A
Anonymous
Guest
What are the differences between a 200/250 U.S. block and a 200/221/250 Oz block?
Thanks guys.
Christopher Harris
Thanks guys.
Christopher Harris
Easy one, mate!
1.First blocks from 1960 to 1964.5 were the same as the US ones. 144, 170, 200. Then the first seven bearing numbers got a Borg Warner auto and manual gearbox pattern to use local Chrylser Slant and Ford Austrailan tooling. So, every Austrailan Ford engine, from the first seven bearing number, the 170, the 200, the medium deck 188 and 221, the tall deck 200 and 250, from 1966 to 1993, were all Aussie specific four bolt bell housings with high mount starters.
2.Unless you get the Aussie C4 bellhousing, Toploader 4-speed bellhousing, or get an Aussie Toyota, T5, or single rail or Borg Warner 35, 40, or 55 trans to go with it, it'll not go onto the stock US transmissions.
3. The 144/170 and 200 oil pans from 1960 to 1965 are the same as the US ones. The 188 and 221 differ, the post 1970 to 1993 200 and 250's, wether Log, 2V or X-flow, differ from the US 200 and 250 in width. The rest isn't an issue. The hard postions of the engine mounts are the same as the 200, , never changed from 1960 to 1993, and the block widths differ, but arent an issue at all. Oil pumps are the same.
The deck heights differ a little. A 7.803" for the 144, 170 and 200. Cam drive is 25 link Morse chain. Oil pumps are the same.
4. A 8.425" deck for the 188 and 221 (Same as the Argentine 188 and 221). This has the 26 link chain, to allow the cam to avoid hitting the 3.46" stroke crank of the 221. The cam gear is the stock US 38 tooth item, which is 15mm wide. All pre crossflow Aussie engines are the same as the US in this regard. The rods interchange with the Argientine ones, and are 5.37 on the 188 (which has a Maverick 170 seven bearing crank), and 5.14" on the 221. Main bearings are 2.3", just like the Aussie and US 200. Crank flange is 3.31", and has a six bolt, 2.75" Pitch centre diameter crank. Oil pumps may differ to the US 200's, and cam bearings differ too.
5. The post 1970 200s and 250's used a halfway house block which is not a US 250, and not a 188 or 221. It has the bigger 2.4" mains, a 26 link Morse chain to allow for the cam to sit higher in the block to avoid the crank hitting the 3.91" stroke. The cam gear is the stock US 38 tooth item, which is 15mm wide. All pre crossflow Aussie engines are the same as the US in this regard. Crank flange is 3.62", and has a six bolt, 3.00" Pitch centre diameter crank, just like all 221/260/289/300/302/351 small blocks, and 240/250/300 I6's.
6. The Cross flow has the same cam architecure as the 188 and 221, but the Morse chain is 21 mm wide, not 18 mm wide. The 38 tooth cam gear and the 19 tooth timing gear on the crank is a different width to suit. The later 1976 to 1993 crossflows have these beafed up chains to suit the loads imposed by the heavier sprung canted valve head. They don't retrofit unless you make up a special 18 mm 19 tooth crankshaft gear. The stock non-cross flows are about 15 mm wide, to suit the 18 mm chain.
7. The deck height on the 200 and 250 found in the post 1971 cars is 9.38", the same as the 2.5 HSC, but 90 thou shorter than the US 250. Con rods for the 250 are the same as the US one, but the 200 conrods are 6.27", not 5.88". Crank flange is 3.62", and has a six bolt, 3.00" Pitch centre diameter crank, just like all 221/260/289/300/302/351 small blocks, and 240/250/300 I6's.
8. Aussie tall deck 200s and 250's have a different, narrower crank thrust bearing, main bearings differ in minute ways. The Aussie 200's and 250's have a 10 mm shorter oil pump drive to the US 250. Oil pumps differ, and the cam chain, crank gear, cam spacing in the block, crank snout diameter and pushrod lengths all differ to the US 250. The diameter of the distributor shaft is differnent. The X-flow had an upgraded oil pump, not the same as the 250 US pump at all.
Hope that helps.
The bellhousing pattern is being tended to by guys in this forum.T5's and C4's will fit up with the right parts. The US V8 gearboxes can be made to fit with the info from the Driveline forum. The other differences are easily worked through, as there were over 2 millions engines put into circulation in Aussie, New Zealand, with a handfull going to areas like Britian and South Africa too. Parts avaliablity is more or less total through the model years.
1.First blocks from 1960 to 1964.5 were the same as the US ones. 144, 170, 200. Then the first seven bearing numbers got a Borg Warner auto and manual gearbox pattern to use local Chrylser Slant and Ford Austrailan tooling. So, every Austrailan Ford engine, from the first seven bearing number, the 170, the 200, the medium deck 188 and 221, the tall deck 200 and 250, from 1966 to 1993, were all Aussie specific four bolt bell housings with high mount starters.
2.Unless you get the Aussie C4 bellhousing, Toploader 4-speed bellhousing, or get an Aussie Toyota, T5, or single rail or Borg Warner 35, 40, or 55 trans to go with it, it'll not go onto the stock US transmissions.
3. The 144/170 and 200 oil pans from 1960 to 1965 are the same as the US ones. The 188 and 221 differ, the post 1970 to 1993 200 and 250's, wether Log, 2V or X-flow, differ from the US 200 and 250 in width. The rest isn't an issue. The hard postions of the engine mounts are the same as the 200, , never changed from 1960 to 1993, and the block widths differ, but arent an issue at all. Oil pumps are the same.
The deck heights differ a little. A 7.803" for the 144, 170 and 200. Cam drive is 25 link Morse chain. Oil pumps are the same.
4. A 8.425" deck for the 188 and 221 (Same as the Argentine 188 and 221). This has the 26 link chain, to allow the cam to avoid hitting the 3.46" stroke crank of the 221. The cam gear is the stock US 38 tooth item, which is 15mm wide. All pre crossflow Aussie engines are the same as the US in this regard. The rods interchange with the Argientine ones, and are 5.37 on the 188 (which has a Maverick 170 seven bearing crank), and 5.14" on the 221. Main bearings are 2.3", just like the Aussie and US 200. Crank flange is 3.31", and has a six bolt, 2.75" Pitch centre diameter crank. Oil pumps may differ to the US 200's, and cam bearings differ too.
5. The post 1970 200s and 250's used a halfway house block which is not a US 250, and not a 188 or 221. It has the bigger 2.4" mains, a 26 link Morse chain to allow for the cam to sit higher in the block to avoid the crank hitting the 3.91" stroke. The cam gear is the stock US 38 tooth item, which is 15mm wide. All pre crossflow Aussie engines are the same as the US in this regard. Crank flange is 3.62", and has a six bolt, 3.00" Pitch centre diameter crank, just like all 221/260/289/300/302/351 small blocks, and 240/250/300 I6's.
6. The Cross flow has the same cam architecure as the 188 and 221, but the Morse chain is 21 mm wide, not 18 mm wide. The 38 tooth cam gear and the 19 tooth timing gear on the crank is a different width to suit. The later 1976 to 1993 crossflows have these beafed up chains to suit the loads imposed by the heavier sprung canted valve head. They don't retrofit unless you make up a special 18 mm 19 tooth crankshaft gear. The stock non-cross flows are about 15 mm wide, to suit the 18 mm chain.
7. The deck height on the 200 and 250 found in the post 1971 cars is 9.38", the same as the 2.5 HSC, but 90 thou shorter than the US 250. Con rods for the 250 are the same as the US one, but the 200 conrods are 6.27", not 5.88". Crank flange is 3.62", and has a six bolt, 3.00" Pitch centre diameter crank, just like all 221/260/289/300/302/351 small blocks, and 240/250/300 I6's.
8. Aussie tall deck 200s and 250's have a different, narrower crank thrust bearing, main bearings differ in minute ways. The Aussie 200's and 250's have a 10 mm shorter oil pump drive to the US 250. Oil pumps differ, and the cam chain, crank gear, cam spacing in the block, crank snout diameter and pushrod lengths all differ to the US 250. The diameter of the distributor shaft is differnent. The X-flow had an upgraded oil pump, not the same as the 250 US pump at all.
Hope that helps.
The bellhousing pattern is being tended to by guys in this forum.T5's and C4's will fit up with the right parts. The US V8 gearboxes can be made to fit with the info from the Driveline forum. The other differences are easily worked through, as there were over 2 millions engines put into circulation in Aussie, New Zealand, with a handfull going to areas like Britian and South Africa too. Parts avaliablity is more or less total through the model years.
A
Anonymous
Guest
A lot of that made sense, and a bit of it confused the hell out of me.
I should have clarified my question, I actually only need specific info on the 221 block.
I should have asked,
What parts that are available in the U.S. that will crossover to the 221 Oz block?
Thanks xtaxi.
Christopher Harris
I should have clarified my question, I actually only need specific info on the 221 block.
I should have asked,
What parts that are available in the U.S. that will crossover to the 221 Oz block?
Thanks xtaxi.
Christopher Harris
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