xctasy: Update us on your projetcs
- Thread starter ASMART
- Start date
Yep. No pictures yet, or I'd have to shoot you all 
1) The AOD to Ford I6 adaptor hasn't been tested yet. None will be sold until I've given it a good shakedown test behind my 250 Aussie I6. The adaptor has taken 2 years to get this far. It's taken so long because I have to bankroll the build, own, operate and then transfer a tested deign into a comericial success. I know it will work brilliantly, but haven't been able to do all the donkey work yet. Any six cylinder Ford engine not running at least a 4-speed auto will never exceed a 5.0 liter V8 for driver enjoyment. Modern Ford I6'sand V8 run 6-speed 6F-style gearboxes, so an adaptor is just a a halfway house between cuting edge 6 speed and stone age 2 and 3 speed technology. And unlike New Zealand, you guys can cruise at 70 to 85 mph in some states, without getting asked to put five on the fender. So gearing a car is the single most important thing you can do with an old I6.
2. The log head to Aussie X-flow block. The selective use of common GM pistons which are about 240 to 400 thou taller than the stock Ford ones, and the use of longer 6.27 and 6.06 Ford I6 rods and the common 200/221/250 crankshafts allows me to taylor a suite of engine sizes at the drop of a hat. It has taken me around 5 years to get this project up and running. The key focus point is that any I6 Falcon engine from 180 to 250 can be road tested in any one of my Cortinas or Falcons. Things like torque converter stall, gear ratios and shift points for 4-stage AOD's can then be tested.
The Log head exhast manifold is an adaption of an LD28 iron header, which allows a turbo to be bolted on. I did the mock-up back in 2004. The 200 and 250 log and 2V head has a similar port spacing to the old 240Z/260Z/280Z/280ZX engines in Datsun and Nissans. Again, the design is a technical success, but not tested yet.
3) Dual resonance X-pipe exhast . Have you ever noticed no engine modification is ever done in isolationg to exhast type, carburation, or gearing and engine capacity. Ford Falcon sixes range 173% in size, from 144 to 250. There is a total lack of focus on matching backpressure and pipe size to engine configuration. The Japanese started making dynamic exhast systems with the Toyota Camry Sportivo 3.0 V6 in 2003, so its time we did the same. The engine I use to do the testing is an Aussie X-flow 250 I6, which has been modifed with an abilty to fit different 200 Aussie, 221 Aussie or stock 250 Aussie cranks and some other pistons. The engine capacity can be varied from anything from 180, 200, 221 to 250 cubes without having to change engine blocks, camshaft or head gaskets. The adaptor allows any head, gearbox, cam, crank, rod or psiton combination to be tested. By the removal or addition of six 185 thou thick iron cylinder liners, and the use of 3.5"Holden Starfire Four or 3.685" Holden 253 V8 pistons, there is space for a 180 thou tall adaptor plate which goes on top of the block. The rings stop about 50 thou short of the top of the engine block, depending on the configuration.This allows the head to be changed from X-flow to Log or 2V with no other alterations. The exhast can have its backpressure and pipe sizes altered to suit the engine configuration. They will be used on my Cortina (which is Fox Mustang is width, size, wheelbase and weight) and Falcon 500 (which is 1970 Torino/ 73 Mustang/75 Granada in width, size, wheelbase ans weight)
4. Lastly, I believe in Independent Runner, Port on Port carburation. The aero engine and motorcylce makers around World War One discovered it, the Italians (Weber) perfected it. There are only 9 variables in a good carb system,and I know they are easier and cheaper to tune properly than a basic EFI system. I want to use the variable capacity arrangement of the I6 engine block to fine tune the drivablity. My key objective is nail the tuning of American Mukuni's RS 40 carbs on a Log head, and then look at making triple 2300 350 and 500 cfm Holley 2-bbls work like motorcylce carbs.
One of the reasons for the slowness is I make the bed I lie in...everything is self funded, self developed, and then it gets truned into commerical reality. There is no other way to do it. Others in the US have paid for the development in the past, but I've taken way to long to get parts machined and sent back to the US, and LET PEOPLE DOWN. I have something of a credibility problem in this area.
As a footnote, I walk 6.5 hours a week and work at four jobs (Physical works inspector for roading engineering company, X-Flow Engine Componets is my after hours company, which does development work for I6 Ford engines. To bankroll X-flow, I do two other jobs. Cleaning in Sat and Sun Mornings, and also caregiver at old peoples home at week ends and evenings, four days on, two days off. The health sector values its employees and pays double time after the first 8 hours, unlike roading contracting. I work 70 hours a week total, not including my walks to and from work. I'm not on call, don't drive a company car home, and have no obligations asside from Hours for Dollars. I have three kids between 7 and 15 and a wife who does care work for the elderly).
1) The AOD to Ford I6 adaptor hasn't been tested yet. None will be sold until I've given it a good shakedown test behind my 250 Aussie I6. The adaptor has taken 2 years to get this far. It's taken so long because I have to bankroll the build, own, operate and then transfer a tested deign into a comericial success. I know it will work brilliantly, but haven't been able to do all the donkey work yet. Any six cylinder Ford engine not running at least a 4-speed auto will never exceed a 5.0 liter V8 for driver enjoyment. Modern Ford I6'sand V8 run 6-speed 6F-style gearboxes, so an adaptor is just a a halfway house between cuting edge 6 speed and stone age 2 and 3 speed technology. And unlike New Zealand, you guys can cruise at 70 to 85 mph in some states, without getting asked to put five on the fender. So gearing a car is the single most important thing you can do with an old I6.
2. The log head to Aussie X-flow block. The selective use of common GM pistons which are about 240 to 400 thou taller than the stock Ford ones, and the use of longer 6.27 and 6.06 Ford I6 rods and the common 200/221/250 crankshafts allows me to taylor a suite of engine sizes at the drop of a hat. It has taken me around 5 years to get this project up and running. The key focus point is that any I6 Falcon engine from 180 to 250 can be road tested in any one of my Cortinas or Falcons. Things like torque converter stall, gear ratios and shift points for 4-stage AOD's can then be tested.
The Log head exhast manifold is an adaption of an LD28 iron header, which allows a turbo to be bolted on. I did the mock-up back in 2004. The 200 and 250 log and 2V head has a similar port spacing to the old 240Z/260Z/280Z/280ZX engines in Datsun and Nissans. Again, the design is a technical success, but not tested yet.
3) Dual resonance X-pipe exhast . Have you ever noticed no engine modification is ever done in isolationg to exhast type, carburation, or gearing and engine capacity. Ford Falcon sixes range 173% in size, from 144 to 250. There is a total lack of focus on matching backpressure and pipe size to engine configuration. The Japanese started making dynamic exhast systems with the Toyota Camry Sportivo 3.0 V6 in 2003, so its time we did the same. The engine I use to do the testing is an Aussie X-flow 250 I6, which has been modifed with an abilty to fit different 200 Aussie, 221 Aussie or stock 250 Aussie cranks and some other pistons. The engine capacity can be varied from anything from 180, 200, 221 to 250 cubes without having to change engine blocks, camshaft or head gaskets. The adaptor allows any head, gearbox, cam, crank, rod or psiton combination to be tested. By the removal or addition of six 185 thou thick iron cylinder liners, and the use of 3.5"Holden Starfire Four or 3.685" Holden 253 V8 pistons, there is space for a 180 thou tall adaptor plate which goes on top of the block. The rings stop about 50 thou short of the top of the engine block, depending on the configuration.This allows the head to be changed from X-flow to Log or 2V with no other alterations. The exhast can have its backpressure and pipe sizes altered to suit the engine configuration. They will be used on my Cortina (which is Fox Mustang is width, size, wheelbase and weight) and Falcon 500 (which is 1970 Torino/ 73 Mustang/75 Granada in width, size, wheelbase ans weight)
4. Lastly, I believe in Independent Runner, Port on Port carburation. The aero engine and motorcylce makers around World War One discovered it, the Italians (Weber) perfected it. There are only 9 variables in a good carb system,and I know they are easier and cheaper to tune properly than a basic EFI system. I want to use the variable capacity arrangement of the I6 engine block to fine tune the drivablity. My key objective is nail the tuning of American Mukuni's RS 40 carbs on a Log head, and then look at making triple 2300 350 and 500 cfm Holley 2-bbls work like motorcylce carbs.
One of the reasons for the slowness is I make the bed I lie in...everything is self funded, self developed, and then it gets truned into commerical reality. There is no other way to do it. Others in the US have paid for the development in the past, but I've taken way to long to get parts machined and sent back to the US, and LET PEOPLE DOWN. I have something of a credibility problem in this area.
As a footnote, I walk 6.5 hours a week and work at four jobs (Physical works inspector for roading engineering company, X-Flow Engine Componets is my after hours company, which does development work for I6 Ford engines. To bankroll X-flow, I do two other jobs. Cleaning in Sat and Sun Mornings, and also caregiver at old peoples home at week ends and evenings, four days on, two days off. The health sector values its employees and pays double time after the first 8 hours, unlike roading contracting. I work 70 hours a week total, not including my walks to and from work. I'm not on call, don't drive a company car home, and have no obligations asside from Hours for Dollars. I have three kids between 7 and 15 and a wife who does care work for the elderly).
Mercury Mike
Famous Member
Sounds like you need to sleep xtcasy!!! I am interested in your AOD adapter. You can probably count me in on buying one, as I want a good automatic tranny behind my 200. Would it work with the 200 bellhousing that I already have on my C4? Gimme some more information on that, in a PM if you have to! Any cost ideas yet?
From ASMART
She's an angel, although shes had 16 years of living with a nutcase like me. My oldest daughter is fileing for a divorce in this photo...she's not very interested in cars.
My son Ashley (almost 15 now, but barely 13 when I took this photo) is doing my Falcon 500 project. All thses photos dated March 27, 2004
He gets paid one running 4.1 5-speed EFI Ford Cortina for the effort
My adaptor has been a 'work in progress' for some time....
All money orders for the steel AOD motorplate/ adaptor are off until I finish Job number one. You guys Stateside are free to make one yourself, but I have already promised this design to Econoline-64, and he gets the design rights and all the feedback from my testwork if there are any potential liability issues. I don't see the point in outsourcing transmission adaptors from New Zealand when the majority market is in the USA. Once it's a going part, you'll be able to deal with someone in the US directly. There is a market for my other adaptors, and I have a desire to give something back to the people who have believed in the ideas.
She's an angel, although shes had 16 years of living with a nutcase like me. My oldest daughter is fileing for a divorce in this photo...she's not very interested in cars.
My son Ashley (almost 15 now, but barely 13 when I took this photo) is doing my Falcon 500 project. All thses photos dated March 27, 2004
He gets paid one running 4.1 5-speed EFI Ford Cortina for the effort
My adaptor has been a 'work in progress' for some time....
All money orders for the steel AOD motorplate/ adaptor are off until I finish Job number one. You guys Stateside are free to make one yourself, but I have already promised this design to Econoline-64, and he gets the design rights and all the feedback from my testwork if there are any potential liability issues. I don't see the point in outsourcing transmission adaptors from New Zealand when the majority market is in the USA. Once it's a going part, you'll be able to deal with someone in the US directly. There is a market for my other adaptors, and I have a desire to give something back to the people who have believed in the ideas.
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