Appreciate the help chad. The head is from the 250 Xflow Block. Here are the codes I found on the head.
I'm not certain this is the case for him, but if its an early 200 (pre 67) switching to a 250 will also entail changing the transmission, bellhousing, clutch and flywheel, which is all well and good if he is prepared to blow the car apart for the upgrade, but if he is just looking to improve the power of an existing 200 thats a different matter. Thats exactly how I would do it, upgrade what is existing to see if the power is enough to satisfy me, if not then I would already have the X flow head to put on a 250 down the road when I got ready to do it. I did just that on the 258 in my CJ7,yanked the stock head and carb intake and put a 4.0 HO head EFI intake and exhaust header on it, I have a 4.0 block, 258 crank and another head to build a stroker and have planned to build the stroker and install it when the original 258 gives up the ghost but its been over 10 years and the original 258 refuses to cooperate.
Yes that “D” is in between cylinders 1 and 2. Just for reassurance, I looked on both side of the head and between all cylinders for any other casting numbers. Thanks for the information and for the help. Right now the block has Flattop Pistons with stock Conrods but I’ll be changing the Rods for stronger ones.
I would have to consider a lot of things including the costs to swap the 250 in a 1965 Mustang. I hear a lot of good things about the 250 and a lot of good things about the 200. That being said, I hear more bad things about the 250 (detonation issues, more weight, poor dynamic ratios).
Has Stocks rods for now (will be using either 1JZ rods or Spool Import Rods). Has Flattops in it. But once new rods go in, custom pistons will also go in. Don’t know which type of piston would be best for this application still. As of right now, the cam I’m looking to get will be somewhere around 292/292 108LSA. Needs to be custom made.
It’s a 67 Block 200. Has the 9 1/4 inch clutch assembly with a 4 Speed Toploader. Will be “streat”/strip application. It’s all going into a 65 Mustang so switching to a 250 would mean a quite bit more of work. That’s good advice to do down the line though if it’s not satisfying enough.
Going to do some suspension mods yes. Rebuilt the rear suspension and some of the front. Next is the Shelby Drop with new Upper Control Arms.
Why does it need to be custom made?
crowcams.com.au
Was going for Solid and not Hydraulic.Why does it need to be custom made?
Here's one "off-the-shelf":
14686 Ford Crossflow Hydraulic
Street/race performance cam with a choppy idle, needs good head & compression.
Since you already have a toploader, a swap to a 250 is greatly simplified now your just talking about an engine swap dressed with flywheel clutch and bellhousing, you don't have to mess with the trans shifter or driveshaft, the bellhousing is much easier to find than the C7ZA bell you had to get for your toploader swap.So if it becomes desirable to do so it shouldn't be terribly difficult.
Thats a lot of messing around in the crossflow, its the studs guide plates etc etc just like a cleveland, and for little gain, stay hydraulic, if you run a 250ci, it wont need to rev much beyond 5500 in any event for street use.
What’s the benefit of Hydraulic for a Strip application?
None.
