Not me. None of the above. Except through some chat room involvment with EECIV.
Ive followed you all from afar.
First, Al Turner, who had the rug pulled from under him by the huge challenges of 1971. But he left with his head held high, a winner, and others walked in his steps.
My Ford influence was just with the service side, which I think Ford did really well considering the changes that happened in the whole component industry. Untill you've had to fight an influx of low cost cars tearing shreads out of your market share, you don't know how hard it is.
I'm 49 years old. When 15 in 1985, I was a laborer at my dads workshop at a local uliity company. My workshop manager was ex Napier Motors Dunedin New Zealand, a Ford service techncian. He told me about how smart Ford was, and how the whole motor car was becoming a 100% electronic device controlling the critical systems, and that he was here because Ford was going to have to move through another mainstreaming clean out, and it wasn't gonna be easy. He left not because he couldn't be an ace Ford techncian, but because he had access to all his old mates at FoMoCo, plus electronic and electrical service techncians, and just like Henry Ford...he wanted to build power stations and serve those that used Fords. Otago Central Electric Power Boards Scott Base at Boundary Road made every water power station in Otago except the Clyde dam and the Maniotota Irrigation Scheme. They made threaded rods, bronze parts, and operated General Electric and NEC control systems equipment, and serviced it at 5500 feet with two wheel drive XY and XC Falcon two door pickups with uni bodies and swash plates to control wheel slip in mud.
Alan Ireland taught me Ford Respect. He said that to build a 20000 part car, and sell and keep it serviced, you needed Whiz Kids and logistics experts, and a hot line to people who raced the cars. Those people, you partner with for life and dont ever rat out. He told me about EECIV, and how it managed things, and how easy it was gonna be to make Fords with Mazda parts, or shared power trains, and that if I wanted to, there was a place here for me. He told me about all the good books, Jay Storers Propane Peformance that profiled Ak Miller, and the Impco manual, that showed how vital it was to first understand Fords systems as far as possible before modification. Since all we did was put propane kits on cars, he taught me Ford Respect 1st.
My Grandad was a Ford guy, and my uncle and Dad too. They all said, Boy, it's all good if you wanna be a mechanic, but people who were mechanics in 1970 are still machanics in 1985, so set your goals higher. Be a Technician or engineer, and move on up. Don't just do obscure work, but hang out with the whole team and diversify.
I went crazy reading everything automotive, and did Land Surveying and Civil Engineering, and kept away from motorsport, because I chased other objects instead of cars...and got married at 20 to an 18 y/o. Military guys, consulting technicians and engineers taught me never to sh!+ on the bill payer, never rat out your team. Understand that, and respond to the needs. I time kept for the MANZ Otago Sports Car Rallyes for 10 years, my only Ford associations were with the Ford Driving School (Mr Cooper and his wife) and Mr Mortimer from Mortimer Ford Oamaru and all the guys from Dunedin City Ford. Laurie, Brian and Ive kept away from the drag racing and the circuit because Ive been a private company since 2005, and dont want to hurt my insurance premiums. Ive been involved with many Ford guys through my work with WSP Opus, Downer and Fulton Hogan, and although most of my friends are not Ford guys, I dont do anything but Ford. GM, Toyota and Nissan in line sixes suck, and I love pushrod in line engines, and youve got a market with every OHV Pushrod engine making another 66 cubes of capacity.
I had a heck of a job getting all my Lot 6 stuff posted...I was gonna email it personally, but Im posting it here for all to see.
Where this all fits in is this:
FoMoCo and its contractors are in a position to supply risk included stationary and OEM replacement 309 to 344 cubic inch emissions legal in line sixes, the 240/300/4.9 liter Ford Big Six is a tall deck improvement on the same bore spacing 215/245/265 Hemi D series Australian Valiant six, without timing chain issues, and the too small main and crank bearings. The Big Six is essentially a better than D series block with a head that just needs so Team 6 Spirit applied to its port profiles. The cam strength issues for big roller cams can be overcome. The FrenchTown Flyer
and yourself only know if a reduced 9.36" deck, siamesed cylinder block with 4.125" potential deck size would hit the market demographic.
You have the heads; no one else will get into your market WCG, because they don't understand how much torque and power a really good six makes. I think maybee Allan Moffat might. Back in 1972, his 350 hp 351C Falcon GTHO got its butt spanked by New Zealand 295 hp net Chrylser 265 Hemis in our race tracks. For an engine with a poorer weight to power ratio to clean up a big V8, especially one I love and respect like the US built 4V Canted Valve 351C, well it tells me your right on the aces.
Both Fords Big Six engines (4.48" bore spacings) and the popular 1969 to 1982 Hemi six in line Aussie engines share the similar 4.46" 1958 Polyspheric and LA bore spacings....the newer Mopar 5.7/6.2 Hemi V8 uses as wellas the Viper V10. So everything is super close. Canted valve engines suffer incipient detonation, and rough combustion compared to a classic wedge head, and your decision to make it with the stock non canted valve systems is a really good one for making sure every cfm is a solid gold horsepower. I'm not going to go on, just tick your good choices. I'm probably the only guy who has logged engine knock on a canted valve alloy head engine verses an iron wedge head using a Ford knock sensor with the same advance curve and carburation on the same engine.
The AMC Jeep in line six shares Ford Y block and Windsor/Cleveland bore centers at 4.375". So the 240/300/4.9 has all the right potential.
Your three headed response sure lookes like a great option.
Down here, I have can custom tool up a low deck block for 1.16" compression height pistons with 4.06 to 4.125 bores and a Mopar D- series height block with about half an inch taken off the block. An engine like that could fit under the hood of any Fox platform or Australian Ford, and it would outperform the 243 cubic inch SOHC/DOHC Ford engines as well as being stronger.
Down here we have some green sands and grey iron capacity since the closing down of our railway casting plant, and it looks like any one of those heads would work in a 4.06 by 3.98 stroke shallow deck engine.
“If everyone is moving forward together, then success takes care of itself.” https://www.fordgtholot6.com/history