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Going back to I6...

Moderator: Mod Squad

bluestang65
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Going back to I6...

Post #1 by bluestang65 » Mon Mar 22, 2010 9:45 pm

I've decided to go back with an I6 in my '65 Mustang. I converted it to a V8 long ago including the suspension and a T5 transmission. I was reluctant to switch back to an I6 because I didn't want to lose my cable clutch and T5 transmission. I found a Granada today which seems to solve both problems. It has a 250 in it. I'm thinking that if I mate it to the SBF belhousing with a neutral balanced flywheel, I can have the best of both worlds. Any thoughts? Should I keep the duraspark ignition from the 250, or go with the original points style from a '65 with a pertronix ignitor in it?

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xzerokidx
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Re: Going back to I6...

Post #2 by xzerokidx » Mon Mar 22, 2010 10:32 pm

It'll work.

Out of curiosity, for what reason?
1963 Ford Falcon Futura
'76 250ci, C4, 8" rear

Anlushac11
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Re: Going back to I6...

Post #3 by Anlushac11 » Mon Mar 22, 2010 10:47 pm

Either would work but I would go Duraspark II just for ease of getting parts whenever you need to.
3.3L n C4 installed, working on wiring for Duraspark II, trans lines, fuel lines, carb linkage.

bluestang65
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Re: Going back to I6...

Post #4 by bluestang65 » Mon Mar 22, 2010 11:08 pm

Anlushac11 wrote:Either would work but I would go Duraspark II just for ease of getting parts whenever you need to.


Anyone have a good wiring diagram for the duraspark hookup?

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wallaka
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Re: Going back to I6...

Post #5 by wallaka » Mon Mar 22, 2010 11:11 pm

Stickies
Down to 29 cylinders!
2006 Porsche Cayman H6, 1968 Mercury Monterey big block (390), 1967 F-100 240, 1965 Mercury Comet 404 (200), 2009 Triumph Street Triple

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Mercury Mike
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Re: Going back to I6...

Post #6 by Mercury Mike » Tue Mar 23, 2010 1:48 am

Stickies indeed. And it's really easy, and actually a pretty fun job.
1967 Mercury Monterey "unnamed to date" 390/V8/C6
1965 Mustang Coupe "Sally" 200/6/C4 (Sold)
1962 Falcon Ranchero "Veronika" 170/6/C4 (Lost)
1965 Mustang Coupe "Betty" 200/6/C4
1956 F-100 Big Window "Henry" 272/V8/3ontheTreeOD
1968 Chevy Winnebago 350/th350
1966 Dodge Coronet Magnum 440 V8/Auto 3 Spd (Sold)
1970 Dodge SuperBee 383 V8 (Sold)

bluestang65
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Re: Going back to I6...

Post #7 by bluestang65 » Tue Mar 23, 2010 8:51 am

The Duraspark will be free and appears to have a new module on it already, so rather than buy a replacement OE '65 distributor and pertronix, I'll probably use the Duraspark.
I'll be picking up the Granada today, so hopefully all goes well.

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Mercury Mike
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Re: Going back to I6...

Post #8 by Mercury Mike » Tue Mar 23, 2010 3:29 pm

Keep us posted! Pictures pictures pictures!
1967 Mercury Monterey "unnamed to date" 390/V8/C6

1965 Mustang Coupe "Sally" 200/6/C4 (Sold)

1962 Falcon Ranchero "Veronika" 170/6/C4 (Lost)

1965 Mustang Coupe "Betty" 200/6/C4

1956 F-100 Big Window "Henry" 272/V8/3ontheTreeOD

1968 Chevy Winnebago 350/th350

1966 Dodge Coronet Magnum 440 V8/Auto 3 Spd (Sold)

1970 Dodge SuperBee 383 V8 (Sold)

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powerband
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Re: Going back to I6...

Post #9 by powerband » Tue Mar 23, 2010 4:18 pm

bluestang65 wrote:I've decided to go back with an I6 in my '65 Mustang. I converted it to a V8 long ago including the suspension and a T5 transmission. I was reluctant to switch back to an I6 because I didn't want to lose my cable clutch and T5 transmission. I found a Granada today which seems to solve both problems. It has a 250 in it. I'm thinking that if I mate it to the SBF belhousing with a neutral balanced flywheel, I can have the best of both worlds. Any thoughts? Should I keep the duraspark ignition from the 250, or go with the original points style from a '65 with a pertronix ignitor in it?


I'm running a 250 with DS I setup with a GM HEI Trigger. Worked flawless for @ 3years now. The 250 with neutral balance 157T FW will mate to most SBF bell/tranny setups.

Have Fun

Powerband

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"Take time to stop and smell... The roadkill..."

bluestang65
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Re: Going back to I6...

Post #10 by bluestang65 » Wed Mar 24, 2010 1:25 am

I'm going to go pick it up tomorrow, I hope. SWMBO has been pretty upset lately, so I might need to make sure she's a bit happier before I drag that home. It runs and drives and has 79K on the clock.

Dang...picture posting failed. I'll try to get it figured out tomorrow.

bluestang65
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Re: Going back to I6...

Post #11 by bluestang65 » Wed Mar 24, 2010 2:43 pm

Will the 250 use the stock 200 motor mounts?

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wallaka
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Re: Going back to I6...

Post #12 by wallaka » Wed Mar 24, 2010 2:48 pm

Yes, but it might sit way high. You can always slot the mounts or make new mounting holes in the bay though.
Down to 29 cylinders!
2006 Porsche Cayman H6, 1968 Mercury Monterey big block (390), 1967 F-100 240, 1965 Mercury Comet 404 (200), 2009 Triumph Street Triple

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MercuryMarc
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Re: Going back to I6...

Post #13 by MercuryMarc » Tue Apr 06, 2010 1:56 am

Keep us posted-
I have a 250 in my 63 Comet with a C4 and it works very well. After experimenting with lots of carbs I found the Carter RBS works quite well- make sure to get the cable throttle linkage from the donor.
Good luck and have fun!
Marc in SF
Marc in SF
63 Comet Convertible
69 250 block w/80 Head, Carter RBS Carb, C4 Tranny, Scarebird Front Discs
http://mercurycomet.net

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Eric Rose
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Re: Going back to I6...

Post #14 by Eric Rose » Tue Apr 06, 2010 6:53 am

Duraspark is super easy to wire up and will give you far more carb options than the original Load-O-Matic distributor.

DS2 = vac and centrifugal advance - use any carb with ported vac source

LOM = vac advance only = must use carb with Spark Control Valve which limits you to only three or four carb choices including the Autolite 1100, Autolite 1101, and one or two of the Holley 1v's (1901 and 1940, I think).
I got 350 heads on a 305 engine. I get 10 miles to the gallon, I ain't got no good intentions.
- Mike Cooley, aka the Stroker Ace.

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