and susceptable to dirt and performance deteriorates rapidly. Regular filter maintainance and rebuilds are a good idea to maintain good performance. Maintain your climatic control air intake and cleaner system. It is one of Fords better ideas.

You didn't say how many miles are on the engine, but typically additives are not necessary for low rpm, low performance use. Rather than spending your money to buy additives you might start saving for a later model head and getting it rebuilt so when it is time for a valve job you can simply swap heads. '78 and later 200/250 heads will have larger intake valves and hardened seats. During the rebuild include mill the new head to compensate for the head gasket thickness difference and for an increase ing CR and enjoy. Be sure to specify a three angle valve job. All of this will give you a more efficient engine.

My recommend on the T5 is to go with a V8 type for a little higher street gearing in low and second. With a 250, you'll have the torque to enjoy the difference.

For efficiency try increasing the initial advance by 5 degrees over stock specs. And when it's time to replace your muffler go with a freer flowing turbo type.

Adios, David

 

[Anonymous]

thanks for all the help guys.. I've posted to the suspension forum to hopefully get some more specific advice on the tranny swap. Any other advice? If the choice had to be made, tell me: Pertronix or DS2?? Also, has anyone seen complete exhaust kits (at least headers back, preferably w/ headers and all) for these cars? I'm trying to avoid having to get it custom..
Thanks

Chris

 

[Asa]

DSII or Petronix is a big argument here, i'm not sure if anyone has ever proved that one is better than the other, so i'd say to look at what is easier, and cheaper, and go with that one
me, i think i'll go with DSII, don't ask me why though, it sounds better for some reason....

i'm not sure if it will fit your bodystyle, but check out Mike's page at www.fordsixparts.com he's got headers for the small six, as far as i know though, no one makes a full kit
i do believe that MustangGeezer went the el-cheapo route and bought a V8 kit for his mustang and just had one of the pipes bent so that it would fit correctly, it might be an option for 'Chero

and welcome to the site!

 

[SixFoFalcon]

The Pertronix Ignitor II is another option. From what I understand, it is similar to the original Pertronix, but it has a microprocessor that adjusts dwell time for better high-rev operation. This is sorta like getting a Pertronix and an MSD spark control box in one. I won't claim that the Pertronix Ignitor II does everything that the MSD can do for you, but that's only b/c I don't know much about either one.

Hopefully, someone else here can elaborate... or you can check out http://www.msdignition.com/ignition_4.htm and http://www.pertronix.com/ignition_products/ignitor_2.htm and draw your own conclusions.

 

[Lazy JW]

If you aren't PROFICIENT at filing and setting points, it will be hard to beat a Pertronix conversion for your existing distributor, IF the distributor is in good shape to start with. If the distributor is worn out, a rebuilt DS11 would give the most bang for the buck. I'm beginning to feel that there are precious few of us left that can properly maintain points, and fewer still that care to keep a vintage automobile.....VINTAGE 8)
Joe