250 2V on 200

I have another 2V head i am getting next week for my 200, been told by a bloke that just bolting it on will take my compression down to low 8’s, my 200 is 9.2.1, so milling the 2V head 60 wont help, anyone confirm this? he mentioned cast flat top pistons, but i am in no position to rebuild the whole motor, head is a standard reco, with factory alloy manifold/adaptor and 350 Holley and good set of extractors, price was good so i popped on it. Changes my mind again, 3rd time lucky for a 2V

Yep, you will lose CR with a 2V on an early 200.
Memory a bit rusty, but the 2V combustion chamber is about 10cc (stock) more than the head (that should be) on your 200.

Best bet is to do some measuring, then calculate what chamber size you need to acheive desired CR.

Last 170 I built, I used a 250 head and milled it to 49cc I think. Best way is to tell the machine shop desired size. If they are on the ball, this wont be a problem. If they dont seem to get it, find another shop.

Ben

Just shave to head xrwagon. 60 thou off makes a 60 cc head 50 cc. That's what everyone does with there US 200's and 250 2v combo's. Stock, with a 45 thou gasket, the 5.5 cc pistons and you'll end up with an 8.22:1 compression ratio. With a 60 thou shave, 9.3:1, same as the 155 hp and 170 hp 250 engines. Simple as mate


Between the factory low compression and high compression early engines, there was a nominal 8 cc cylinder head CC difference. With the XY, XA, and XB, an 8 cc piston dish difference.

The compression ratios for all the later standard fuel Aussie low compression I6's from 1971 to 1983 was done by putting the bigger dish 250 pistons into the 200 engine and a stock one size fits all 4.1 litre carburettor cylinder head chamber. When the 1985 XF came out, the low compression engine was ditched.


No one knows for sure exactly what the standard 1971-1975 200 and 250 XY, XA and XB piston spec was. Based on what I've seen, I think 0.0 flat top for high compression 200, wide brim 12.5 cc dish for 250 and low compression 200, and a the late x-flow 22.7 cc deep dish for low compression 250.


But they had a one size fits all log head ans 2V 60 cc chamber from 1971 to 1975.

The Aussie Low compression standard fuel ex Taxi engines 3.3 and 4.1 engines from 1965 to 1975 were something of a mystery.There's lots of info on the X-flow 1976-1983 taxi engines.

I have two factory Aussie 200's, a G-code 1966 shallow 7.803" deck 200 XR, and an E code 1972 tall 9.38" deck 200 XA. The XR has the 200/221 piston, with a 5.5 cc small dome piston relief and a factory 52 cc small chamber head.

The E code has the stock 250 piston with a 200 crank and rods, and standard 250 head with its 60 cc chamber.

The later E code LC and G code HC high compression tall deck has a wide brim shallow piston of either a nominal 0 cc flat top piston, or the 250's HC 250's 12.5 cc piston with a 60 cc chamber.

One had a 7.7:1 compression ratio, 12.5 cc piston, 60 cc chamber

the other 130 hp and 9.1:1. 0.0 cc piston and 60 cc chamber for high compresion,

The M code 250 2V 170 hp and L code HC 250 1V 155 hp were 9.3:1, via 12.5 cc piston, 60 cc chamber

The J code LC 250 , unknown hp drop for low compression, via the later 1976-1985 cross flow 250 22.7 cc pistons

3.3 200 cubic inches (3.3L) 6 cyl
Bore and stroke: 3.68 x 3.13 inches
Power: 130bhp (97kW) at 4600rpm
Torque: 190lb-ft (258Nm) at 2000rpm
Pushrod overhead valve, 2 valves per cylinder
Fuel system: Single throat carburettor
Compression ratio: 9.1:1

4.1 250 cubic inches (4.1L) 6 cyl
Bore and stroke: 3.68 x 3.91 inches
Power: 155bhp (116kW) at 4400rpm
Torque: 240lb-ft (325Nm) at 1600rpm
Pushrod overhead valve, 2 valves per cylinder
Fuel system: Single throat carburettor
Compression ratio: 9.3:1

4.1 2V 250 cubic inches (4.1L) 6 cyl
Bore and stroke: 3.68 x 3.91 inches
Power: 170bhp (127kW) at 4200rpm
Torque: 250lb-ft (339Nm) at 2200rpm
Pushrod overhead valve, 2 valves per cylinder
Fuel system: Bendix twin throat carburettor
Compression ratio: 9.3:1

so there is plenty of meat to shave the head 60thou? also i looked at a steel gasket, cometic one around 0.037 when torqued from summit just under 50 bucks US

You could take off 120 thou for an unskimmed stock casting. The spark plug is the limit, and then core thickness. 90 thou is safe without question.

ok thanks mate, much appreciated, yeah i read 90 thou and use Holden 6 pushrods, cant confirm though.

186 S pushrods are for tall deck engines, the XY/XA/XB 200 and 250. Not our short deck XR 200's.

Have you ever heard of a lynx Ford head?

Not me. I've only heard of Lynx Industries. They sold go-fast carb and adaptor and intake gear for the Big Three (GM, Ford, Mopar) and the Band of Eight (Toyota-Daihatsu, Nissan/Datsun/Prince, Honda, Suzuki, Mitsubishi, Mazda, Isuzu, Subaru)

Lynx in the late sixties modded log heads for speedway, cut off logs, flange brzed on and triple su’s. I have so far seen 3 of these rare setups, one i almost got, bloke sold it out from me before i could get him the cash, at this stage i didnt know the significance of what i was looking at. Second one is on Australia ebay, punch in pre crossflow and a complete fresh race motor with this setup and triple 2” su’s are on there, built by Marty White race engines, I know these guys, owner claims 350 hp at flywheel. The 3rd one is on google images, looks to be a mustang site with a link to up north in my state, i have pics of all 3 setups.

Okay, that is just the one FEP/FSP member Ausfox had one up for grabs.

http://www.mustang.org.au/forum/index.php?topic=22144.0


The whole cut-off only some of your "logotomy" was originally the Blattman conversion found on XM 170's from 1964 onwards, and is listed on the Hot 6's Street Machine book in Page 91 in black and white. In that book, it has a steeper draft angle, and a hand fabricated intake manifold for three H6 SU 1.75" Carbs.

Lynx Corp had its own alloy casting factory, and since everyone was working inline Fords, Holdens and Valiant's back in the 60's and early 70's, they just copied the Blattman kit in cast alloy, which allowed even bigger Jag/Aston Martin/Van Den Plas HD8 SU 2" carbs to be bolted up.

221's were a really common candidate, and Graeme Nichols from Lynx Corp in the Hot 6's said they used to do heaps for the speedway guys.


See this
http://www.streetfords.com.au/forum/vie ... 0&start=10


Street Machine Performer Series: Tough 6's.

C.1990 from what is Phil Scoots ACP Mens these days.

Bar code 9313006003663

In that book, which I know you have, Graeme Nicholls from Lynx Corporation, on Page 9 and 10, Extra Dimensions and page 92, Mix Mastering.


And there were comments from Tim Howarth in the last article

Carburettor Service Co Pty Ltd
(02) 9747 4066
240 Parramatta Rd
Burwood NSW 2134
http://www.carburettorservice.com.au
He is one of the most knowledgeable people in Aussie when it comes to carburetors.
He might even be able to help you out with a raft of SU carburetor back-up parts.

The bloke in Townsville who had the head and carbs I rang hime this morning, nice bloke he is 68 you know and has a BA Turbo six Mustang, bloke brought the head in less than two hours from Canberra, another one us on ebay Australia on a 250 apparently good for 350 at the flywheel, i spoke to him this evening, he has had the head for 10 years and was a speedway only item with no guides etc, punch in pre crossflow and its there. Triple 2” su’s as well and 5 speed, big solid cam etc for $6000 bucks all fresh, i only need the top end lol. But having the gearbox and custom clutch could be a saviour, thanks for info mate, as always you come through.

http://www.ebay.com.au/itm/Ford-250-Pre ... 1090278853

Fully worked 250 pre cross flow engine, balanced/blue printed,Keith black flat top pistons 30 thou oversize, decked block, high volume oil pump, lightened flywheel, custom baffled wing sump etc etc. all machine work done by john white racing engines. The head is a lynx falcon(very rare) not a 2V they were made for speedway racing, tulip valves, machined and injection style valve seals fitted for street use, triple 2" SU's off a jaguar all new kits for carbs, this engine should make 350Hp at the flywheel no worries, supra 5speed behind it with a $700 dollar custom clutch. I have most recites, this engine/gearbox owes me a lot more than I'm asking. This engine would make a nice addition to an early falcon that never came out with a V8. $6000 ONO Call Russell for more info 0419628509 . If paying by PayPal buyer pays fees. I also have the right to remove this ad as engine is advertised elsewhere

Click to expand...

And

Nice

yeah mate thats it, spoke to the bloke again today, he informs me it has a big solid cam, does not have roller rockers or good rods, stock rods with arp bolts, has been sitting for a while, he also has a 221 with 250 log head and 4 speed single rail for sale, he did the holley conversion on this head, reamed it out as far as it could go and ported the head, he said the conversion with a small cam mad one hell of a difference. I checked out a 2V head yesterday at a place called Revheads in Brisbane, its a boat one and may as well be an anchor to it was rough even though it was advertised as recoed, had a water cooled inlet man, and some wicked pipe’s that had no way of clearing my linkages on the 3spd. Now its back to ordering off Mike some bits to do the direct mount, doing it right now. Got some nice cam’s at Ivan Tighe Cams, big range, he is dear, like 280 for the camshaft brand new, has a grind called a 140HT

287 287 240 240 .447" .447" .072" .092”, can be ground on any centres, i am opting for 108 as i wont be revving over 5500, its called the speedway cam and should ramp up quick which will be ideal for eigth mile racing, feel free to look at the profile page and advise me if need be if you think something else looks attractive

http://www.tighecams.com.au/cars.htm