250 short block idea

tri-power 250

Well-known member
I am now getting ready to build my Maverick engine. I am going to use the 250 block and crank, chevy 6.25 rods and dodge 287 v8 pistons. The bore is 3.70 dia. The crankshaft will be reworked for the rods and Will's SBF timing chain installation. The static compression calculated to 10.12:1. I am finishing up the E0 head with 3 progressive 2bbl carburetors and an EDS ignition. My question is, who makes the best crankshaft harmonic balancer for this engine?
I am in the cleaning stages of the part, I hope to have most of the engine together by summer.
Thanks,
Ken
 
Mike used to sell some balancers that were upgrades from the rebuilt ones. I have one on my 200. When I get home from work tonight I'll go find the box and pass along the info. I looked at Vintage Inlines and it looks like Matt only has the rebuilt ones at this time. I'll ping him as well to see if he's planning on getting ahold of the higher performance units.
 
I am now getting ready to build my Maverick engine. I am going to use the 250 block and crank, chevy 6.25 rods and dodge 287 v8 pistons. The bore is 3.70 dia. ... static compression calculated to 10.12:1. I am finishing up the E0 head with 3 progressive 2bbl carburetors and an EDS ignition. My question is, who makes the best crankshaft harmonic balancer for this engine?


... interesting, I've wanted to see a Tri-Power with 2Bbl progressives since I started using H/W 5200's. Which 2bbl's are you using again?. I run a Maverick D6 250 Tri-Port and tried all kinds of carb combinations progressive, synchronous and plenum'd. The D6xx 250 has an overbore of @ .070 and uses AMC 258 3.75" Pistons with @ 21cc D-shaped relief. It was built over 20 years ago and has a "Fisher" balancer.

I'm not aware of any current aftermarket balancers for the 250. When I researched the engine and the Fisher balancer @ 15 years ago, , I was able to contact "Fisher Engineering" and they claimed then, to have built a batch for Clifford Research and "still might have some on the shelf". Don't have a clue if "Fisher' still viable. Any new balancer info appreciated.





haev fun



.
 
thanks 4 da ideas'n links.
3 - 2v holley/weber/carter progressives from an '81 1.6L ford?
Gettin close to the 6 Munkunis . BUT - I like the progressives idea!

What's the:
* MPG expected and
* performance goals (hp, tq, 1/4 mi etc)
* intake design ???

Good luck, keep visitin (only dampner I know is not HP enuff - ATI, Profes. Products, Ford Racing, & Scat; so can't help more'n that).
 
I can't get to the box right now, but can see it from across the room. It's a Powerbond. I think that's a Dayco product. You may have to call then up to ask about a balancer for the 250. I seem to remember that there were more options for the 200.
 
My plans have changed a little, i will be using the 300 rods i have, 6.20 cl to cl.
I have no fuel ecomy in mind, i am building an adapter for the carbs to be mounted on the E0 log.
As for hps, I want 250hps n/a. 1 hps/ ci.
Thanks for the damper info.
The cam i have is a Crane cam, F 228/306 7-2-12, that is the number on the box. I wrote crane and asked them for help idenifying it. I bought it from an engine builder and knew what it was 5 years ago. I know it is a solid lift cam. Gracefully aging is not helping my memory.
The transmission is a ford toploader from a 65 Galaxy. The car has non-vacuum helped brakes, so vacuum is not that important. This adventure should be fun.
 
Did Crane know what it was? I am running one of their old circle track cams in my 250. I couldnt find my cam card and had more info on it than they did from my old Crane catalogs.
 
Ah Ken, you beautifull performance loving innovator! And your ideas are about 5 years years ahead of anyones.

First, a little background on the way Ken has set up his carbs....

For everyone here, Ken posted photos back in what, 2011, of his three wedge adaptors linking three Carter Weber 5740 carbs, which are ex Langdon Stovebolt, and are exceptionally reliable and easy to tune.

Kens picturessadly dropped off the net four years ago....

They are called Carter Weber 740's on the net, but they are a US made Weber 32DFT and 32DFTA with 32/32 mm Throttle bores and 22/22 mm chokes. They flow less than the typical 227 to 280 cfm at 1.5 ' Hg range of the 23/26 and 26/27 mm choke 2-BBL Webers, but they are a nicer, very modern carb. Ford Europe and Ford Dearborn had a huge hand in this carbs development, so its practically as Motorcraft as any 80's or 90's Ford or Mazda carb, but 100% US made only for FoMoCo.


Its a world appart, and another two carb generations ahead of the already complicated and not well understood 1969 to 1982 Weber 32/36 DGAV, 38 DGAS/DGES and Holley Weber 5200/6500.


carb-jpg.1518869


In addittion, Ford USA enginners requested a few new time honoured US emissions tricks to eliminate engine run on, the air bleed clogging, dirty fuel and float level problems Weber 32/36 DGAV, 38 DGAS/DGES and Holley Weber 5200/6500 traditionally renown for and regularly suffer from.

My wife had a stoush over band width, and for that reason I never copied the photos Ken posted. and they quickly dropped off tri-power 250s link. For two years I stopped copying FordSix stuff.


But it was impressive, simple and of great quality and Ken has put a lot of smarts into it.

IIRC, Ken has taken the normal tripower log intake idea, and mixed the stock 3 bbl Offy/Edlebrock Log Six tripwer intake with another 3 holes to make a 6 bbl intake.

In the old 1960 to 1971 days, the common Holmon Moody or Ak Miller style staged 3bbl has been the favoured method of getting triples to work.


Ken's system is halfway between the log head tri power and this kind of intake.

tri%20power%20250.jpg



The normal kit Tom sells for 235/250/292 Chevy in line Six guys is this...


carter-weber-setup_1-jpg.9883


med_1356983670-SmallCarbs.jpg


Ken has turned the carbs around from the way everyone else does it.


These carbs are 2-bbl staged with the float bowl and chokes all higgilty piggelty compared to:-


any other 1-bbl Holley, Autolite or Carter tripower,

and different compared to any normal 2-bbl other carb (any kind, Holley 350/500 cfm, Holley Weber, Weber 32/36 or 38...)


The E0 intake with Ken's alloy wedges is one of the neatest and nicest system I've EVER seen.

It was soley Kens idea, but others, like InkaholicMike

from http://www.chevytalk.org/fusionbb/showt ... id/333302/

So a word to the wise, if there is a will, there is a way! Don't give up! If it was easy, everyone would drive these old cars! This is hot rodding, you have to be willing to do whatever it takes to make it work...because when you are cruising down the road, it is so worth it!

Thank you again to all of the responders, I have learned a LOT from this and I am a better hot-rodder for it!


have done this too. Only its twin carb, not triple

attachment.php


If you have any tuning issues, give me a call.


Now, lastly, that harmonic dampener.

I'd bite the bullett, and grab something 100% reliable and proven to work. Ford I6 engine ancillaries are kind of limited to 100% stock, or 100% modified, nothing in between.

Fisher used a reworked 1.375" spigot damper. The 250 six damper is a half bread of the small six pulley size and foward spacing, but with Small and M and Big Block Ford crank spigot. Its not 300 or 240, but a 200 and SBF/BBF hybrid.

You might be able to rework the 1994 to 1998 small six dampener by having someone grabbing the Austrlian 4.0 EFII/EL SOHC serpentine belt, or Modular dual mass dampener and using a broach out via CNC, but the difference is 127 thou in that spigot diamater.

Taurus 3G alternators are similar to F150 EFI 4.9's, and fit where the 1977 and 1978 Maverick 250 put its A/C and alternator. IIRC Granads swapped over the the drivers side for alternator for a few years.

There are serpentine water pump pulleys.
There are serp power sterring pulleys too.

If you want A/C, Mercedes Benz used a serp drive on the York A/C for a few years.

One Complete Solution should be using a serpentine belt, and spending a just a little extra using the more modern serpentine belt pulleys with two or three pulley fulcrums.

Stock 250

tumblr_nmlplwWzAr1rz1ycxo4_1280.jpg


c6-7-630x420.jpg


Modified 200 still with A/C, ALT, PS and functioning water pump.

Care of 67Straightsix

memberlist.php?mode=viewprofile&u=217805

Some SOHCcrank pulley gear is easy enough to fit in modfied form, and since your quality is so exceptional, I'm sure you'll beat the cost of sourcing a belt drive if you are keen to make it work.

tc0Kqp.jpg


On f150forum.com, the EFI set up comprises just a passenger side low mount air pump, then 3G alternator, tensioner, drivers side Ps and an A/C unit which was optional. There is a common EF and EL Falcon balancer which, if roted out 127 thou, allows the whole set up to blend into a US 250.

The stock 4.9 balancer might come out to far for the 250.


0900c152800723c9.gif


5221d1479333592t-fuel-injected-4-9-engine-swap-into-1977-f150-ford-truck-engine-swap-001.jpg

5220d1241650581-fuel-injected-4-9-engine-swap-into-1977-f150-ford-truck-engine-swap-002.jpg

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I'd like to make sure you get this project nailed down. Its so nice.

Incidently, if you wanna email me your three old photos, I can link them in here again and post them for eveyone else to see.

In terms of interest level, and being able to help, I'm 110% interested.


I think the USA has just been waiting for older guys with some spark to have a go with proper modern Ford Escort carbs and Tom has sold 2000 of these carbs oaver the last few years, and he's just such a neat old school guy.

I'm 47 this year, am I old enough to help?.
 
That is a fantastic build and I am looking forward to following your progress.I have always liked the multiple progressive 2v carb idea and was not aware of this particular carb,it looks like a great choice.
 
"…I'm 47 this year, am I old enough to help?…."
only if there's some grey @ the temples, afew missing teeth and
@ least 1 Carpel Tunnel operation due to decades of wrenchin.

I hope it's not off ur thread too far but I always like pic. The 300 efi has some good shots here.
Are U sayin, Dean, that to configure the engine front 4 more accessories (& serpintine) there's idlers from OZ
recommended to bolt up?

Ken - how many "groves on the pulley" do U need for that balancer? I ran down the CI supplied part a yr ago & it's as
bCat posts. They have a 3 shive I may mount when decided on how many pullies total I'll build (5 right now).
 
Thanks for the support. I have had this idea going on for a while, but life has slowed me down, but now I`m getting back in to my projects.
Xctacy, I am making a new adapter and will post pictures then. Mike and I were talking about trying 2 different ideas, 1 my 3 2bbl's and another adapter with 2 32/34's. If I can find another E0 head I`ll build that adapter too. Chad, I'll have to look.
Thanks again,
Ken
 
tri-power 250":1w345bf5 said:
The cam i have is a Crane cam, F 228/306 7-2-12, that is the number on the box. I wrote crane and asked them for help idenifying it.

The cam PN is actually F228/3067 - 2 - 12

Break down of PN:

F = flat tappet solid lifter.

228= intake duration @.050 lift

3067= gross lift @ cam lobe

2 = 10* more exhaust duration than intake

12 = max lift points of intake and exhaust lobe when 100*s is added = 112* lobe seperation in cam degrees

So in my 87/88 Crane catalog shows
F-228/3067-2-12
Fair idle, daily performance usage, good low and mid range torq @ HP

@ .050 duration--------228*int/238*exh
Advertised duration---290*int/300*exh
Lobe center line------ 112*
Valve lash hot-------- .022 int/ .022exh
Lift @ valve----------- .460 int/.480exh


Did you get the lifters and pushrods with the cam?
Just wondering as the lifters with my crane flat tappet purchased in the early 80s didnt have any guts just hollow pushrods were longer than stock because they rested on the back side the face of the tappet.

Oh yea yor actual lift is what ever - the lash
 
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