144 vs 170 Head dimensions
- Thread starter matcox83
- Start date
How this all relates to 144 to 170 adaptor fitment, I don't know. If sivadmatt99 above can fit a 5205 to a 144 head...
Watch out...the George Adamski UFO aliens have landed...
We've already established float bowl to the rocker
, to the back,
to right.
to the front
weve had them side mounted (in various directions)
And now, an upside down dual fuel carb fed 250 Maverick Turbo by Ak Miller.
they really do operate upside down...
Because I'm in New Zealand, I opperated mine right side up....
Now I can get some sleep....
chad":12nmzeiv said:And now… 'backwards' carbs?
Can U place them on upside down? if so
now I can put 'em on the bronk & go wheelin…
Watch out...the George Adamski UFO aliens have landed...
We've already established float bowl to the rocker
, to the back,
to right.
to the front
weve had them side mounted (in various directions)
And now, an upside down dual fuel carb fed 250 Maverick Turbo by Ak Miller.
they really do operate upside down...
Because I'm in New Zealand, I opperated mine right side up....
Now I can get some sleep....
This relates to the 144 and 170 because Ak Miller pushed the triple carb log head engine for all it was worth between 1969 and 1971, then ditched it (not totally) and he sort of went single 1-bbl carb or 2-bbl Carb Liquid Propane.
His Impco contract with Tom Clark ment he was able to CARB approve Propane 250 Mavericks and 121 cubic inch Pintos that did good 1/4 mile times as well.So you got a Clean Air sticker, and performance.
Ak Miller used those kind of Impco carbs, in CA twin 125 1-bbl and CA 225 2-bbl and CA 425 4-bbl sizes (195, 300 and 460 cfm, IIRC)...
Not propane, but Ak Miller really got into turbos, and he provided some gasoline turbo kits for the Huntington Ford Pangra kit, and it was able to make 15 second quarters
Right at the same time, Aks love for the little Maverick continured, and it got propane and a turbo.....just like #169 FJ 40 Toyota that one the Class 3 Baja Sports Committee (BSC)-sanctioned Baja 1000 in 1973, piloted by Bill Sanders and Pete Springer.
Just a Garret Turbo and a single Impco gas carb.
I used the 348 and 432 cfm CA 300's in my I6's, the ones that can be mounted upside down
Here are some
The 4-bbl throttle body to CA 300 Propane carb adaptor. The Increadable Flying Toilet..... :rolflmao:
E series Converter (and CA 300 hidden inside the air cleaner)
His Impco contract with Tom Clark ment he was able to CARB approve Propane 250 Mavericks and 121 cubic inch Pintos that did good 1/4 mile times as well.So you got a Clean Air sticker, and performance.
Ak Miller used those kind of Impco carbs, in CA twin 125 1-bbl and CA 225 2-bbl and CA 425 4-bbl sizes (195, 300 and 460 cfm, IIRC)...
Not propane, but Ak Miller really got into turbos, and he provided some gasoline turbo kits for the Huntington Ford Pangra kit, and it was able to make 15 second quarters
Right at the same time, Aks love for the little Maverick continured, and it got propane and a turbo.....just like #169 FJ 40 Toyota that one the Class 3 Baja Sports Committee (BSC)-sanctioned Baja 1000 in 1973, piloted by Bill Sanders and Pete Springer.
Just a Garret Turbo and a single Impco gas carb.
I used the 348 and 432 cfm CA 300's in my I6's, the ones that can be mounted upside down
Here are some
The 4-bbl throttle body to CA 300 Propane carb adaptor. The Increadable Flying Toilet..... :rolflmao:
E series Converter (and CA 300 hidden inside the air cleaner)
Confirmation of the 170 back to 144 differences is the 5017 Offehauser and its running mate for the first few years, the old Edelbrock F360 aluminum adaptor.
They both "sit down" and "hug up" on a 144 because its a skinnier "dawg turd". The very slightly bigger 170 intake runner variances were created by ovaling out the heads log section. The 5205 therefore rides up a little more, but nothing an O ring seal replaced with Devcon/JB Weld cant fix.
Care of Hot Rodding the 144 Ford 6 page 46
This enlargement care of http://image.mustangandfords.com/f/3552 ... _heads.jpg
The stock 170 C0DE6090 head was trim externally, but fatter than the 144 C0-C3OE
They both "sit down" and "hug up" on a 144 because its a skinnier "dawg turd". The very slightly bigger 170 intake runner variances were created by ovaling out the heads log section. The 5205 therefore rides up a little more, but nothing an O ring seal replaced with Devcon/JB Weld cant fix.
Care of Hot Rodding the 144 Ford 6 page 46
This enlargement care of http://image.mustangandfords.com/f/3552 ... _heads.jpg
The stock 170 C0DE6090 head was trim externally, but fatter than the 144 C0-C3OE
From Chris just before...
adamscm, recheck the head codes second number....its O, not D!
Thats a 170 head.C0 DE 6090 whatever
C0OE 6090 whatever is a 144 head.
That's why it fits
What a differnce getting a D makes to fitting an #5205 Offy....
I get a D for not noticing.....
:rolflmao:
The details on the C3 OE 6090- D. The head has a D, but its an end suffix. The 5205 rides too high on all these oe "OE" heads.
adamscm, recheck the head codes second number....its O, not D!
sivadmatt99":4maek5f1 said:I may be late to the party. But I know for a fact that the 5205 fits a 144 head.
Thats a 170 head.C0 DE 6090 whatever
C0OE 6090 whatever is a 144 head.
That's why it fits
What a differnce getting a D makes to fitting an #5205 Offy....
I get a D for not noticing.....
:rolflmao:The details on the C3 OE 6090- D. The head has a D, but its an end suffix. The 5205 rides too high on all these oe "OE" heads.
The D Suffix (at the end of the head number 6090) of the casting / design number means that the head is the forth (4th) redesign of the orginal design. Good luck 
Here is the problem. 1960 = C0bubba22349":25t0lbaq said:The D Suffix (at the end of the head number 6090) of the casting / design number means that the head is the forth (4th) redesign of the orginal design. Good luck
Why do the heads show DE in 1960 when there was no 170 engine?
The revison code D is intersting, as I've seen no A, B or C revision
Yeah, Like me, all people do is look for the D, then stop looking. DE is the code for the 170 head, C1DE 6090-D
matcox83":25t0lbaq said:
Lots more questions.
The May 1960 article lookes like the head is C0 DE 6090 no revision, fhen a leter and 2 code with the early 144 carb flange with the wierd as heck two tangs on it.
All evidence I've seen is the 144's are Cx OE 6090 some suffix.
170 head's didn't come out till 1961, but Ford must have been working on them before the June fit up for the October 1960 "1961" model year.
And OE is later in numerical sequence than DE......
:rolflmao:
xctasy":1zeiqo98 said:Here is the problem. 1960 = C0bubba22349":1zeiqo98 said:The D Suffix (at the end of the head number 6090) of the casting / design number means that the head is the forth (4th) redesign of the orginal design. Good luck
Why do the heads show DE in 1960 when there was no 170 engine?
The revison code D is intersting, as I've seen no A, B or C revision
Yeah, Like me, all people do is look for the D, then stop looking. DE is the code for the 170 head, C1DE 6090-D
matcox83":1zeiqo98 said:
Lots more questions.
The May 1960 article lookes like the head is C0 DE 6090 no revision, fhen a leter and 2 code with the early 144 carb flange with the wierd as heck two tangs on it.
All evidence I've seen is the 144's are Cx OE 6090 some suffix.
170 head's didn't come out till 1961, but Ford must have been working on them before the June fit up for the October 1960 "1961" model year.
And OE is later in numerical sequence than DE......
Ok let's just decode this heads Design number "C0 DE-6090-D" to see what we can know about it.Casting / Design Code C0DE-6090-D
C = Decade of part "C" yes it's 1960
0 = Year so "0" yes it's still 1960 in this case it's was designed for the first year of manufacture of the Falcon Six Engne
D = the Ford Car line the part was orginally designed for "D" is for the Falcon (1960 to 1969) in the 1970' this became the designation for a Maverick. Other designations we might see on the small six'es are "O" Fairlane 1962 to 1968, "U" Econoline 1961 to ?, "Z" Mustang 1965 to 1973, and maybe some parts with "G" for Comets 1961 to 1967, or"J" for the industrial engines.
E = This is the Ford Engineering Department in charge of the design "E" which is the Engine Devision.
6090 = This is Fords generic number for any Cylinder Head.
D = this shows that the head has been redesigned or improved for the 4th time from its first design.
Well the reason the head has DE after the C0 is that it was designed for use on a Falcon engine. Which in those first couple of years only had a standard base six engine in the 144 Cu.In. version, since the 170 wasn't an available option until the 1961 Model year. The new for 1962 Fairlanes got the 170 six as its standard base engine this could explain why some of the heads can have a design number with OE in them. Where as the 170 engine was only an optional engine in the 1961 Falcons.
What's missing from the above head though is the important casting date code, with that we would also have known the exact day that this head was cast. Also casting / design numbers are usally quit different then the actual Ford part numbers that would tell you exactly what car and the years that this part fits. From the above though we can be reasonably sure that this head was used on a Ford 144 Cu. In. six being its design was for the first year model of the Falcon but without the parts date code we can't know the exact year it was made for. Being it's a 4th redesigned my best guess is that it could possibly be a 1961 or up to a 1962 head casting. Good luck