Who built the 187?

[Anonymous]

In my search under 188 (which is a destroked 200). I ran into info on the 187, which was a 170 with a 200 crank and a 90.42MM piston. per the info it looked to be a production engine. But it didn't say who made it! Was it an Aussie engine or an Argie engine? The 187 is just what I'm looking to build so were can I find a set of Pistons in an over bore? If I can't get a set of pistons then the Compression height for the 187 piston and what rod c to c it used. :

 

[xctasy]

Don't Cry for me, Argentina....

They built it in around 1965 to 1968, then replaced it with the tall deck 188 and 221 engines.

 

[Anonymous]

Thanks for the info . I have been doing a little math and found some pistons that will work in my stroker. I can have a 185CID with a 200 crank in a 170 block with stock rods and a 2.6 V-6 piston. Stock bore 2.6 pistons gives me a .045 over engine. JE makes a nice forged piston for the 2.6 and it will be .016 above the deck-so I may have to deck them--depends on headgasket thickness. After all it's an all out race only motor so the more compresson the better. With a 0 deck height in a flat top piston I'm going to be over 11 to 1. But I'll be running racing gas only so that will not matter. I'll have to notch the pistons for valve clearance,but Isky rents the tool to do that right on the engine.
Right now it's just a paper engine. But hopefully this winter that will change.

 

[xctasy]

I've owned two Cologne V6's. What great little German engines, everything brilliantly strong excpet the cylinder heads castings and exahst manifolds. The pistons are a good swap, you have to ream out the stock rod out from 0,912 to 0,945" in the gudgeon pin, but the piston will fit. The 144, 170 and 200's have a fractionally different rod size. Mustang Geezers website has exact figures, but I think 4,855" for the 144, and 0,220" less for the 170. There were some very conflicting reports dating back form the early tuning days, so you'll have to read Mustang Geezers info really carefully. The early 1966 to 1970 Australian Handbook requotes Mustang Geezers original US Ford information. The standard 4,715" for the 200 is true. The early 144 and 170 used 1.70" tall pistons.

The Cologne V6, 2.3, 2.6, 2.8, all used a really narrow crankpin width, but had 5,14" long rods with the bigger 0,945 wrist pin. Piston deck (wrist pin to top of piston) was 1.75 or 1.59", depending on if it was 2,0 or 2,3, or 2,6, or 2,8 or 2,9 or 2,4, or US made 3.0. The US made 4.0 variants were pretty much too big, with huge bores and longer 5,73" rods and 100 mm pistons with a shallow 1,475 deck and deep 8,8" block, so there's not a lot of good stuff for the 170 I6 block.


The 188 ran 5,37" rods, the 221 had 5,14" rods (not 5.41 as claimed in the Tech Section, that's an error never changed since 2001 )

All the Taunus/Capri/Cortina/Pinto 2000 cm3 engine has a forget steel 4,96 to 5,00" con rod with 2,05" crank pin, and has a 0,945" wrist pin, and 1,55 to 1,62 deck pistons, depending on compression. Piston sizes vary from 1600, 1800 to 2000 sizes in to +20, 40, 60, 80 and 120 thou over size, so there is a huge amount of scope.

In the US, a special rod is made to mate the European 2000 Pinto to the 2300 Lima piston, where the 5,00" rod has a stock Ford Pinto/Capri/Fairmont/Mustang 2300's small 0,912" wrist pin. Made by Scatt, or Lunati, its bullet proof forged rod, of strenght even greater than the stock Pinto 2000 rod!


You'll have to sit down and really think over what is most economic. The European Ford stuff, epecially Cologne built, is indeed stronger than the stock US stuff.

I also understand the regulatory environment, where no change from stock block is allowed, a typical European practice modled on Germany's stricked TUV standards. Best way to make your 170 rock is to find locla European parts, and make sure they are Uber Tough!

Good fortune with your quest!