Jack Collins said it best....
MustangSix":1uzaelxl said:
........ 20 years ago documentation on these engine families was practically nil. It actually came as a surprise to many that there was such a large variety of blocks, heads, cranks, rods, and other components. And to top it off, almost nobody in the US even knew about all the Oz engines. That's why the crossflow Mustang caused such a stir when we put that together and tried to see where the US and Oz engines differed.
But alas, there is only so much time in a day and it never seemed an urgent thing to correct the record as we learned more. .....
BTW, I was clearing out my garage the other day and found a dirty, greasy sheet of paper with some cryptic notes and casting number rubbings that I must have done almost 20 years ago. Automotive archaeology at its finest.......
The 221 crank has a 5MA "221" part number cast on it. The 200 US cranks, 1, 2 or 3H with "200". Although its easy to change an iron crank to increase stroke, its much harder to stop it hitting the pistons or camshaft and preserve a better than stock conrod legth to stroke ratio of better than 1.51:1.
Even the 221 had the worst rod to stroke ratio of 1.486:1, almost as bad as the 400 Chevs 1.484:1. (5.14/3.46 verses 5.565/3.75)
All the tall deck stuff had the crank at the 250 Ford spacing. Even a 250 Ford crank fits in a 221 block,
like
justman234's rods just clearing the camshaft
and counterweights just hitting the pistons
and just taking the stock pistons out of the block...
The 1968 Argentine and Australian 188/221 was designed with the US 250 cam spacing from the getgo. The 144/170/200 cam hugs the crank real close, way too close for easy stroking unless you compromise on costly pistons, rods, and smaller crank pins in the 1.77 to 1.899" diameter region. Stock are 2.124"
221 rods are 5.14 inches long center to center, (not 5.41 as perpetually, and wrongly stated elseware in the tech pages, and in other parts on the world wide web.The guy that started the Australian 250 2v revolution was this websites
Aussie 7 Mains. He did most of the informative infomation gathering for MustangSixes and Mike W's blurbs, but not all of it was copied correctly, and hasn't been changed). The 188 has 5.37" long rods with a 2.94 stroke 170 crank in seven bearing form, and the same 8.425" deck block as the 221. Thats approx 660 thou taller than the shallow deck 144, 170 and 200, and the rare 187 Argentine engine, an overbored 170 with a Fairlane four bearing 200 crank.
The 188 and 221 has additionally has a cam spaced a few extra further out at 52 links. The much stronger 1971-1992 200/250 onwards and x-flow timing gear and wider link chain can fits the 188/221, but not the 144/170/187 or 200.
Fords later 1971 on wards Australian 200 and 250 runs a longer chain, as again these blocks have the cam to crank spacing further apart, same as the US 250, 2.3 HSC, and 2,5 HSO. You cannot make that space happen on a 200 block. The only way you can avoid cam to crank clashes on a stroker is by offset grinding down the crankpin diameter.Even the 200's, 221's and 250's adopted the undercut cam casting with couterweight cheeks cut out to clear the conrods. A stroked 200 needs a
viewtopic.php?t=69393
viewtopic.php?t=42698
The camshaft position is changed for the tall deck 221, 250, and 2.3 HSC and 2.5 HSO fours, which are all based on the tall deck six cylinder engines.
The 221 is 0.660" taller at 8.425 from crank center to block deck.
The Aussie 200 and 250 cubic inch engines made from 1971 to 1992 are all 9.38" tall, same as the US 2.5 HSO four cylinder.
The US 2.3 HSC engine is 8.660" tall from the crank center to the block deck.
The 200 is a bored and stroked 144, 170, or 187 cubic inch engine with a shallow 7.803 to 7.830" deck, and a tighter crank to cam center spacing which prevents stroking the stock crank beyound about 3.35" if you offset gring the crankpins to less than 1.899", you can go a little further, but 3.35" is really it. 3.48" is just possiable with the smaller Mitsubishi sized rod journals of 1.77", and with the shallowest Iapel 1.06" deck compression height pistons with a 5" rods, that's a practically unworkable 1.437;1 rod to stroke ratio.
The total amount of con-rod types for all Ford I6's of the 4.08" bore spacing familiy is six.
4.71,
5.14,
5.37,
5.88,
6.27,
6.06.
There are of course the two 2.3/2.5 HSC I4 items for Tempo/Topaz engines.
These are
5.45
and 6.00, bringing the count to 8 rods.
#9 and #10 were 1978-1980 US 250 conrods, and some 1973 to 1983 US 200 con rods, which were cast iron.
The OHC and DOHC engines had 5.88 or 6.06" forged steel conrods, and they swap in some kinds of tall deck engines.
All are swap prospects if you can find one of the 18 blocks Ford cast world wide for there passenger and truck lines. Happy hunting!
Here is my ammended A7M
Aussie 7 Mains list of
http://fordsix.com/aussiesixes.htm
C.I.
BORE
STROKE
ROD
YEARS
144
3.5
2.5
4.7
1960-1966
Integral Manifold
170
3.5
2.94
4.7
1960-1966
Integral Manifold
188
3.68
2.94
5.4
1967-1969
Integral Manifold
200
3.68
3.13
4.7
1966-1967
Integral Manifold
200
3.68
3.13
6.27
1970-1988
Integral Manifold
221
3.68
3.46
5.51<<<<5.15"
1967-1969
Integral Manifold
250
3.68
3.91
5.88
1970
-1973
2V head
250
3.68
3.91
5.88
1976-19
80
Iron X-flow
250
3.68
3.91
5.88
1980-1992
Alloy X-flow
191
3.6
3.13
6.27
1988-1990
OHC
239
3.6
3.91
5.88
1988-1990
OHC
240
3.64
3.91
5.88
1990-1998
OHC
240
3.64
3.91
6.00<<<<
6.06