We used 6.200 Chevy rod and cut the crank down to fit. Modified a 351 N head FTpiston so it would guide the rod since the Chevy rod was narrower than the Ford. Chevy 1.94 /1.6 Valves. 26918 Comp springs. Flat,Solid lift .565/575 custom ground cam. Some port work on the head, Milled the head and decked the block to get the compression up to 12-1. We also used a few parts from other engines as needed. Modified a set of BB Chevy 1.7 rockers and custom built P/Rods & guide plates.
The Ford 300 six was designed by Bernie Siegfried. Bernie went to Ford after Hudson merged with Nash to become AMC. When Bernie was in the engineering dept at Hudson, he designed and built the prototype Hudson Hornet 7X race version of the 308 flathead six that would dominate NASCAR racing from 51 to 54. He also built a prototype motor using the shorter stroke 232 crank in a bored out 308 block , which was a good engine that would rev well and was durable due to the lower piston speed. This is the motor he based the Ford 300 Six on, albeit with overhead valves in place of the Hudson's flathead valves.
"Big Block" is a GM term ONLY...Ford and Chrysler NEVER used that term...NOBODY Gives a Shit about Crapler's "Leaning Tower of NO Power" FYI The Ford 240/300 are commonly referred to as "Truck Big Six" as the 144/170/200/250 are referred to as "Falcon Small Six" .... You likely don't know that as you have slipped and bumped your head too many times on that Crapler oil slick in your driveway...LOL
@@DR440 170 .340.383.solid lifter ..hi revers.crank is comparibul to 426 h and the piston through travels the same as a 383.yes the piston is smaller. but thay have the same caritoristics.
I just learned about a guy named Bruce Sizemore who cut up 351 Cleveland heads, welded the pieces together, and put the resulting head on a 300-6! Made 500hp, ran Modified Production in the 70s with a Pinto and a Maverick, and won NHRA national events. Ya might look into that.
Always loved the inline six engine configuration... super smooth, loads of torque, decent fuel economy (potential), bulletproof reliable and simple! Nice work!
In Argentina, in the ¨Turismo Carretera¨(TC), the 3.0lts six (Ford 188, Chevrolet 194, and Mopar Six) give more than 300hp with only one Weber 48-48 IDF. However... It´s gave special crankshaft, rods, etc, and make this power at almost 9.000 rpm!!! But this Ford 300 (rarelly seemed in Argentina), as beatyfull!!! Greetings from Argentina! And sorry for my baaad englishh..
I had the inline 6 with a 5 speed dont care for hydrolic clutch.. one of the best driving trucks I've regretted losing. Not a burn tirez off truck but kept up with motor bikes.
Very nice build... I built one years ago.. ported polished exhaust, peened intakes, offenhauser circle c intake, Holley 450 4bbl, Grower cam, split Cooper hedder! Never ran it on a dyno. So I can't compare anything but that thumping idle. That baby sounds sweet! 😁 Had it in a 77 Ford F150 4×4...😃 It's got a sound all it's own.....loved that truck! Still got a bunch of parts in the old storage garage at the farm... Makes me want to do it again! You running Chevy 400 pistons and rods? Wanted to try that, but never got the crank bearings right....
Robert, I think your Holly 450 was a better choice for the engine size and rpm range, than the above Holly 650. Sounds like you have a great truck to me...cheers
my dad raced a 300 in our stockcar when I was a kid. it made 472 hp @ 7200 rpm and 512 tq @6500 rpm on the dyno with a single preditor carb. Yes there was a lot of work done to it and yes we pissed off a lot of v8 lovers. We were extremely successfully with that beast.
The Ford 300 I6 is a great working engine. Awesome block, decent cylinder head. There is a guy who did a hybrid head job using two GM LS heads. If I can find the link, I'll post it.
@@Project-gr6zy Your not going to find a crossflow 300 head since only two exist. But you can make a better one. It is possible to cut up and weld together Chevy LS heads to work on the 300, it's been done several times. If I were to do it I would use the late model 6.0 liter heads with the rectangular ports since that would raise the intake high enough to clear the distributor. A modification of the engine side cover is required to clear the pushrods. It's a lot of work but you don't have to buy a custom cam, so that is money saved. BTW: the stock 300 head flows about 145 cfm and the stock 6.0 ls head flows 315 cfm, so there is a huge power improvement.
Back in the seventies someone took a 300 Ford six and mounted Boss 302 heads, cut into 3, 2 combustion chamber sections and furnace brazed together. May have used Hilborn injection. Made tons of power but the head(s) were only good for a hundred (or fewer) runs.
Nice Job...! Besting the 1hp per cubic in is impressive with a 300 six....l saw one years ago with sliced 4bbl Cleveland heads on it in an altered dragster...good to see guys playing with something other than LS...
Engine runs smooth,I wish my '94 f150 sounded like that? I have stock '94 f150 short box 300 4spd.....old school,,love it! The radio is worth more than the truck....Now it could use some suggestions about desmogging it?
He'll I would build this just for the sound it makes...even if it didn't perform all that great. Another inline six I liked the sound of was the inline six engines they used in the 240, 260, and 280 z cars...
I'd like to see the power difference with a direct port fuel injection set up. Maybe even a distributorless ignition. I'm sure there are a lot of off the shelf parts you could use to make it work. You could even claim "All Stock", (but not to the engine) and piss a lot of people off.
Are you guys Ford specific or would mess around with old 292's and 302's from GMC at one time they were both record holders at Bonneville salt flats for a couple years. The 302's are fairly popular in some old school T's and open roadsters others like me have the military 135's,211's and a half dozen others under powered 200, or 225 horses and a 35to 40 lb flywheel would help ..
replace the intake manifold with one giving equal distance from 3 weber carburetors or fuel injection. The stock intake manifold restricts performance because there will be different wave lengths to different cylinders. Think about that being the inverse of a tuned exhaust. Don''t care how big a carburetor you put on it, the unequal wave lengths in the intake will severely limit performance.
yes, not oe induction, but the first and last cyl still tend to run lean, air guideplates can be placed below the carb to assist but individual carbs or port injection allows better fuel control.
Great build and movie. Any info on what compression and cam (.050 duration, LSA, lift) is in there? From the sound I'd guess maybe a solid 238-248-110 .515 .537 and 9.2cr flattops?
You can modify them for very high RPMs, but it's more difficult than other engines due to its long stroke - and doing so basically trashes the engine's original purpose anyway. These engines were designed and built for durability and hard work at fairly low crank speeds. The low-rpm nature is part of why these engines were so durable; you didn't need to rev them to the moon to make power.
Ford Australia built another version of the 300 6 cylinder, when suppies of the American sourced version ceased. Ford Australia's main family 6 cylinder was known as the 250, as in cubic inches. They started with what powered the Canadian Falcons, and added cubic inches, a crossflow alloy head, fuel injection and electronic ignition. The 250 truck engine was specifically designed for F-Series trucks, a high compression version with diesel-like torque. They even fit their US counterparts
Yhat 250 Ford 6 is an extension of the Ford 200 inch Falcon/mustang engine. I had one I put in a 71 Ford Torino with a C4 auto !!! great running engine !!!
What do you mean practical torque output? This engine produces more torque than a 6.2L chevy diesel and in some years, very close to a 351 ford and a 350 chevy. This engine had a prodcution run of over 30 years. It also worked fine in early Ford L9000 dump trucks and F350 dump trucks... They're also used in specially designed Ford trucks to tow jets around airports. That's like saying "If a Chevy 350 was so good, it would still be produced today."
I have always felt that 300 six was one of Fords brightest moments. Stone cold reliable workhorse. We have had one in the family about 20 years now (79 150 sb custom) and its the most trusted vehicle in the whole fleet. My question is: Did this engine find its way into a truck or car, and what kind of mileage did you get out of it with all the added goodies?
@seapeddler 'good' doesn't always mean a high hp/tq number. 'good' means a motor that will go 300k on the regular with my pops goin 500k before he bought a new van. It still runs great BTW. He started it a couple years ago jes for shits and giggles. Well the gas pedal stuck and it burned out all through the yard lol. It was it's way of gettin revenge for bein retired I guess.
I think I had that very Block in my 95 1 ton Ford cargo Maxi man! Or I looked at the castings the more it looks very familiar I love the hell out of that motor! I am always been an inline 6 van! My Daddy buy Ford cargo cargo van, had one intrinsic value empty or loaded uphill or down I don't care it got 15 Mi to the gallon! The one thing however I could pull Highway 26 over Mount Hood I could pull the Santiam Pass highway 20 22 in Central Oregon I can pull the Grapevine with almost 1,800 pounds on board and maintain 65 miles an hour and I still got the same bloody damn 15 Mi to the gallon! I was in the on-demand Courier, did medium-haul The Heavy Haul including a 28 foot Class B tandem axle box truck! But that big 6 never let me know never love me stranded I ran the piss out of it I almost felt 1.4 million miles on it in less than eight and a half years Believe It or Not That Thing run thing ran almost 24/7! Mind you I wasn't the only driver and I bought a used for 2500 bucks! Sold it eight years later for the same price I bought it for get that! You want dependability you want torque especially if it's anything after 1992 fuel injected with a computer good Lord the doors are wide open don't discount a big inline 6 the farnborough is something that is incredible, but I am leading toward that great big Chevy inline 6 that nobody wants to talk about. Check it out thank you for the video loved it
The inline 6 is a very scary engine.On the high end it might produce about 600 H.P. at maximum.But the diesel like torque is far better then any V-8 out there.I have seen well over 1,500 foot pounds of torque on the 300 inline 6.
@seapeddler The Ford 300I6 is possibly THE best I6 ever to be produced. Originally produced to be used in tractors and other farm equipment. Ford found it produced quite a bit more torque and pretty equal HP as V8's (any make) with similar ci size. They put them in trucks mainly due to the fact it simply would not fit in cars without raised hoods. The reason Ford has stopped making them is the EPA's fault. Too many restrictions and fuel consumption was the only problem with it.
The Ford 240/300 I-6's were designed for cars, the 240 and the 300 went into Pickups and med duty trucks.... of course there were industrial versions for pumps etc but designed for cars pickups......
I was guessing that it would break 300 for both hp and torque. 375 lb/ft is Chevy 350 territory! It sounds about as good as any engine I have ever heard in my life.
I have a 1990 Ford f150 with the 300 inline. now this doesn't have a carb, its fuel injected. If i take a 7.2 L Ford diesal turbo, and put that one engine, how much power/torque would i be making? Because i dont want to ruin the truck but i want to give it some balls to do 0-60 runs at redlights.
In the early 2000’s I put a Hedman 2 piece header on a 1983 F150 300. The headers metal was too thin and oh boy did it give off lots of heat under the hood of firewall. Don’t waste your time on cheap headers for the 300. Buy good quality or else find used 300 EFI exhaust manifolds. There was variations of them between the trucks and vans.
Well, when Ford built these things the small ports were to help the engine make torque at very low RPMs. Durability and lots of torque at usable RPMs are more important than peak horsepower at high RPMs when you're hauling a load or pulling a trailer. And these engines are second to none in terms of durability. I've seen them go 400,000 miles with no major repair work.
There is around a half dozen specialy built 300s out there that a genius created by cutting 3cleavland heads apart and making one head out of the 3 separate pieces ,with extremely expensive epoxy work many other tricks also on alcohol 600 + horsepower
hello friend am from mexico that you gave the engine measures'm modifying a ford f150 1989 is EFI power you want to raise your head porteaste? porfabor tell me the steps that you gave to the engine to make it like I just want to increase the power that you recommend? For now I leave asy in electronic injection
I have a 78 ford truck 300 ci engine and it has 4 hundred and fifty thousand miles on the engine it has sum blow by at the PVC but keeps clunking right along if it blew up 200 thousand miles ago I still would be impressed
Although it's from 10 years ago,Ford were already making a more powerful six than that one,in Australia the BA,or Barra. It's not unusual for street driven versions to be running 1000 HP.ruclips.net/video/GC3ElyIBjSE/видео.html
I remember reading about a drag racer in the 1970's that cut apart some Ford Windsor V8 heads and furnace brazed them back together to make a head for his 300 I6. It ran very well.
A production run of 30 yrs. came to an end for various reasons. I wasn't there to make those decisions. Although I currently have a 300-6 in my vehicle. It is quite fuel efficient in stock form. If I had a time machine I would not feel my vehicle were obsolete. To torque or not to torque, that is the question.
Yeah done my homework a bit, the practicality just isn't there for the build. The I6 is a great engine and I wouldn't trade the one in my 96 F150 for any V8 (287,000 miles without a single issue to date) but it's not worth the bucks per gains it would take to make it a high performance motor. Actually I could by a new 351ci 460hp crate motor for the price to give my old I6 300hp.
@nevrenufhp 311 HP @5100 RPM And 375 FT LB. @3600RPM. More is possible with these engines. Keep in mind this was a purpose built engine with the type of racing and the limited traction of the car it would have to run in taken into consideration. We also had to consider the RPM that the parts could stand. These cars can only take so much before they blow through the tires. Look at the Holley carb video that I also have on You tube. It's on this engine.
I have an 83 and it's actually very simple, after removing the smog pump and anything hooked to it, unbolt the carb. Then what I done was sawzalled the small pipe going from the smog spacer under the carb to the exhaust and unscrewed it from the exhaust. (Keep the end you unscrewed for later) then take the diagonal facing smog crap thay was under the carb off leabing 2 studs coming out of the intake. There should have been 2 gaskets, 1 between intake and smog spacer and one between smog spacer and carb. The one from under the carb will be used back, or buy THAT one new if necessary. Then simply remove the long studs from the intske. Remember that pipe ya cut and unscrewed from the exhaust I said keep? Well from your local hardware store get a pipe plug that matches the threads and diameter of it, and get 2 small bolts the same thread and diameter as the studs. (I stuck a small screwdriver in the open hole when stud was removed to see how long a bolt could be used but use common sence, the width of the smog spacer is no longer there so that's a good idea where to start) screen the pipe plug into the exhaust, set the carb directly on the intske and instead of the factory nuts the bolt will now go in from top. Bolt down your carb and re hook everything back too it. The only vacuum you need is the one going to the brake booster and the PCV valve. There will be plenty others open, use the little assorted packs of nipple to block them off but make sure you have them all. My truck runs much better with less hesitation and more slightly power now. But the factory carb will bolt directly to the intake. NOTE: to my knowledge the only difference between the gaskets above and below the smog spacer is the bottom one has an extra hole to allow for hot exhaust air to enter the smog system. The top doesent and you don't want that anymore so the top one that was under the carb factory blocks that off. I hope this was some help, an 80 year old man showed me this! If you want to see pictures of my setup email me at greasemonkey6291@gmail.com. in the subject just put 300 help or something lol, lots of emails I overlook most. I've had 4 of these 300s and would be more then happy to help. Now that I've done this smog delete, I i already had the plug and bolts I could have it done in 15-20 minutes lol
They sell an adapter plate for around 60$ that lets you bolt a 2bbl to the factory 1bbl intake. However it still funnels air/fuel through the 1bbl hole. I'd want to get another stock intake from a junkyard to start, and if it worked then switch keeping your stock one "just incase". You can machine the opening bigger but obviously you have to leave room for the studs to bolt the adapter on, you could machine out the hole in the intake and the adapter more of an oval fashon so to say. Look up the adapter and you'll get a sence of what I'm saying. Also a set of factory EFI exhaust manifolds/headers will work as good as the aftermarket ones like in this video. (Thisbhas been done and is VERY common)The EFI headers were 2 piece "3 into 1s" and if wanted you could run true duals out the back or pipe it back into the stock single. But much better flowing. Only 1 problem with this video, they showed massave port work done, and that's the biggest issue with these engines is the head. With all they done I was expecting to see a torque number in the 600s... not the 300s. Right now there's multiple articles online of street driven 300s making over 400 with stock heads and with modded heads sometimes 500-600 ftlb torque. Turbo is also an option too. The 300 has 7 main bearings, so crankwalk isn't an issue. Ford 302 and Chevy 350s only have 5 main bearings. HotRod Mag done an article on a turbo 4.9 maverick built for 5000$ running 10s. Been doing so for over 5 years now and no problems. RUclips video of it too, just look under turbo 4.9 maverick or turbo 300 maverick. Hope any of that was helpful, with the right knowledge you can pretty much spend minimum money and utilise stock parts to make as much power and torque as you'd want to put down without changing from a used stock clutch or your stock automatic, once you go beyond the point of having to beef up the trans economy is out the window anyway lol.
Any particular gear giving trouble? And where do you live.. Like how cold is cold...also what transmission do you have. Is your clutch pedal hard to push, or is it hard to move the shifter itself with the clutch pedal fully depressed, or does the clutch depress fine and shift fine but grind alot when trying to get in gear. Be as specific as possible, even if it seems obvious. I got my start at a transmission shop. So if I don't know I can call, but I need specifics. Year, model, engine, transmission, 2 or 4wd, pretty much ANY info you know besides the color lol don't believe that matters lol. Also how long have you owned said truck. Any idea if the clutch has been replaced, by you or the PO, if so what kind of oil used in it. I know that's a lot of questions but u can't see or touch the Truck, so all I know abouy your's is what you can tell me.
literally all I did was take the secondary belt off (one from the pump to alternator) left it all in place. have had zero issues with it. runs great I got videos of it on here.
The last year for the bronco was 92.My 89 bronco has the 300-6 and thay tell me thay are very rare even for the 89.The I-6 will last longer than all other motors just look on the old farms.
We used 6.200 Chevy rod and cut the crank down to fit. Modified a 351 N head FTpiston so it would guide the rod since the Chevy rod was narrower than the Ford. Chevy 1.94 /1.6 Valves. 26918 Comp springs. Flat,Solid lift .565/575 custom ground cam. Some port work on the head, Milled the head and decked the block to get the compression up to 12-1. We also used a few parts from other engines as needed. Modified a set of BB Chevy 1.7 rockers and custom built P/Rods & guide plates.
The Ford 300 six was designed by Bernie Siegfried. Bernie went to Ford after Hudson merged with Nash to become AMC. When Bernie was in the engineering dept at Hudson, he designed and built the prototype Hudson Hornet 7X race version of the 308 flathead six that would dominate NASCAR racing from 51 to 54. He also built a prototype motor using the shorter stroke 232 crank in a bored out 308 block , which was a good engine that would rev well and was durable due to the lower piston speed. This is the motor he based the Ford 300 Six on, albeit with overhead valves in place of the Hudson's flathead valves.
Slant 6 is made from the 383 BIG block same pistons. No other 6 is big block
"Big Block" is a GM term ONLY...Ford and Chrysler NEVER used that term...NOBODY Gives a Shit about Crapler's "Leaning Tower of NO Power" FYI The Ford 240/300 are commonly referred to as "Truck Big Six" as the 144/170/200/250 are referred to as "Falcon Small Six" .... You likely don't know that as you have slipped and bumped your head too many times on that Crapler oil slick in your driveway...LOL
@@rickardwood2762 Not correct. All 170,198 and 225 Slant 6 engines use the 3.40 bore. The 383 has a 4.25 cylinder bore.
@@DR440 170 .340.383.solid lifter ..hi revers.crank is comparibul to 426 h and the piston through travels the same as a 383.yes the piston is smaller. but thay have the same caritoristics.
@@rickardwood2762 Ford 300 and Ford 460 use the same bore diameter and stroke.
I just learned about a guy named Bruce Sizemore who cut up 351 Cleveland heads, welded the pieces together, and put the resulting head on a 300-6! Made 500hp, ran Modified Production in the 70s with a Pinto and a Maverick, and won NHRA national events. Ya might look into that.
The 4.9l 300 inline six has got to be one of the best engines ever built
I'm a Chevy six fan,but this engine would go real nice in my 48 ford. I love it. Great job guys.
Always loved the inline six engine configuration... super smooth, loads of torque, decent fuel economy (potential), bulletproof reliable and simple! Nice work!
These engines are known for fantastic low end torque and durability.
When revved, it slightly sounds like a 6-71 Detroit.
Screaming jimmy!!
In Argentina, in the ¨Turismo Carretera¨(TC), the 3.0lts six (Ford 188, Chevrolet 194, and Mopar Six) give more than 300hp with only one Weber 48-48 IDF.
However... It´s gave special crankshaft, rods, etc, and make this power at almost 9.000 rpm!!!
But this Ford 300 (rarelly seemed in Argentina), as beatyfull!!!
Greetings from Argentina!
And sorry for my baaad englishh..
I had the inline 6 with a 5 speed dont care for hydrolic clutch..
one of the best driving trucks I've regretted losing. Not a burn tirez off truck but kept up with motor bikes.
Very nice build... I built one years ago.. ported polished exhaust, peened intakes, offenhauser circle c intake, Holley 450 4bbl, Grower cam, split Cooper hedder! Never ran it on a dyno. So I can't compare anything but that thumping idle. That baby sounds sweet! 😁
Had it in a 77 Ford F150 4×4...😃
It's got a sound all it's own.....loved that truck!
Still got a bunch of parts in the old storage garage at the farm...
Makes me want to do it again!
You running Chevy 400 pistons and rods?
Wanted to try that, but never got the crank bearings right....
Robert, I think your Holly 450 was a better choice for the engine size and rpm range, than the above Holly 650. Sounds like you have a great truck to me...cheers
300hp is a lot for one of those motors. NICE JOB.
not realy i got up to 230 hp in mine with just a rebuild a 2brl carb and a better cam think is i went nuts
Eh, you can get a Chrysler 225 Slant 6 to make 300 by replacing the stock single barrel carb with a 4 barrel.
same for the 4.9 300 CI ford the only reason it makes 101 stock HP is the tiny 1 barrel rochester carburetor with tiny manifold and 2 inch exhaust
True. The Ford 300 is wound up tight at 4500 rpm. Not much on the revs. Not a high horse motor.
my dad raced a 300 in our stockcar when I was a kid. it made 472 hp @ 7200 rpm and 512 tq @6500 rpm on the dyno with a single preditor carb. Yes there was a lot of work done to it and yes we pissed off a lot of v8 lovers. We were extremely successfully with that beast.
The Ford 300 I6 is a great working engine. Awesome block, decent cylinder head. There is a guy who did a hybrid head job using two GM LS heads. If I can find the link, I'll post it.
It originated from the Chevy 194-292 block with two SBC heads modified and welded together.
Great job. I'm in Cumming ga. I have a 1978 Ford F100 custom. 4x4, 4 speed. 300 straight six. That would be a beast in my truck.
SublimeNation hey I live in cumming too lol SMALL WORLD!!! Did you build a 300 for the truck??
definitely sweet ....but you have to be a inline 6 man to understand
Most definitely.... I believe inline sixes are underrated...
Best motor ever built I have over 400 thousand on my 89 e250 4.9 inline 6
I have a .5 ar turbo on mine makes somewhere around 233 HP and 340 torque at 1670
I just got a pair of twin .67 AR turbos gonna rebuild the head still looking for crossflow heads
@@Project-gr6zy Your not going to find a crossflow 300 head since only two exist. But you can make a better one.
It is possible to cut up and weld together Chevy LS heads to work on the 300, it's been done several times.
If I were to do it I would use the late model 6.0 liter heads with the rectangular ports since that would raise the intake high enough to clear the distributor. A modification of the engine side cover is required to clear the pushrods.
It's a lot of work but you don't have to buy a custom cam, so that is money saved.
BTW: the stock 300 head flows about 145 cfm and the stock 6.0 ls head flows 315 cfm, so there is a huge power improvement.
Back in the seventies someone took a 300 Ford six and mounted Boss 302 heads, cut into 3, 2 combustion chamber sections and furnace brazed together. May have used Hilborn injection. Made tons of power but the head(s) were only good for a hundred (or fewer) runs.
aussiespeed has a crossflow
Nice Job...! Besting the 1hp per cubic in is impressive with a 300 six....l saw one years ago with sliced 4bbl Cleveland heads on it in an altered dragster...good to see guys playing with something other than LS...
not a big fan of the 300 six but those are respectable number
and she sounds great. two thumbs to you guys who built it.
300 six was one of the most reliable motors ever built.
Engine runs smooth,I wish my '94 f150 sounded like that?
I have stock '94 f150 short box 300 4spd.....old school,,love it!
The radio is worth more than the truck....Now it could use some suggestions about desmogging it?
Ron W put EFI headers on it and a Clifford manifold with a 2 barrel Holley carburetor
Starting with a great engine and making it better. Congratulations. Good work. Also excellent video production.
.Frankensix. It's alive!!
I love it.
Turbo time?
He'll I would build this just for the sound it makes...even if it didn't perform all that great. Another inline six I liked the sound of was the inline six engines they used in the 240, 260, and 280 z cars...
That is freaking awesome. Nice job, that's why I love engines and shops like yours.
I'd like to see the power difference with a direct port fuel injection set up. Maybe even a distributorless ignition. I'm sure there are a lot of off the shelf parts you could use to make it work. You could even claim "All Stock", (but not to the engine) and piss a lot of people off.
Are you guys Ford specific or would mess around with old 292's and 302's from GMC at one time they were both record holders at Bonneville salt flats for a couple years. The 302's are fairly popular in some old school T's and open roadsters others like me have the military 135's,211's and a half dozen others under powered 200, or 225 horses and a 35to 40 lb flywheel would help ..
imagine that turbocharged
I don't have to imagine it not. It's already not
+mike hayden it's already a great engine, a turbo would make it awesome.
Gap those top rings, efi, E85, 15 psi, 600 HP 800 Ft/lbs.
Powernation TV have done it ruclips.net/video/SZoV6E5DDXI/видео.html
replace the intake manifold with one giving equal distance from 3 weber carburetors or fuel injection. The stock intake manifold restricts performance because there will be different wave lengths to different cylinders. Think about that being the inverse of a tuned exhaust. Don''t care how big a carburetor you put on it, the unequal wave lengths in the intake will severely limit performance.
OK genius. Build one and put it on youtube.
Thomas Cranston Dude that's a Clifford manifold
Thomas Cranston Dude that is not a stock manifold
yes, not oe induction, but the first and last cyl still tend to run lean, air guideplates can be placed below the carb to assist but individual carbs or port injection allows better fuel control.
The problem with fuel injection is that the charge is not homogeneous. Draw through vapor systems are objectively superior to carbs or FI.
thats the best engine ever made, they ran forever
Inline6 with power is what I m doing with my 300 inline6, love it
I can't believe how smooth that sounds for a 6!
Great build and movie. Any info on what compression and cam (.050 duration, LSA, lift) is in there? From the sound I'd guess maybe a solid 238-248-110 .515 .537 and 9.2cr flattops?
Michigan WasCold comp cams makes 4 different cams for that engine
You can modify them for very high RPMs, but it's more difficult than other engines due to its long stroke - and doing so basically trashes the engine's original purpose anyway. These engines were designed and built for durability and hard work at fairly low crank speeds. The low-rpm nature is part of why these engines were so durable; you didn't need to rev them to the moon to make power.
Ford Australia built another version of the 300 6 cylinder, when suppies of the American sourced version ceased. Ford Australia's main family 6 cylinder was known as the 250, as in cubic inches. They started with what powered the Canadian Falcons, and added cubic inches, a crossflow alloy head, fuel injection and electronic ignition. The 250 truck engine was specifically designed for F-Series trucks, a high compression version with diesel-like torque. They even fit their US counterparts
Yhat 250 Ford 6 is an extension of the Ford 200 inch Falcon/mustang engine. I had one I put in a 71 Ford Torino with a C4 auto !!! great running engine !!!
sounds badass for a straight 6
What do you mean practical torque output? This engine produces more torque than a 6.2L chevy diesel and in some years, very close to a 351 ford and a 350 chevy. This engine had a prodcution run of over 30 years. It also worked fine in early Ford L9000 dump trucks and F350 dump trucks... They're also used in specially designed Ford trucks to tow jets around airports.
That's like saying "If a Chevy 350 was so good, it would still be produced today."
So how much for a complete engine exactly like this one?
I had one as a kid .600 holey clifford.
I have always felt that 300 six was one of Fords brightest moments. Stone cold reliable workhorse. We have had one in the family about 20 years now (79 150 sb custom) and its the most trusted vehicle in the whole fleet. My question is: Did this engine find its way into a truck or car, and what kind of mileage did you get out of it with all the added goodies?
ONE OF THE FEW ENGINES USED INDUSTRIALLY AS A STATIONARY WORKHORSE ,, LUV 'EM
That is what you call true hot rodding!
I still get 12 to 25 pounds of oil pressure at idle on my 1983 Ford F100 4.9 Inline 6 Cylinder.
12 pounds??? Dude mine has 55 at idle. 1984 300
nice build love my 300
good run fellas, i have had two 80s style f150 inline 6s and i love them and i always wondered what it would be to put a turbo on one.
@seapeddler 'good' doesn't always mean a high hp/tq number. 'good' means a motor that will go 300k on the regular with my pops goin 500k before he bought a new van. It still runs great BTW. He started it a couple years ago jes for shits and giggles. Well the gas pedal stuck and it burned out all through the yard lol. It was it's way of gettin revenge for bein retired I guess.
I think I had that very Block in my 95 1 ton Ford cargo Maxi man! Or I looked at the castings the more it looks very familiar I love the hell out of that motor! I am always been an inline 6 van! My Daddy buy Ford cargo cargo van, had one intrinsic value empty or loaded uphill or down I don't care it got 15 Mi to the gallon! The one thing however I could pull Highway 26 over Mount Hood I could pull the Santiam Pass highway 20 22 in Central Oregon I can pull the Grapevine with almost 1,800 pounds on board and maintain 65 miles an hour and I still got the same bloody damn 15 Mi to the gallon! I was in the on-demand Courier, did medium-haul The Heavy Haul including a 28 foot Class B tandem axle box truck! But that big 6 never let me know never love me stranded I ran the piss out of it I almost felt 1.4 million miles on it in less than eight and a half years Believe It or Not That Thing run thing ran almost 24/7! Mind you I wasn't the only driver and I bought a used for 2500 bucks! Sold it eight years later for the same price I bought it for get that! You want dependability you want torque especially if it's anything after 1992 fuel injected with a computer good Lord the doors are wide open don't discount a big inline 6 the farnborough is something that is incredible, but I am leading toward that great big Chevy inline 6 that nobody wants to talk about. Check it out thank you for the video loved it
The inline 6 is a very scary engine.On the high end it might produce about 600 H.P. at maximum.But the diesel like torque is far better then any V-8 out there.I have seen well over 1,500 foot pounds of torque on the 300 inline 6.
Can we please get info on the parts you used?
@seapeddler The Ford 300I6 is possibly THE best I6 ever to be produced. Originally produced to be used in tractors and other farm equipment. Ford found it produced quite a bit more torque and pretty equal HP as V8's (any make) with similar ci size. They put them in trucks mainly due to the fact it simply would not fit in cars without raised hoods.
The reason Ford has stopped making them is the EPA's fault. Too many restrictions and fuel consumption was the only problem with it.
The Ford 240/300 I-6's were designed for cars, the 240 and the 300 went into Pickups and med duty trucks.... of course there were industrial versions for pumps etc but designed for cars pickups......
I was guessing that it would break 300 for both hp and torque. 375 lb/ft is Chevy 350 territory! It sounds about as good as any engine I have ever heard in my life.
I have a 1990 Ford f150 with the 300 inline. now this doesn't have a carb, its fuel injected. If i take a 7.2 L Ford diesal turbo, and put that one engine, how much power/torque would i be making? Because i dont want to ruin the truck but i want to give it some balls to do 0-60 runs at redlights.
have the 4.9 six in 85 f150 and that six kicks but love it have a 4 speed behind it have plenty of tork
very nice job !!!...impressive dyno #s, too !!!
Huge Fan of the 300 best motor ever would like one built for my truck :)
The commercial GMCs are pretty cool as well. The 302 or the Chevy 292.
Contact me. I'd be more than happy to build you one!
All time favorite vido.
As in Canton, Ga. ? May have to look you up. I'm in Woodstick.
In the early 2000’s I put a Hedman 2 piece header on a 1983 F150 300. The headers metal was too thin and oh boy did it give off lots of heat under the hood of firewall. Don’t waste your time on cheap headers for the 300. Buy good quality or else find used 300 EFI exhaust manifolds. There was variations of them between the trucks and vans.
Well, when Ford built these things the small ports were to help the engine make torque at very low RPMs. Durability and lots of torque at usable RPMs are more important than peak horsepower at high RPMs when you're hauling a load or pulling a trailer. And these engines are second to none in terms of durability. I've seen them go 400,000 miles with no major repair work.
It seems, when Ford fuel injected it is when it really shined. Great engine and I'm a /6 fan.
I have a 96 ford with the 300 and I’m looking to do this to my engine with a big turbo…. Help please
There is around a half dozen specialy built 300s out there that a genius created by cutting 3cleavland heads apart and making one head out of the 3 separate pieces ,with extremely expensive epoxy work many other tricks also on alcohol 600 + horsepower
Nice love the way they sound ...
How about a jimmy 6?
Those things were killer truck engines...but rough on fuel.
hello friend am from mexico that you gave the engine measures'm modifying a ford f150 1989 is EFI power you want to raise your head porteaste? porfabor tell me the steps that you gave to the engine to make it like I just want to increase the power that you recommend? For now I leave asy in electronic injection
This is the sort of build I would do if I had the stuff
Edit: Wow, that’s weird, above idle, it sounds just like my Honda Passport
Sounds like a semi on steroids to me. Lol
What valve size and head cfm? at what depression is this a stock 300 head.
Uh, Huh Huh... No really that is one of the coolest vids I've ever watched! So fricken B.A. !
I have a 78 ford truck 300 ci engine and it has 4 hundred and fifty thousand miles on the engine it has sum blow by at the PVC but keeps clunking right along if it blew up 200 thousand miles ago I still would be impressed
Are you D@A machine shop. Nice motor. I have some questions. How do I contact you? Thanks, Best, Michael
It would be nice to dyno a intake with two 2 barrel carbs !
Anyone know where I can find a video of the straight 6 Ford like this but with the 351 Cleveland diced up and welded to it? Over 625hp...
Did this ever get installed in anything? Or was just a dyno mule?
What car is that going into?
The sound is amazing. It sounds like a Detroit Diesel 6V71! Lol
It dose sound like one, i thought the same thing, but didnt want to say that around all these motor heads.
Although it's from 10 years ago,Ford were already making a more powerful six than that one,in Australia the BA,or Barra. It's not unusual for street driven versions to be running 1000 HP.ruclips.net/video/GC3ElyIBjSE/видео.html
Wished they'd bring back the 300 I-6 with a cross flow head based that could use Windsor V-8 compenents.
300 still exists in Australia in the Falcon 'utes' it's a pretty powerful fuel injected motor now
stonemason90 wrong. that's a compleatly diffrent motor this is a 300ci i6 thats 4.9l the Australian i6 is just that Australian made and engineered.
I remember reading about a drag racer in the 1970's that cut apart some Ford Windsor V8 heads and furnace brazed them back together to make a head for his 300 I6. It ran very well.
Yeah, I remember that too. I think he was also running small block Chevy piston in it!
crgintx the Australian motor has a cross flow head
i wanna put a fuel inj ford 300 4.9 in a 1973 ford maverick,how come i can have the same results ?i was thinking in a turbo intercooler one..
Nice boat anchor
Uno de los mejores
I have a 96 f150 300-6. How much to get it to run on 4:1 compression, billet plastic cam shaft with Hyundai and Kia engine parts :)
A production run of 30 yrs. came to an end for various reasons. I wasn't there to make those decisions. Although I currently have a 300-6 in my vehicle. It is quite fuel efficient in stock form. If I had a time machine I would not feel my vehicle were obsolete. To torque or not to torque, that is the question.
sounds great gl
Yeah done my homework a bit, the practicality just isn't there for the build. The I6 is a great engine and I wouldn't trade the one in my 96 F150 for any V8 (287,000 miles without a single issue to date) but it's not worth the bucks per gains it would take to make it a high performance motor. Actually I could by a new 351ci 460hp crate motor for the price to give my old I6 300hp.
In a list what did u do to this engine?....that's literally exactly what type of power I want to make with my 70 f100
How did you install the starter without the transmission?
@nevrenufhp 311 HP @5100 RPM And 375 FT LB. @3600RPM.
More is possible with these engines.
Keep in mind this was a purpose built engine with the type of racing and the limited traction of the car it would have to run in taken into consideration. We also had to consider the RPM that the parts could stand.
These cars can only take so much before they blow through the tires.
Look at the Holley carb video that I also have on You tube. It's on this engine.
Why will you not give the parts list?
Impressive
It has blowby on the dyno... has to be those GM parts.....
I have 1985 F250 inline 6 300.. How can i keep truck running if i take off the smog system/ Facuum to make it easier to run
I have an 83 and it's actually very simple, after removing the smog pump and anything hooked to it, unbolt the carb. Then what I done was sawzalled the small pipe going from the smog spacer under the carb to the exhaust and unscrewed it from the exhaust. (Keep the end you unscrewed for later) then take the diagonal facing smog crap thay was under the carb off leabing 2 studs coming out of the intake. There should have been 2 gaskets, 1 between intake and smog spacer and one between smog spacer and carb. The one from under the carb will be used back, or buy THAT one new if necessary. Then simply remove the long studs from the intske. Remember that pipe ya cut and unscrewed from the exhaust I said keep? Well from your local hardware store get a pipe plug that matches the threads and diameter of it, and get 2 small bolts the same thread and diameter as the studs. (I stuck a small screwdriver in the open hole when stud was removed to see how long a bolt could be used but use common sence, the width of the smog spacer is no longer there so that's a good idea where to start) screen the pipe plug into the exhaust, set the carb directly on the intske and instead of the factory nuts the bolt will now go in from top. Bolt down your carb and re hook everything back too it. The only vacuum you need is the one going to the brake booster and the PCV valve. There will be plenty others open, use the little assorted packs of nipple to block them off but make sure you have them all. My truck runs much better with less hesitation and more slightly power now. But the factory carb will bolt directly to the intake. NOTE: to my knowledge the only difference between the gaskets above and below the smog spacer is the bottom one has an extra hole to allow for hot exhaust air to enter the smog system. The top doesent and you don't want that anymore so the top one that was under the carb factory blocks that off. I hope this was some help, an 80 year old man showed me this! If you want to see pictures of my setup email me at greasemonkey6291@gmail.com. in the subject just put 300 help or something lol, lots of emails I overlook most. I've had 4 of these 300s and would be more then happy to help. Now that I've done this smog delete, I i already had the plug and bolts I could have it done in 15-20 minutes lol
They sell an adapter plate for around 60$ that lets you bolt a 2bbl to the factory 1bbl intake. However it still funnels air/fuel through the 1bbl hole. I'd want to get another stock intake from a junkyard to start, and if it worked then switch keeping your stock one "just incase". You can machine the opening bigger but obviously you have to leave room for the studs to bolt the adapter on, you could machine out the hole in the intake and the adapter more of an oval fashon so to say. Look up the adapter and you'll get a sence of what I'm saying. Also a set of factory EFI exhaust manifolds/headers will work as good as the aftermarket ones like in this video. (Thisbhas been done and is VERY common)The EFI headers were 2 piece "3 into 1s" and if wanted you could run true duals out the back or pipe it back into the stock single. But much better flowing. Only 1 problem with this video, they showed massave port work done, and that's the biggest issue with these engines is the head. With all they done I was expecting to see a torque number in the 600s... not the 300s. Right now there's multiple articles online of street driven 300s making over 400 with stock heads and with modded heads sometimes 500-600 ftlb torque. Turbo is also an option too. The 300 has 7 main bearings, so crankwalk isn't an issue. Ford 302 and Chevy 350s only have 5 main bearings. HotRod Mag done an article on a turbo 4.9 maverick built for 5000$ running 10s. Been doing so for over 5 years now and no problems. RUclips video of it too, just look under turbo 4.9 maverick or turbo 300 maverick. Hope any of that was helpful, with the right knowledge you can pretty much spend minimum money and utilise stock parts to make as much power and torque as you'd want to put down without changing from a used stock clutch or your stock automatic, once you go beyond the point of having to beef up the trans economy is out the window anyway lol.
Any particular gear giving trouble? And where do you live.. Like how cold is cold...also what transmission do you have. Is your clutch pedal hard to push, or is it hard to move the shifter itself with the clutch pedal fully depressed, or does the clutch depress fine and shift fine but grind alot when trying to get in gear. Be as specific as possible, even if it seems obvious. I got my start at a transmission shop. So if I don't know I can call, but I need specifics. Year, model, engine, transmission, 2 or 4wd, pretty much ANY info you know besides the color lol don't believe that matters lol. Also how long have you owned said truck. Any idea if the clutch has been replaced, by you or the PO, if so what kind of oil used in it. I know that's a lot of questions but u can't see or touch the Truck, so all I know abouy your's is what you can tell me.
literally all I did was take the secondary belt off (one from the pump to alternator) left it all in place. have had zero issues with it. runs great I got videos of it on here.
Can't wait for the turbo🤘
Even more power can be made
sounds like a v8.
was jetting done on the carb or was it out of the box?
What could you build this motor for?
What would you be doing putting all those parts on a 300-6 Ford? Trying to polish a turd, of course.
love the 4.9 six. but that thing makes a lot of... noise. i have no idea when its hitting redline cause the audio is so bad...
So what do you need to do to get it to 350 hp n/a?
What cam?
Why not crossflow heads off an ls1 or ls7
Praise the lord!
The last year for the bronco was 92.My 89 bronco has the 300-6 and thay tell me thay are very rare even for the 89.The I-6 will last longer than all other motors just look on the old farms.