I've been looking at the prospect of getting an emissions legal upgrade to the 200. Just playing a scenario over.
There are so many of them about, and with the prospect of alloy heads and better cams, I'd say the numbers of potential 200 cube modifiers is very high.
I've done a quick check of what is currently holding things back for the worlds greatest little six, and its only one thing....
Emissions Nazis!
So rather than prentending they don't exsit, and running away and practising our black art under cover of darkness, why don't we bite the bullet an look at what is involved in getting a 200 cube engine fitted out with EGR and an air pump, cataylist and see if we can't get a benchmark test done. If a stock 1984 3.3 Fairmont can be tract down which is used as a bench mark, we could add the parts to it, and then run another sniffer test.
We could then file for an Execute Order so we are all able to modify our sixes without having the emmisions guys wrap us in chains! An EO number, or a CARB sticker gives our craft a future. Any existing 200 cube engine from 64 to 84 would then be an item of worth, because we could all rebuild it to a common spec, and get some real power out of the old iron lump.
I think there is a prospect of adding any D8 head which would have to be blueprinted to a spec. CNC machining the base head could allow us to ensure the basic ingredients of the comming alloy head are already being tested.
A standard Stovebolt/ Cliffy adaptor converted to a legal EGR type to a 2150 Motorcraft carb can be used, a specific cat back dual exhast header like on the Big Six Trucks only tubular (Az made a prototype tube header a while back which would fit any block), relocating a 4.9 Six catalyst where the V8 one normally sits in S-shell Foxes or the later X-shell heat sheilfd found on Mavericks or Granadas could be fitted to an early Mustangs or whatever. Then for a 5-speed, and a Big Al style adaptor to run a T5 behind any high or low mount I6. Bellhousings are getting scarce, but with a proper focus, we could ensure that all the bits for the kit are listed and taken care of.
All these products exist, and have been contributions from long time members. Some of the parts have been hidden away, awaiting for the right marketing focus and other parts to make them usefull.
The reason for looking at the V8 style 2150 Motorcraft is it can give the 175 hp we need to be competitive against any 190 or 225 5.0 V8. Remember, the 200 is a very light engine, over 100 pounds less than a 5.0, and, when the alloy head comes out, it'll be over 150 pounds lighter. It doesn;t have to run an 8.8 " diff, nor does it have to run the World Class T5.
It also gives the Fox Mustang and Fairmont guys the option of having a great performance car to last a long time. At the moment, these cool cars are avoided because of the emissions issues.
A good six will do 16.5 second quarter miles, and do 122 mph in any 3000 pound Mustang or Fairmont. The C4 or C5 needs no overdrive at the 175 hp level, it can be geared just fine, with no need for the wide ratio spread. The C4 is also the best 3 stage trans Ford has ever made, and it is perfectly suited.
The cost of flunking a Excutive Order benchmark test is about US $20 000, but a kit could spread the cost through as little as 100 units.
If a rebuilt base short block engine was 1500 exchange with the right Clay Smith cam, good quality cast alloy HSC pistons and forged rods with ARP bolts , and the emsision friendly carb/header/reco head/ignition kit was 3000, then it would give legitimacy to our craft. If there was a proper markup, with full support from people who have done the conversion, then the prospect of alloy headed turbo 3.3's being unleashed would be within reach.
When the turbo header and alloy head come on stream, we could then look at using the same header and an intercooled turbo package... with a CARB or EO approval.
In so doing, anyone could afford to add performance to their little six on a drip feed if finances were tight, or all at once if you have a need for a bad power fix.
The figures are staggering. Its nothing to make an emissions legal 175 hp with a stock 3.3 with just the right gear. Add the alloy head, and there is often another 40 hp hiding in a great cylinder head, your up to the 215 hp mark with no loss in fuel economy, because it is able to flow and mix the fuel and air so much better.
Adding a turbo with an intercooler should go to the 280 hp mark on the iron head, and to 350 hp with the alloy head.
The basic engine is very sound, and everyone would come here to find a great core engine. Even if we just sold 100 engines in the first year and they didn't comply with as an emission spec engine, there would be a huge flow on effect, because the other, increasingly cheeper disk and rack and pinion steering kits or strut IFS set-ups could then have a reason for being fitted up.
The more I look at your humble I6 engines, the more I like.
There are so many of them about, and with the prospect of alloy heads and better cams, I'd say the numbers of potential 200 cube modifiers is very high.
I've done a quick check of what is currently holding things back for the worlds greatest little six, and its only one thing....
Emissions Nazis!
So rather than prentending they don't exsit, and running away and practising our black art under cover of darkness, why don't we bite the bullet an look at what is involved in getting a 200 cube engine fitted out with EGR and an air pump, cataylist and see if we can't get a benchmark test done. If a stock 1984 3.3 Fairmont can be tract down which is used as a bench mark, we could add the parts to it, and then run another sniffer test.
We could then file for an Execute Order so we are all able to modify our sixes without having the emmisions guys wrap us in chains! An EO number, or a CARB sticker gives our craft a future. Any existing 200 cube engine from 64 to 84 would then be an item of worth, because we could all rebuild it to a common spec, and get some real power out of the old iron lump.
I think there is a prospect of adding any D8 head which would have to be blueprinted to a spec. CNC machining the base head could allow us to ensure the basic ingredients of the comming alloy head are already being tested.
A standard Stovebolt/ Cliffy adaptor converted to a legal EGR type to a 2150 Motorcraft carb can be used, a specific cat back dual exhast header like on the Big Six Trucks only tubular (Az made a prototype tube header a while back which would fit any block), relocating a 4.9 Six catalyst where the V8 one normally sits in S-shell Foxes or the later X-shell heat sheilfd found on Mavericks or Granadas could be fitted to an early Mustangs or whatever. Then for a 5-speed, and a Big Al style adaptor to run a T5 behind any high or low mount I6. Bellhousings are getting scarce, but with a proper focus, we could ensure that all the bits for the kit are listed and taken care of.
All these products exist, and have been contributions from long time members. Some of the parts have been hidden away, awaiting for the right marketing focus and other parts to make them usefull.
The reason for looking at the V8 style 2150 Motorcraft is it can give the 175 hp we need to be competitive against any 190 or 225 5.0 V8. Remember, the 200 is a very light engine, over 100 pounds less than a 5.0, and, when the alloy head comes out, it'll be over 150 pounds lighter. It doesn;t have to run an 8.8 " diff, nor does it have to run the World Class T5.
It also gives the Fox Mustang and Fairmont guys the option of having a great performance car to last a long time. At the moment, these cool cars are avoided because of the emissions issues.
A good six will do 16.5 second quarter miles, and do 122 mph in any 3000 pound Mustang or Fairmont. The C4 or C5 needs no overdrive at the 175 hp level, it can be geared just fine, with no need for the wide ratio spread. The C4 is also the best 3 stage trans Ford has ever made, and it is perfectly suited.
The cost of flunking a Excutive Order benchmark test is about US $20 000, but a kit could spread the cost through as little as 100 units.
If a rebuilt base short block engine was 1500 exchange with the right Clay Smith cam, good quality cast alloy HSC pistons and forged rods with ARP bolts , and the emsision friendly carb/header/reco head/ignition kit was 3000, then it would give legitimacy to our craft. If there was a proper markup, with full support from people who have done the conversion, then the prospect of alloy headed turbo 3.3's being unleashed would be within reach.
When the turbo header and alloy head come on stream, we could then look at using the same header and an intercooled turbo package... with a CARB or EO approval.
In so doing, anyone could afford to add performance to their little six on a drip feed if finances were tight, or all at once if you have a need for a bad power fix.
The figures are staggering. Its nothing to make an emissions legal 175 hp with a stock 3.3 with just the right gear. Add the alloy head, and there is often another 40 hp hiding in a great cylinder head, your up to the 215 hp mark with no loss in fuel economy, because it is able to flow and mix the fuel and air so much better.
Adding a turbo with an intercooler should go to the 280 hp mark on the iron head, and to 350 hp with the alloy head.
The basic engine is very sound, and everyone would come here to find a great core engine. Even if we just sold 100 engines in the first year and they didn't comply with as an emission spec engine, there would be a huge flow on effect, because the other, increasingly cheeper disk and rack and pinion steering kits or strut IFS set-ups could then have a reason for being fitted up.
The more I look at your humble I6 engines, the more I like.
