Econoline":1xr6q38w said:
I never had that problem with my 250. Had the cam in and out way to many times to
The 250 cam is spaced out an extra two chain links at an angle. Although it has a 392 thou longer crank throw, the cam is spaced out a liile more than that. For sure, both the 250 and 200 engines are interferance engines, but a short deck 200 is more so.
The cam got reworked in the 170 versions for the later longer stoke Fords. On the 200, any variation fron stock con rod or cam machining or timing, wll result in expensive contact. Even timing chain stretch or a rod bolt can take out the whole cam and engine block on a 200 or 250 engine.
JackFish doesn't like it, but back half a dozen years ago, he bought a CS cam with incorrectly cast flanks.
This was the result.
JackFish":1xr6q38w said:
viewtopic.php?t=65908
JackFish":1xr6q38w said:
machined
The Ford 200 six has a problem in six areas
a) the cam to rod and oil pump clearnace area, and
b) needs the best timing chain and a stock profile cam casting or machining to clar the conrods.
c) when timed diffrently, cam to conrod contact is possiable
d) piston skirts. The 90 thou wrist pin offset, slotted skirt HSC piston is a risk as are all slotted skirt pistons. Ford has spent billons researching the rght bore hatching and plateu honing to ensure the oil, bore and piston suit the application. In the old days, sloted piston failue was common in L6 and I6 engines, and engineers would TIG weld the oil cntrol slots up to ensure piston survival. Skirt to recipricating part contact happens after a rod bolt or cam to conrod collision. Its a chicken and egg situation to find out which one happened first.
e) The results of oil drainback and sump inadequacies are that the engine suffers the typical hydraulic cam FE/Boss 302/ Cleveland 351 and 186/202 Holden empty sum syndrom at high rpm. Oil pressure shows up as okay, but the sump is emplty when the oil pump is madly suppling oil to the gallieries. These basic engines became hydraulic lifter engines, but the lifters then supplied too much oil in non hydraulic applications. In addequate drain back then ment a hard charging engine would have all its oil in the rocker cover, and none in the sump. The use of the wrong lifters, and the oil through pushords that the triple carb race 186 and 202 Holden Torana's used on Ford Sixes results in drain back issues. A guy could drown up there in a Ford rocker cover....FE 406, 427, Boss 302 and 351C engines in race environments just side oiled the engine to get drain back.
f) the harness of the distibutor and oil pump hex drive issues
Sump, piston, and cam degreeing becomes critical with the Ford six 200 and 250 more than any other engine.
See
viewtopic.php?f=1&t=72474