221 Stroked 200 - Myth or Reality

"...only way you can avoid cam to crank clashes on a stroker is by offset grinding down the crankpin diameter...(need a)...undercut cam casting with couterweight cheeks cut out to clear the conrods. A stroked 200 needs a ..." needs a what? clearence the counter weights? Hadda do that puttin the 400 crank ina che**y 350.

[glow=red]How to build a 221 Stoker[/glow] must B Harlon's Q on this post frm Mike W. in the CI archive
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If you've got a spare $2 US K you have another option which will yield over 223 cubic inches.
1) First, you'll need to start with a 200ci block.
2) Next use the Aussie or Argentine 221 crank, which has a 3.46" stroke.
3) Then cut the crank pins down to 1.931".
4) After that, fit six Datsun 280 ZX rods.
5) Then use US Zolliner 3.70" pistons, from Fords latest 5 liter Quad Cam V8.
6) The pistons come up about 200 thou above the block, so you'll need to use a thick copper gasket. The rings will fall about 25 to 40 thou short of the top of the block.
7) Next, purchase an ARP stud kit to bolt the head down to the block.
8) Finally, you'll need to dig up a set of aftermarket 2.3 HSC pushrods.
All in all, its pretty easy. Piece of cake.
The conrod to to cam clearance was improved on later cams after the 250 came out in 1969, so as long as you use the aftermarket camshafts or a post 1969 cam, you have 53 more cubes.
Remember, the 200 is the smallest and lightest all iron I6 in the world for its capacity, and its pretty easy to get another 23 to 28 cubes using available parts if you are prepared to rebuild an engine.
The Ford I6 is narrower, shorter andshallower and tougher than any other I6 engine its size.As a pleasure boat engineits hard to beat!

He might wanna build a boat engine outta a US 200 (not the OZ 221). ;)
 
I'm still a lover of the 200.

The difference between it and a tall deck , large main bearing 200 that the Australians created by destroking the 250 25/32ths of an inch was about 365 pounds verses about 481 pounds, although Ford literature quoted 410 pounds. The Australian engines didn't follow the thin wall techniques as much as the US 250. The iron head Aussie 250 was as heavy as the US 240 or 300. Faron found it wasn't that much, but FalconSedan Delivery cut off 240 thou of iron from the engine. A quarter inch of iron 24.5 inches long is a lot of iron to loose by milling the block 120 thou, and the head 120 thou.

Back to the 223.

The 28 Ounce L28 rods are 5.13" long center to center. With the 5 liter Mod/Romeo/Windsor OHC pistons, the crank won't touch the base of the pistons if not clearanced, but the rods may touch the camshaft or walls of the block, as the 200 block is narrower than the 188/221/250 and 2.3/2.5 HS Fords.

The whole thing is a delicate balancing act.


The Australians did the same thing to the Holden 179, 186 and 202's, and could j-u-s-t get a 3.46 stroke Ford crank in there with 5.25" rods and Falcon 250 pistons. That was plus another 226 thou for a 3.685" stroke. But the grinding to get it enough swinging clearance was huge, right into the water jackets in some cases. So they often used 5.37 " 188 conrods and just left it with cut down 250 pistons and excatly 223 cubes. A 3.700 piston, 3.460" stroke, 5.37 rods, and 1.531" stock 40 thou over 250 pistons, a 137.5 or 75 thou overbore.

You can do anything, but you've gotta want it , b-a-a-d!
 
Hi, I'm new to the forum, my name is Facundo and I'm from Argentina.
I have a Ford Falcon with a 6-cylinder 221 "maybe I can give you some information about it.
One of the improvements made in 221 here is to use 188 forged cranks and pistons that they sell in special measure for that reform.
if they need any measure just say
sorry for my english
 
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