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catalog of conceptual build plans for the b.b.ford sticky

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sdiesel
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catalog of conceptual build plans for the b.b.ford sticky

Post #1 by sdiesel » Thu Dec 27, 2018 12:13 am

the momentum currently being experienced on this boad coupled with the, ahem, aged experience and ahem, wisdom of the ,ahem elders here,
I thought a good idea might be to catalog the wide number of current or conceptual build plans to hold in perp.

for example:
"these part numbers with this combination at this c.r will/did/should produce this kind of power for this application
: car, truck, bus, drag boat etc.
if we collect this into one area it might be valuable to we in the future.
certainly we don't have to repeatedly till the same soil over and over every time a newcomer or a fellow who changes directions in his build, ask the same old questions.

we can pull from the catalog a certain build that will get him close. then if he modifies that plan, ,that modified engine gets a file in the catalog too.

we can also do this with components as they might be modified or custom fabbed. intskes, exhausts, custom designs etc.
cams part numbers and components that do/do not work with certain cams....
a long love affair with the 300 six.
my lastest and final fling is a fresh 300 in an 88 ford f350 dually 4X flatbed

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Re: catalog of conceptual build plans for the b.b.ford sticky

Post #2 by GPGoverMPG » Thu Dec 27, 2018 8:13 am

Great idea. I however like the comments and exchange of ideas makes me get out of my box and think a bit. On the flip side I've used the search function and the results were less than satisfying. Capturing the knowledge is always a good idea we used to call it a continuity folder.
71 F350 4x4 Super Duty 7.3 IDI
72 F250 4x4 4speed 300 I6
72 F100 2x 428 Tri Power
2014 SHO

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Re: catalog of conceptual build plans for the b.b.ford sticky

Post #3 by Max_Effort » Thu Dec 27, 2018 8:19 am

I came here looking for combos and had trouble finding them. I asked for direction and did get some help. Using google to search was helpful, I'd suggest a sticky on using a search engine to search the site.

In the brief time I've been here, these seem to be the most asked for topics.

Builds / Combos

compression ratio with xxxx parts

Head porting (inc chamber mods)

Camshafts and lifters/ timing components (gears)

Valve train inc rockers/ springs/ pushrods/ valves/

Ignition systems

Intake and exhaust (manifolds/headers carbs etc)

There are already sub forums for fuel injection and turbocharging

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Re: catalog of conceptual build plans for the b.b.ford sticky

Post #4 by sdiesel » Fri Dec 28, 2018 12:15 am

the need for this one stop source really began to materialize in my mind when a. few years back Paul Pmuller got involved here.
his unrelenting focus on cams, made it obvious that there is a huge expansion of knowledge just in that area
a sticky with successful builds doe not preclude the banter back and forth between builders.
it hopefully would provide the simple fundamentals of various possible combinations.

somewhere on here I believe I saw a list of all available cams for this engine.
that might be a starting point
a long love affair with the 300 six.
my lastest and final fling is a fresh 300 in an 88 ford f350 dually 4X flatbed

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Re: catalog of conceptual build plans for the b.b.ford sticky

Post #5 by pmuller9 » Fri Dec 28, 2018 1:11 pm

300/240 camshafts

grind # part # I lift/E lift Dur @ .050" I/E Dur @ .006" I/E Lobe Sep Angle

STOCK FORD
.397”/.397” 192/192 268/268 110deg 18 70 58 30 @.006”

COMP CAMS
252H (66-236-4) .433"/.433" 206/206 252/252 110deg
260H (66-237-4) .447"/.447" 212/212 260/260 110deg
268H (66-248-4) .456"/.456" 218/218 268/268 110deg

CRANE CAMS
H192/2667-2s-12 (500511) .429"/.458" 192/204 248/260 112deg
H-260-2 (503901) .458”/.487” 204/216 260/272 112deg
H-272-2 (503941) .487”/.515” 216/228 272/284 112deg
H-224/309-2-6 (500211) .497”/.523” 224/234 288/298 106deg
H-238/3347-8 (500641) .539”/.539” 238/238 294/294 108deg
F-238/3200-2-10 (501181) .515".537" 238/248 304/314 110deg (mech flat tappet)
F-246/359-2S-6 (501211) .578"/.589" 246/250 282/286 106deg (mech flat tappet)
F-256/3634-2S-8 (501311) .585"/604" 256/264 292/300 108deg (mech flat tappet)

CROWER CAMS
248HDP (19210) .405”/.411” 184/192 248/254 112deg
252HDP (19211) .426”/.440” 192/196 252/258 112deg
260HDP (19212) .443”/.448” 202/210 260/268 112deg
266HDP (19213) .456”/.461” 210/213 266/274 112deg
284HDP (19205) .509”/.517” 220/222 284/290 110deg
274FDP (19311) .528”/.539” 238/242 274/280 105deg (mech flat tappet)
284FDP (19312) .558"/.563" 248/252 284/290 105deg (mech flat tappet)

HOWARDS CAMS
280106-12 .448"/.475" 205/215 259/269 112deg
280026-08 .448”/.448” 209/209 263/263 108deg
280936-10 .480”/.480” 213/213 267/267 110deg
280996-10 .501”/.501” 221/221 275/275 110deg

ISKY CAMS
331-M (mile-a-mor) .415”/.415” 194/194 248/248 108deg
331256 (256 supercam) .450”/.450” 202/202 256/256 112deg
331262 (262 supercam) .445”/.445” 208/208 262/262 108deg
331280 (280) .465”/.465” 224/224 280/280 109deg
331TA (turbocycle A) .445”/.415” 208/194 262/250 114deg

MELLING CAMS
MTF-6 RV/TORQUE .451”/.475” 204/214 280/290 (unverified)

CLIFFORD CAMS
93-3021 .474”/.474” 206/206 264/264
93-3031 .478”/.478” 214/214 272/272
93-3081 .498”/.498” 226/226 280/280
93-3111 .510”/.510” 232/232 290/290
93-3102 .562”/.562” 242/242 302/302
93-3162 .532”/.532” 240/240 270/270 (mech flat tappet)

SCHNEIDER CAMS
248-56H (13913) .424”/.448” 194/204 248/256 110deg
256H (13911) .448”/.448” 204/204 248/256 112deg
256-2H (13917) .448"/.464" 204/208 256/262 112deg
131H (13910) .464”/.464” 208/208 262/262 112deg
262-70H (13918) .464".472" 208/214 262/270 110deg
135H (13919) .472"/.472" 214/214 270/270 110deg
270-80H (13920) .480"/.480" 214/222 270/280 110deg
270-90H (13914) .480"/.480" 214/230 270/280 110deg
140H (13912) .496”/.496” 222/222 280/280 110deg
284-88H (13921) 512"/512" 224/232 284/288 108deg
155H (13916) .520”/.520” 248/248 310/310 108deg
130F (13900) .480”/.480” 220/220 260/260 110deg (mech flat tappet)
127F .464”/.464” 208/208 254/254 112deg (mech flat tappet)
264-74F (1371) .512”/.512” 224/232 264/274 110deg (mech flat tappet)
256-64F .480”/.480” 214/224 254/254 112deg (mech flat tappet)
142F (13902) .512”/.512” 240/240 284/284 110deg (mech flat tappet)
136F .488”/.488” 230/230 272/272 110deg (mech flat tappet)
292-96F(13915) .584”/616” 258/262 292/296 108deg (mech flat tappet)
148F (13907) .584"/.584" 262/262 296/296 107deg (mech flat tappet)
304-14F (13904) .560"/.580" 260/264 304/314 108deg (mech flat tappet)
320-32F (13906) .600"/616" 274/284 320/332 108deg (mech flat tappet)

LUNATI CAMS
10660700 .466"/.483" 207/213 250/256 112deg
10660701 .483"/.499" 213/219 256/262 112deg
10660702 .499"/.522" 219/227 262/268 112deg

ERSON CAMS
E270101 (RV10H) .448"/.448" 208/208 280/280 110deg (Actual .006" duration is 270)
E270121 (TQ20H) .478"/.478" 214/214 292/292 111deg
E270321 (Hi-Flow AH) .504"/.504" 220/220 284/284 110deg
Last edited by pmuller9 on Thu Aug 22, 2019 12:30 pm, edited 13 times in total.

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Re: catalog of conceptual build plans for the b.b.ford sticky

Post #6 by Wesman07 » Fri Dec 28, 2018 1:26 pm

Here is the list of available cams. If you go about halfway down you will see all of the valve events are listed which are needed for calculating things like DCR.

viewtopic.php?f=2&t=69462&hilit=camshaft#p532392

This is a tough subject because you can’t always do what someone else did. If you miss one important ingredient, you got a mess of expensive metal, or a dud, or something that is frustrating to drive.

I will say it is very frustrating when you follow someone’s seven page build and it stops as soon as the engine runs. It’s like never seeing the ending to a movie.... I want to know if the six cylinders lived happily ever after!
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86 f150 300 efi with advanced stock cam. Np435, Dana 60/ 10.25, 35" BFG's, four link front suspension with 12" travel fox coil overs, custom deaver leaf pack in the rear.

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Re: catalog of conceptual build plans for the b.b.ford sticky

Post #7 by pmuller9 » Fri Dec 28, 2018 1:30 pm

Here is addition engine information.
If anyone sees something that is questionable please mention it.

Cylinder heads:
240 heads have a 68cc combustion chamber.
300 heads up to 1986 have a 76cc combustion chamber.
1987 and later heads have a 68cc heart shaped combustion chamber. These are the EFI heads

Heads up to 1984 have stud mount rocker arms with slot shaped pushrod holes in the head to act as pushrod guides.
Up to 1977 (unconfirmed) the 3/8" rocker studs used a 3/8 x 24 self locking adjusting nut.
The 1978 to 1984 heads use a shouldered 3/8 positive stop rocker stud with a 5/16" x 24 nut with no adjustment. The nut is torqued to the stud shoulder.

1985 and 1986 carburetor heads and 1987 and later EFI heads have pedestal mount rocker arms with round holes in the head for the pushrods.
1984 and earlier heads use a 4.810” long valve while the 1985 and later carb and EFI heads use a shorter 4.750” valve.
All have 11/32” valve stem diameter, 1.780" intake diameter and 1.559" exhaust diameter
SI valves is the main source for 240/300 valves that are the 4.750" and the 4.810" long stock lengths.

If the head is converted to screw-in rocker studs then the SBC 4.910” long valve can be used for oversize valve installation as well as the SI 4.810" long Ford 300 1.94"/1.60" valves.
The 1985 and later heads will need pushrod guide plates when converting from pedestal to stud mount rocker arms.
Chevy 250 six, Big Block Chevy, Ford 460 and Ford Cleveland 1.650" length rocker arms can be used with the screw-in studs.
Scorpion 1059 are 1.73 ratio pedestal mount roller rockers for the Ford 300 six. They are a direct bolt-on for the 1985 and later heads

Piston and connecting rods:
The 240 rod length is specified at 6.7947” and the 300 rod is 6.2097”. They are generally rounded up to 6.8" and 6.21"
The 1965-1968 240 and 300 rods have a .912” wrist pin diameter. 1969 and later rods have a .975” pin and an oil spit hole in the big end of the rod.
All rods are .992” wide at the big and small end.
Rod journals are 2.123”

240/300 block deck height is 10.00”
240 stroke is 3.18” and 300 stroke is 3.98”
Standard bore is 4.00" for all blocks.
Rotating assemblies will interchange between the 240 and 300 blocks.

A favorite combination is to use the longer 240 rod on the 300 crank.
This allows for a shorter and much lighter piston along with a higher rod length to stroke ratio.
The .912” pin rods allows the use of Ford 302 and 351W V8 pistons.
The .975” pin rods for 352 and 390 Ford FE V8 pistons.

The small 2.100” journal BBC rods have a .992” wide big end can be used with custom pistons.
These rods use the SBC 2.100" bearings.
The 300 crank rod journals are turned down form 2.123" to 2.100" to accommodates the BBC small journal rods.
The 6.385” long small journal BBC rod is available as an “off the shelf” item.

The 240/300 lifter is .875" and is common throughout the Ford six and V8 engine families.

The cam bearing housing bore on the Ford 300 engines manufactured after June 4th, 1985 was changed to make production installation quicker.
Previously all four housing bores measured 2.1440.
The late style block with the casting number E1TE-6015AA, has the following cam bearing housing bore dimensions:
Location Part # Bore Diameter
1 E5TZ-6261A 2.1590
2 E5TZ-6262A 2.1440
3 E5TZ-6262A 2.1440
4 E5TZ-6261A 2.1590

There are two main thrust bearings. A 3.567" OD flange and 3.602" OD bearing flange.
Last edited by pmuller9 on Thu Mar 28, 2019 2:50 pm, edited 12 times in total.

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Re: catalog of conceptual build plans for the b.b.ford sticky

Post #8 by THE FRENCHTOWN FLYER » Fri Dec 28, 2018 8:48 pm

pmuller9 wrote:The 240/300 lifter is .875" and is common throughout the Ford six and V8 engine families.

I think the 144 / 170 / 200 / 250 six uses unique lifters (both solid and hydraulic, depending on application).
FORD 300 INLINE SIX - THE BEST KEPT SECRET IN DRAG RACING

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Re: catalog of conceptual build plans for the b.b.ford sticky

Post #9 by Lunatic Fringe » Fri Dec 28, 2018 10:44 pm

Crower has another cam; 248°/252°,.558/563(.593/.598 w1.7 ratio)105° Mechanical .
Schneider has a couple as well:260°/264°,.560/.580(.595/.616 w1.7) 107 Mechanical.
:274/284°,.600.616(.638/.655 w1.7) 108 mechanical.

I'm debating between the first 2 right now (1.7 ratio) for my combination and will go to the last one if they're not big enough.

Will post the final combination when I finish assembling it.

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Re: catalog of conceptual build plans for the b.b.ford sticky

Post #10 by pmuller9 » Fri Dec 28, 2018 11:38 pm

Lunatic Fringe wrote:Crower has another cam; 248°/252°,.558/563(.593/.598 w1.7 ratio)105° Mechanical .
Schneider has a couple as well:260°/264°,.560/.580(.595/.616 w1.7) 107 Mechanical.
:274/284°,.600.616(.638/.655 w1.7) 108 mechanical.

I'm debating between the first 2 right now (1.7 ratio) for my combination and will go to the last one if they're not big enough.

Will post the final combination when I finish assembling it.


The cam list has been updated

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Re: catalog of conceptual build plans for the b.b.ford sticky

Post #11 by 88F15088 » Sat Dec 29, 2018 12:22 am

sdiesel wrote:for example:
"these part numbers with this combination at this c.r will/did/should produce this kind of power for this application


I am working on this for my boosted build. I want to get results for the following combinations:

-stock motor @ 5-7 PSI boost
-rebuilt motor with cam and big valve ported head (N/A)
-rebuilt motor with cam and big valve ported head (5-7 PSI)
-rebuilt motor with cam and big valve ported head (20-25 PSI)

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Re: catalog of conceptual build plans for the b.b.ford sticky

Post #12 by Lunatic Fringe » Sat Dec 29, 2018 12:32 am

pmuller9 wrote:[quote="
The cam list has been updated


Thanks, missed that.

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Re: catalog of conceptual build plans for the b.b.ford sticky

Post #13 by Max_Effort » Sat Dec 29, 2018 12:07 pm

THE FRENCHTOWN FLYER wrote:
pmuller9 wrote:The 240/300 lifter is .875" and is common throughout the Ford six and V8 engine families.

I think the 144 / 170 / 200 / 250 six uses unique lifters (both solid and hydraulic, depending on application).


AFIK,

The small six and the FE V8, use the same lifter.

The big six and all other pushrod V8’s use the same lifter. (Excluding the Y-block).

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Re: catalog of conceptual build plans for the b.b.ford sticky

Post #14 by 54-4x4 » Sat Dec 29, 2018 6:17 pm

Pistons



It would be nice to have a list of which pistons work with the various rod lengths and pin sizes to get the correct deck height and compression ratio with the different combustion chambers as well.

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Re: catalog of conceptual build plans for the b.b.ford sticky

Post #15 by sdiesel » Mon Dec 31, 2018 12:21 am

useful good stuff here thank u to all.

any more contributions , to keep this all in one location?
when a build is finished perhaps a list of components, and intended use could be helpful.

as always, paul, a gratitude to you for your effort and generslly ur presence here "on board".
a long love affair with the 300 six.
my lastest and final fling is a fresh 300 in an 88 ford f350 dually 4X flatbed

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Re: catalog of conceptual build plans for the b.b.ford sticky

Post #16 by pmuller9 » Tue Jan 08, 2019 10:03 pm

Please make this a sticky so we don't have to keep looking for it.

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Re: catalog of conceptual build plans for the b.b.ford sticky

Post #17 by guhfluh » Wed Jan 09, 2019 4:10 pm

I am currently searching for a list of options for screw in rocker studs for a carb head. I have seen mention of many different ones, some requiring milling the stud bosses and some not, but it's hard to sort through and pinpoint what works. I'd like to find a simple combination that works with just a drill and tap of stock holes, stock valves and 3/8 or 7/16 BBC or etc rocker.
1967 F-250 Crew Cab 2wd, 300 6cyl, T-170/RTS/TOD 4-speed overdrive
240 head, Offy C, EFI exhaust manifolds, Comp 268H, mandrel 2.5-3" exhaust, Edelbrock 500, Pertronix ignitor and coil, recurved dizzy. 200whp/300wtq

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Re: catalog of conceptual build plans for the b.b.ford sticky

Post #18 by pmuller9 » Wed Jan 09, 2019 10:41 pm

guhfluh wrote:I am currently searching for a list of options for screw in rocker studs for a carb head. I have seen mention of many different ones, some requiring milling the stud bosses and some not, but it's hard to sort through and pinpoint what works. I'd like to find a simple combination that works with just a drill and tap of stock holes, stock valves and 3/8 or 7/16 BBC or etc rocker.

The following ARP studs have the longest adjuster thread and are short at 1.75" length.
They will give you the best possible chance of not having to machine the towers.

7/16 studs:
ARP 135-7101, 180,000 psi tensile strength
ARP 235-7201, 200,000 psi tensile strength

3/8 studs:
ARP 134-7101, 180,000 psi tensile strength
ARP 234-7201, 200.000 psi tensile strength

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Re: catalog of conceptual build plans for the b.b.ford sticky

Post #19 by pmuller9 » Thu Jan 10, 2019 12:08 pm

Please sticky this thread.

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Re: catalog of conceptual build plans for the b.b.ford sticky

Post #20 by bubba22349 » Fri Jan 11, 2019 7:36 pm

I made this post a Sticky! Plus there is a lot more info in the General Tech : read only, section for big six'es (see the link below). :thumbup: :nod:

viewforum.php?f=102
A bad day Drag Racing is still better than a good day at work!

I am still hunting for a project car to build but with my current low budget it's not looking so good. My Ex- Fleet of Sixes these are all long gone! :bang: 1954 Customline 223 3 speed with O/D, 1963 Fairlane project drag car with BB6, 1977 Maverick 250 with C4, 1994 F-150 a 300 with 5 speed.

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Re: catalog of conceptual build plans for the b.b.ford sticky

Post #21 by pmuller9 » Sat Jan 12, 2019 7:20 pm

Engine Dimensions for installation.
Thanks to Max_Effort
Image
Last edited by pmuller9 on Sun Jan 13, 2019 10:36 pm, edited 4 times in total.

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Re: catalog of conceptual build plans for the b.b.ford sticky

Post #22 by Max_Effort » Sat Jan 12, 2019 9:56 pm

The CSG-649 service manual can be downloaded from several sites. Can PDF files be saved/stored on the new site?

https://www.pittauto.com/customer/piaue ... CSG649.pdf

http://download1023.mediafire.com/39hhz ... CSG649.pdf

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Re: catalog of conceptual build plans for the b.b.ford sticky

Post #23 by pmuller9 » Sun Jan 13, 2019 11:29 pm

This is the classic long rod 300 build using the 240 connecting rod with the 300 crank.
The plan was to produce 325 hp at 5500 rpm. Unfurtunately I moved from WA state before having the opportunity to dyno the engine.
The owner reports plenty of torque from 1200 rpm and 18 mpg @ 70 mph highway (2400 rpm) and 15 around town. 1977 2wd pickup, T18 tranny.

I will try to keep this post compact by using links instead of imbedded pictures.

Addition block prep included removal of sand/iron lumps and pockets in the crankcase.
Grind away all casting lines including the cam tunnel and main webs.
https://www.dropbox.com/s/s6u3h61cke7kf ... 6.jpg?dl=0
https://www.dropbox.com/s/qjh45e9hdbtd2 ... 7.jpg?dl=0
Lunatic Fringe added the very nice porting of the oil passages in the filter mount that's not included on this engine.
viewtopic.php?p=613172#p613172

The 1985 carb head had Chevy 2.02" intake and 1.60" exhaust valves, 4.910" length along with porting.
Combustion chambers were finished out to 77cc
https://www.dropbox.com/s/hoxt81l1paszf ... t.JPG?dl=0
https://www.dropbox.com/s/pycdq6q58ecd0 ... t.jpg?dl=0
https://www.dropbox.com/s/5t7b6y8h5vdpu ... r.JPG?dl=0

Heads were drilled and tapped for 7/16" rocker studs.
Comp 1826-12, 1.6 ratio roller rockers
The head valve spring seats were machined to fit Comp 994-12 double valve springs. Installed height 1.665"
.530" metal clad Viton valve seals.
Adjustable pushrod guild plates were welded on a 1.940" center.
https://www.dropbox.com/s/hw9cogn2posft ... 2.JPG?dl=0
Manton 4 Series 5/16" x .118 wall, 10.290" long pushrods.

1965-1968 240 connecting rods forging number C5AE
Polished, shot peened and resized with ARP rod bolts.
AutoTec 4.040" pistons, 1.190" pin height, .912" pins and 10cc round dish. 9.75 compression ratio.
Piston and pin weight reduced from stock 819 grams to 574 grams.
BWE zero gap rings
https://www.dropbox.com/s/h5rwpzcctzeew ... 8.JPG?dl=0
https://www.dropbox.com/s/k9u6bhvzw0p5w ... 0.jpg?dl=0

Jones Cam, Hydraulic F300-I6, H72334, L/C 112
232/232 .050" duration, 288/288 advertised duration, .534" valve lift. 112 LSA
Jones J875H lifters

Clifford intake manifold with Quick Fuel HR-650 carb. (I preffer the new Offenhauser 4 barrel intake but at that time I found the used Clifford manifold cheap)
Hedman headers
MSD 6AL ignition

Sitting on the run-in stand waiting for the Manton pushrods and MSD coil. Break in with outer valve springs only.
https://www.dropbox.com/s/h5jmi733n0q96 ... 6.JPG?dl=0

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Re: catalog of conceptual build plans for the b.b.ford sticky

Post #24 by pmuller9 » Mon Jan 14, 2019 12:58 pm

Just a note on "Off the shelf" catalog cams for the 300 six.

If you look through the cam listings above in post #6 you will notice a big gap in .050" durations once you get past 220 degrees.
Unfortunately performance street cams for the 300 six with a ported head are actually in the 230 degree range which directs you to a custom cam.
Fortunately a custom cam can now be had for a few dollars more than a catalog grind.

This is the reason for the custom Jones cam in the above build.

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Re: catalog of conceptual build plans for the b.b.ford sticky

Post #25 by pmuller9 » Mon Jan 14, 2019 1:18 pm

Thank You bubba for making this thread a sticky.

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Re: catalog of conceptual build plans for the b.b.ford sticky

Post #26 by bubba22349 » Mon Jan 14, 2019 1:50 pm

:nod: your welcome pmuller9, I also think it will be great to have all this info in one place!
A bad day Drag Racing is still better than a good day at work!

I am still hunting for a project car to build but with my current low budget it's not looking so good. My Ex- Fleet of Sixes these are all long gone! :bang: 1954 Customline 223 3 speed with O/D, 1963 Fairlane project drag car with BB6, 1977 Maverick 250 with C4, 1994 F-150 a 300 with 5 speed.

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Re: catalog of conceptual build plans for the b.b.ford sticky

Post #27 by pmuller9 » Tue Jan 22, 2019 4:26 pm

Just a quick update on available on least expensive forged pistons and pricing for the Ford six.

AutoTec pistons are forged 4032 aluminum alloy.
The alloy is eutectic with around a 12% silicon content so it is durable and keeps a low expansion rate.
The AutoTec pistons are made to order and come with wrist pins that are fitted to the piston.
A flat top piston is $525 for a set of six and $562.50 for a set of dish pistons.
http://racetecpistons.com/pages/autotec.php

For those that want the strongest piston for Turbocharging, Supercharging and Nitrous or High compression High rpm N/A, BWE offers a 2618 alloy that is heat treated T6.

A flat top piston is $105 each and a reverse dome or dish is $110 each
These pistons DO NOT come with wrist pins. There is a $18 and $30 pin (each) available.
The piston also have the option for a hard anodized friction process for the skirts and a ceramic heat barrier for the top.
Both operations are $40 for each piston.
http://bwepistonrings.com/

As with any custom piston, both AutoTec and BWE pistons allow you to take just a cleanup cut off the block deck and head surface.
The pistons are then ordered with the correct wrist pin height, piston top be it dish, flat or dome to get the needed compression ratio.
You also get to decide on the type of piston rings you want to use and are no longer stuck with the old 5/64" ring set.

We have had great success with the BWE ZGS (gapless) rings.
Image

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Re: catalog of conceptual build plans for the b.b.ford sticky

Post #28 by BigBlue94 » Sat Feb 16, 2019 12:41 pm

KB379 pistons for a pre-'71 351w fit stock 300 rods with a bushing in the pin end. My block only needed a few thousandths to get to zero deck.

https://uempistons.com/i-29938-kb-hyper-piston-ford-351w-rod-5-956-step-dish-15cc.html

The piston is a step dish of 15cc. It was designed for the sportsman N head. The step meshes with the chamber deck to give a good quench distance of .04" (at zero deck it's just the gasket thickness)

I haven't fired the engine yet, but it's getting installed today so it wont be long. 9.75 CR with big SI valves, Schneider 140H cam, harland sharp rollers, and a .060" overbore. 450cfm 4bbl, Clifford intake, and long tube headers. I'd like to see 300 hp, but I dont really know.
1985 Bronco. 309ci I6, NP435, 4.56 gears, Detroit locker and tru-trac, 4" lift, and 37" swamper tires. The 309 is 9.75:1 CR with a Schneider 140H cam, 4bbl, roller rockers, larger valves, and headers.

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Re: catalog of conceptual build plans for the b.b.ford sticky

Post #29 by 54-4x4 » Sat Feb 16, 2019 2:55 pm

That looks like a nice combination you have.Now you get to hear and feel the response.

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Re: catalog of conceptual build plans for the b.b.ford sticky

Post #30 by Lunatic Fringe » Sun Feb 17, 2019 1:01 pm

A question for the guys using 302/351 Ford pistons. Does the fact that the intake/exhaust valve reliefs are reversed vs a 300 cause any issues? I'll be using Chevy 383 stroker domed pistons with a long alum rod and those will only need a touch of cleanup around the chamber edges.

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Re: catalog of conceptual build plans for the b.b.ford sticky

Post #31 by pmuller9 » Sun Feb 17, 2019 1:56 pm

Lunatic Fringe wrote:A question for the guys using 302/351 Ford pistons. Does the fact that the intake/exhaust valve reliefs are reversed vs a 300 cause any issues? I'll be using Chevy 383 stroker domed pistons with a long alum rod and those will only need a touch of cleanup around the chamber edges.

Most of the SBF pistons being used in the 300 six street engines are dished and since the 300 doesn't require valve reliefs on non-dome pistons the V8 valve order doesn't matter.

The problems lies with V8 pistons that do not have a symmetrical top and also have an offset wrist pin.
In that case only 4 of the 8 pistons will work in the 300 six.

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Re: catalog of conceptual build plans for the b.b.ford sticky

Post #32 by pmuller9 » Tue Mar 12, 2019 10:29 am

For those that want to build a very high rpm 240 including turbocharging where the rpm is only limited by the valve train.

Molnar makes a 7.130" long billet rod for the Chevy 292 six that will fit the 240 crank.
The 240 crank journals are turned down to 2.100" and the journals are widened .035" so a generous radius can be formed for extra crank strength.
https://www.12bolt.com/store/p32/292_Bi ... olnar.html

Image

Use a custom forged piston that has a 1.28" CD with a total piston and pin weight under 600 grams and have a screaming six.

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Re: catalog of conceptual build plans for the b.b.ford sticky

Post #33 by bubba22349 » Tue Apr 30, 2019 10:40 pm

I ran across this source for Stainless Steel engine bolt kits, that has listings for many Ford engines including the 240 & 300 Big Six. As a little dress up detail item they have both polished and unpolished Hex head, Allen Head, and Button Heads too. :thumbup: :nod:

http://www.mmsacc-stainless.com/html/ford.htm
A bad day Drag Racing is still better than a good day at work!

I am still hunting for a project car to build but with my current low budget it's not looking so good. My Ex- Fleet of Sixes these are all long gone! :bang: 1954 Customline 223 3 speed with O/D, 1963 Fairlane project drag car with BB6, 1977 Maverick 250 with C4, 1994 F-150 a 300 with 5 speed.

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Re: catalog of conceptual build plans for the b.b.ford sticky

Post #34 by BigBlue94 » Sat May 18, 2019 7:16 pm

BigBlue94 wrote:KB379 pistons for a pre-'71 351w fit stock 300 rods with a bushing in the pin end. My block only needed a few thousandths to get to zero deck.

https://uempistons.com/i-29938-kb-hyper-piston-ford-351w-rod-5-956-step-dish-15cc.html

The piston is a step dish of 15cc. It was designed for the sportsman N head. The step meshes with the chamber deck to give a good quench distance of .04" (at zero deck it's just the gasket thickness)

I haven't fired the engine yet, but it's getting installed today so it wont be long. 9.75 CR with big SI valves, Schneider 140H cam, harland sharp rollers, and a .060" overbore. 450cfm 4bbl, Clifford intake, and long tube headers. I'd like to see 300 hp, but I dont really know.


I have fired this engine up and driven it 2200 miles. While I'm still fine tuning, I can say HP is easily over 200. My econoline, f350, and 94 bronco have all about 200hp and this feels quite a bit more powerful. Feels about like my "140hp chip" 96 7.3L powerstroke. Very pleased. Hope to get it on the dyno in the future.

Couple notes:
The SI valves are the oversized version that they offer for the 300. 1.96 and 1.6 diameters I believe. The bowls were massaged in the head to accommodate them. Also did away with the exhaust valve rotators.

I'm running a DUI HEI distributor.

I do not know what degree the cam was installed at.
1985 Bronco. 309ci I6, NP435, 4.56 gears, Detroit locker and tru-trac, 4" lift, and 37" swamper tires. The 309 is 9.75:1 CR with a Schneider 140H cam, 4bbl, roller rockers, larger valves, and headers.

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THE FRENCHTOWN FLYER
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Re: catalog of conceptual build plans for the b.b.ford sticky

Post #35 by THE FRENCHTOWN FLYER » Sat May 18, 2019 8:21 pm

BigBlue94 wrote:Also did away with the exhaust valve rotators.


Some may question the idea of doing away with the exhaust rotators. They are not a reliable high RPM piece -the directional garter spring tends to shatter and pieces migrate through the engine.
Tearing down a well used 300 head recently I noticed something curious. The exhaust valve springs left a definite impression on the seat and the end of the valve spring left a witness mark that was clearly visible on all the exhaust seats. The bottom of the springs was not moving. On the other hand the intake springs left a track that showed the intake springs were clearly revolving around in the spring seats. So my conclusion is that while there may not be a positive rotator on the valve it does indeed revolve as evidenced by the witness marks left by the "ratcheting" valve spring, ensuring even wear and heat dissipation at the valve.

Chuck 'em.
FORD 300 INLINE SIX - THE BEST KEPT SECRET IN DRAG RACING

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Re: catalog of conceptual build plans for the b.b.ford sticky

Post #36 by Wesman07 » Mon May 20, 2019 11:48 pm

FTF,

Can you elaborate on this a little more? It’s the first I’ve heard of this.

If I’m getting this right, the trick is to remove the rotator (what the spring rotates on) because it breaks under high rpm use?
In-lines we trust

86 f150 300 efi with advanced stock cam. Np435, Dana 60/ 10.25, 35" BFG's, four link front suspension with 12" travel fox coil overs, custom deaver leaf pack in the rear.

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Re: catalog of conceptual build plans for the b.b.ford sticky

Post #37 by THE FRENCHTOWN FLYER » Tue May 21, 2019 9:03 am

Yes. It may help if you take one apart to see its guts. Grind the crimp away on the underside of the outer shell and the rotator will come apart in three pieces. You'll see a circular garter spring that looks like it had been squashed by an elephant standing on it. That is the ratchet spring that may break apart and work its way out in little coils of metal shards on their way to your oiling system.

I'm sure someone will do this and post pictures.
FORD 300 INLINE SIX - THE BEST KEPT SECRET IN DRAG RACING

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Re: catalog of conceptual build plans for the b.b.ford sticky

Post #38 by Wesman07 » Thu May 23, 2019 9:14 am

Your last two posts has sparked so many questions. I am doing my best to limit them and do as much reading on the topic as possible. Multiple study’s have shown very large temperature differences around the valve seat, which proves the spring is a very effective heat sink. The spring needs to rotate to keep these temperatures consistent. Makes sense.

Here is what I’m having a hard time with.... Rotators are wildly over complicated. A coil spring naturally wants to rotate at one or both ends during compression/extension. It seems like a very slight design change could easily accomplish the same thing with less moving parts. What am I missing?
In-lines we trust

86 f150 300 efi with advanced stock cam. Np435, Dana 60/ 10.25, 35" BFG's, four link front suspension with 12" travel fox coil overs, custom deaver leaf pack in the rear.

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Re: catalog of conceptual build plans for the b.b.ford sticky

Post #39 by THE FRENCHTOWN FLYER » Thu May 23, 2019 1:06 pm

The garter spring does not rotate per se. The partially squashed spring coils are laid over at an angle. When pressure is exerted on the top of the retainer the spring compresses and then releases, moving the top side of the retainer in relation to the bottom side, slightly rotating the valve each cycle.
FORD 300 INLINE SIX - THE BEST KEPT SECRET IN DRAG RACING

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Re: catalog of conceptual build plans for the b.b.ford sticky

Post #40 by pmuller9 » Mon Jun 10, 2019 12:50 pm

There are timing marks on the timing cover which is on the front driver side of the engine and there is a timing tab that bolts to the front passenger side of the timing cover.
Typically the mark on the harmonic balancer lines up with the passenger side timing tab when #1 piston is at TDC.

If you look at your harmonic balancer from the front with the keyway straight up, if the mark is to the left of the keyway then it will use the timing tab bolted to the passenger side .
If the mark is to the right of the keyway it will use the marks cast in the timing cover on the driver side.

While the cylinder head is off, bring #1 piston to TDC and see where the mark on the harmonic balancer is.
If the mark is at the passenger side tab, fine tune the alignment with the timing tab and brighten the mark on the balancer with white paint.
You have the option of making a line on the balancer that aligns with the driver side cover marks.

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