Good job showing telling,I got a 300 six my self so thanks for showing telling that will help me when I fix up my motor. Thanks again well see ya next time see ya bye.
I am not sure why Ford restricted these engines so much in their trucks. I know that they were originally designed as a tractor engine but the intake and exhaust on these are horrible for both power and efficiency. You can almost double the power from these engines without even touching the inside of them. Carburetor, intake and exhaust manifolds , and a clutched fan. A electric fuel pump and fan will gain you back quite a bit of power as well but you will likely need an upgraded alternator to use them.
I had a hi boy 1967 with 4.9 dayna 77 limitedslipp rear-end 44 limitedslipp front end 4speed. Had it 12 years before it was stolen. Best dam truck . I was a logger for years in never let me down got me home and to work it never let me down.
Nice rebuild.had my boss rebuild mine in a 1981 3spd wayback in 1995.Loved it,he polished an chambered it an maybe lil more not sure lol. When ever I backed off to shift you could hear the 'whistle' of airflow thru the 1bbl carter.God I miss that truck
From '87 on they used a split exhaust manifold so...stock duals. You can seal the heat riser chamber in the intake manifold with a steel plate and plumb it for hot water heating.
Mickey mouse can't hold a candle to Mighty mouse. What an awsome truck. Trucks aren't built like this one anymore, shame! My 68 also hasa 300-6 also , no wonder Ford trucks are the best. I've had mine for almost 35 years, and it's staying here, i had many offers for it, 3 times someone has tried to steal, thank God they weren't able to. It's been a great , reliable friend. You have a goldmine in mighty mouse.
anyone wanting to do this, just dump the one piece pre efi exhuast manifold (not the dump truck version though) and find the newer 2 piece exhaust manifolds. Won't have to worry about plating the exhaust port to the intake manifold. I think heating the intake manifold is only good in winter. Wrong thing to do in mid summer.
I believe the 240 and 300 heads are the same for a given year, your difference in combustion chamber shape comes from differences in compression ratio in later heads . The 300 had dished pistons to compensate for the difference in displacement. The 240 had flat top piston The C on the casting stood for the 1960,s the 8 stands got the year in that decade.so C8 means that casting was started in 68 the rest tells what vehicle line it was initially designed for, that it is a cylinder head and change levels etc. A 65 casting number would start with C5.
You are correct in that the carb should be mounted 90 from the engine for the most efficient flow. After the build and installation, I replaced the two barrel with a 500 cfm edlebrock. It made a huge difference. I mounted it the same as the two barrel. I think the difference In performance is rather minimal for my use, and I feel that an offset carb looks really ugly.
I'm lost..... you first said you replaced the 2bbl carb... with a 500cfm... and said """ IT MADE A H U G E DIFFERENCE""" the very next sentence you say it made a minimal difference..... Which is it??
@@shanedarden369 the minimal difference is by having the carb facing front-back instead of left-right to match the manifold better. The Edelbrock 500cfm four barrel would indeed be a large difference in terms of performance. Again, the minimal difference he's referring to is the orientation of the carb on the manifold.
I think if I remember right, it's a 2.5 in pipe flaired at the end, and I used a 45 degree steel donught ring in between. I don't remember where I got the ring. The original design had the pipe up in the manifold which I didn't really care for.
Hi mighty after years of watching your videos, You inspired me to get a old ford. I finally did. I wish you never sold the 67. But im sure it was for good reason. Are you getting another old ford? Hope to hear from you!
With the exhaust practically touching the intake I might skip the plumbing to 'preheat' the intake air.. then again any reason to fabricate something is a good one.
That manifold would have heated that intake even if you did nothing they are so close. But thats nice work. The water ports like you made are used when you use the efi exhaust minifolds with a carbed intake . Also When you mod the stock cast log intake you face the carb twoards the fender . On your after market intake its not going to make a diffrence open plentium. Thats a really clean truck in pa thats 5k plus
ruclips.net/video/F3w2r00_4sE/видео.html some example for you guys follow this way and have a monster 6 cup if you guys need more info on this, just get back on ,this one Chevy opala from brazil that have 6 cylinder engine straight and some mod like 300 ford like just some modifications, balanced, crank,310/320 camshaft, muffler, and just say the original engine was, carb, know have 3x2 fuel injectors and fuel control fueltech, sound amazing the head just get a bit mod porting and big valve just on intake not exoust, mod old and new see if you like ,this one
HOLA MAESTRO UNA PREGUNTA SI ME PUEDE RESPONDER LA PREGUNTA ES COMO PUEDO CALIBRAR LAS VALVUAS DE UN MOTOR FORD 300 .6 EN LINEA AYUDEME CON LAS MEDIDAS DE CALIBRAR ECELENTE VIDEOS
At first I was going to ask why you went through all that and then used a factory manifold, but I took my comments back when I saw you mentioned you head the heavy duty manifold in there. I hadn't noticed. What most guys do though is slap on some EFI manifolds. Those are the ones that flow the same as headers.
I love the 300's, they're just so easy to work on! Let us know what improvements you get. By the way, if you want to sell the old 1 barrel carb, I might be interested.
The best choice in carb for me would be a Holley 500cfm 2v I put one on a 351 Cleveland ND man you talk about differents big power ND torque gains but big fuel mileage loss lol
If you want something for a mild 351C build start at a 600cfm four barrel. I run a 650cfm Brawler and it's brilliant. Remember the 2bbl ratings are only equivalent to roughly 3/4 the four barrel rating - a 500cfm two barrel is only a 375cfm unit in four barrel terms.
Hell yea man , they are almost dieselesque with the torque. I've seen a few vids on here and they usually push like 400-450 ft pounds in a big ol lump at low revs.
It costs less money to build heads this way. Also, it is an easy way to preheat the intake for cold weather. V8 engines typically have a water crossover cast into the cylinder heads to preheat the intake.
Just think for a minute how you'd have to change the ezpz valves, rod & lifter layout to accommodate the intake valves on the other side of the head from where they are now, all in a row. Easily done on a SOHC design, but in a cam in block w/ pushrods & all, they'd have to redesign the entire motor; not something to be undertaken lightly, if at all. Plus in the days of carbs [as show here], having the exhaust close by to preheat the intake & aid fuel atomization was considered a "win" for day to day driveability [& commuters don't need a lot of power IRL.]
Down here in Australia we got crossflow 200 and 250ci inlines as well as the OHC and DOHC versions. The DOHC is referred to as the Barra motor. Stock rated at 182kW, or roughly 240hp, and capable of over 800hp with little more than a turbo and some aftermarket rods.
Some engines are god awful in gasket and port design ...it's a pita but you definitely wanna get the ports in the manifold to match up to the head nice. You can drill for some locating pins thru the manifold and into the head. Use a drill bit for a locater even, that way when you port you can get it matched nice on that transition. I did a small engine a while ago, and it's the first time I had to Port a gasket 🤣, some of it hung into the port, and parts of it needed the manifold ported. Goofy. Basic cleanup and gasket matching is always worth something, depending on the design, some more than others because some ports are worse than others.
I have since built the bottom end, I put in a Comps cam with a 260 duration. I also put in Cloyes adjustable timing gears set at two degrees advanced. It makes its best pulling power at around 2500-2600 rpm. Likes to cruise at 2000. I may re-adjust the gears to straight up to get a little higher rpms to get the tourque band more into the higher hp range.
Carb is in the correct orientation. If it is turned 90 degrees, the primary will; be sitting in front of one of the interior intake ports. That cylinder will run rich at the expense of the other cylinders whenever the secondary is less than wide open. With the correct orientation as he has it, there is more equal filling.
Nice, informative vid. Good job. Thanks for sharing.
Get her done👌
Awesome!!!
Good job showing telling,I got a 300 six my self so thanks for showing telling that will help me when I fix up my motor. Thanks again well see ya next time see ya bye.
I am not sure why Ford restricted these engines so much in their trucks. I know that they were originally designed as a tractor engine but the intake and exhaust on these are horrible for both power and efficiency. You can almost double the power from these engines without even touching the inside of them. Carburetor, intake and exhaust manifolds , and a clutched fan. A electric fuel pump and fan will gain you back quite a bit of power as well but you will likely need an upgraded alternator to use them.
I had a hi boy 1967 with 4.9 dayna 77 limitedslipp rear-end 44 limitedslipp front end 4speed. Had it 12 years before it was stolen. Best dam truck . I was a logger for years in never let me down got me home and to work it never let me down.
Nice rebuild.had my boss rebuild mine in a 1981 3spd wayback in 1995.Loved it,he polished an chambered it an maybe lil more not sure lol. When ever I backed off to shift you could hear the 'whistle' of airflow thru the 1bbl carter.God I miss that truck
From '87 on they used a split exhaust manifold so...stock duals. You can seal the heat riser chamber in the intake manifold with a steel plate and plumb it for hot water heating.
Mickey mouse can't hold a candle to Mighty mouse. What an awsome truck. Trucks aren't built like this one anymore, shame! My 68 also hasa 300-6 also , no wonder Ford trucks are the best. I've had mine for almost 35 years, and it's staying here, i had many offers for it, 3 times someone has tried to steal, thank God they weren't able to. It's been a great , reliable friend. You have a goldmine in mighty mouse.
anyone wanting to do this, just dump the one piece pre efi exhuast manifold (not the dump truck version though) and find the newer 2 piece exhaust manifolds. Won't have to worry about plating the exhaust port to the intake manifold. I think heating the intake manifold is only good in winter. Wrong thing to do in mid summer.
Two piece exhaust from 87 on up help the exhaust flow
Wow that's a beautiful truck.
nice work man. would have loved to have seen some images of what port work you did.
I believe the 240 and 300 heads are the same for a given year, your difference in combustion chamber shape comes from differences in compression ratio in later heads . The 300 had dished pistons to compensate for the difference in displacement. The 240 had flat top piston The C on the casting stood for the 1960,s the 8 stands got the year in that decade.so C8 means that casting was started in 68 the rest tells what vehicle line it was initially designed for, that it is a cylinder head and change levels etc. A 65 casting number would start with C5.
You are correct in that the carb should be mounted 90 from the engine for the most efficient flow. After the build and installation, I replaced the two barrel with a 500 cfm edlebrock. It made a huge difference. I mounted it the same as the two barrel. I think the difference In performance is rather minimal for my use, and I feel that an offset carb looks really ugly.
I'm lost..... you first said you replaced the 2bbl carb... with a 500cfm... and said
""" IT MADE A H U G E DIFFERENCE"""
the very next sentence you say it made a minimal difference..... Which is it??
@@shanedarden369 the minimal difference is by having the carb facing front-back instead of left-right to match the manifold better.
The Edelbrock 500cfm four barrel would indeed be a large difference in terms of performance.
Again, the minimal difference he's referring to is the orientation of the carb on the manifold.
Where did you find an exhaust flange to work with the HD exhaust manifold?
I think if I remember right, it's a 2.5 in pipe flaired at the end, and I used a 45 degree steel donught ring in between. I don't remember where I got the ring. The original design had the pipe up in the manifold which I didn't really care for.
Hi mighty after years of watching your videos, You inspired me to get a old ford. I finally did. I wish you never sold the 67. But im sure it was for good reason. Are you getting another old ford? Hope to hear from you!
With the exhaust practically touching the intake I might skip the plumbing to 'preheat' the intake air.. then again any reason to fabricate something is a good one.
I just bought a 95 Ford F-150 5speed with the 300 straight six Eddie Bauer package it needs a little work but I think it's worth fixing up
I had a 93 version, brand new, of what you have and it is worth it. They are solid trucks and a very reliable all round performing engine.
I would upgrade to the '96 EFI (MAF and OBD2) and custom tune it like the mustangs... or if legal, swap in a thrid party EFI with wideband O2
That manifold would have heated that intake even if you did nothing they are so close. But thats nice work. The water ports like you made are used when you use the efi exhaust minifolds with a carbed intake . Also When you mod the stock cast log intake you face the carb twoards the fender . On your after market intake its not going to make a diffrence open plentium. Thats a really clean truck in pa thats 5k plus
ruclips.net/video/F3w2r00_4sE/видео.html some example for you guys follow this way and have a monster 6 cup if you guys need more info on this, just get back on ,this one Chevy opala from brazil that have 6 cylinder engine straight and some mod like 300 ford like just some modifications, balanced, crank,310/320 camshaft, muffler, and just say the original engine was, carb, know have 3x2 fuel injectors and fuel control fueltech, sound amazing the head just get a bit mod porting and big valve just on intake not exoust, mod old and new see if you like ,this one
HOLA MAESTRO UNA PREGUNTA SI ME PUEDE RESPONDER LA PREGUNTA ES COMO PUEDO CALIBRAR LAS VALVUAS DE UN MOTOR FORD 300 .6 EN LINEA AYUDEME CON LAS MEDIDAS DE CALIBRAR ECELENTE VIDEOS
At first I was going to ask why you went through all that and then used a factory manifold, but I took my comments back when I saw you mentioned you head the heavy duty manifold in there. I hadn't noticed. What most guys do though is slap on some EFI manifolds. Those are the ones that flow the same as headers.
BEST ENGINE, MY ENGINE.
Don't think that chamber is 50cc's smaller than the 300-6 chambered head. That would make one hell of a bump in compression!!
i think its 8cc per cylinder
I love the 300's, they're just so easy to work on! Let us know what improvements you get. By the way, if you want to sell the old 1 barrel carb, I might be interested.
The best choice in carb for me would be a Holley 500cfm 2v I put one on a 351 Cleveland ND man you talk about differents big power ND torque gains but big fuel mileage loss lol
IMO the Autolite is vastly superior for a build-up, either in singles or 2 x 2 combo. BTDT.
If you want something for a mild 351C build start at a 600cfm four barrel. I run a 650cfm Brawler and it's brilliant. Remember the 2bbl ratings are only equivalent to roughly 3/4 the four barrel rating - a 500cfm two barrel is only a 375cfm unit in four barrel terms.
Can I pull the oil pump rod out through the distributor hole or do I have to take the oil pan off and the oil pump out to replace that pump rod
Thanks
Just add a turbo, lots of torque and power on tap then. ;)
ruclips.net/video/derl-nXwhvc/видео.html
Hell yea man , they are almost dieselesque with the torque.
I've seen a few vids on here and they usually push like 400-450 ft pounds in a big ol lump at low revs.
never understood why Ford didn't design a cross flow head to get the intake away from the exhaust
Ray Sutorius ...I believe they made them in Australia.
It costs less money to build heads this way. Also, it is an easy way to preheat the intake for cold weather. V8 engines typically have a water crossover cast into the cylinder heads to preheat the intake.
Just think for a minute how you'd have to change the ezpz valves, rod & lifter layout to accommodate the intake valves on the other side of the head from where they are now, all in a row. Easily done on a SOHC design, but in a cam in block w/ pushrods & all, they'd have to redesign the entire motor; not something to be undertaken lightly, if at all. Plus in the days of carbs [as show here], having the exhaust close by to preheat the intake & aid fuel atomization was considered a "win" for day to day driveability [& commuters don't need a lot of power IRL.]
Down here in Australia we got crossflow 200 and 250ci inlines as well as the OHC and DOHC versions. The DOHC is referred to as the Barra motor. Stock rated at 182kW, or roughly 240hp, and capable of over 800hp with little more than a turbo and some aftermarket rods.
You couldn't find a 4bbl good for rock crawling?
How difficult was the rebuild? I'm thinking about doing a rebuild on my 300.
Do it
what did you use for a guide when porting? This is my first time porting and these gaskets seem to be very inaccurate?
Usually what you want to do is gasket match the ports...
Some engines are god awful in gasket and port design ...it's a pita but you definitely wanna get the ports in the manifold to match up to the head nice.
You can drill for some locating pins thru the manifold and into the head.
Use a drill bit for a locater even, that way when you port you can get it matched nice on that transition.
I did a small engine a while ago, and it's the first time I had to Port a gasket 🤣, some of it hung into the port, and parts of it needed the manifold ported.
Goofy.
Basic cleanup and gasket matching is always worth something, depending on the design, some more than others because some ports are worse than others.
Just started the video but right away I want to get one of those big side mirrors, any place I could look?
hi do you think that a fuel injected conversion would add more power
Did you change the cam?
I have since built the bottom end, I put in a Comps cam with a 260 duration. I also put in Cloyes adjustable timing gears set at two degrees advanced. It makes its best pulling power at around 2500-2600 rpm. Likes to cruise at 2000. I may re-adjust the gears to straight up to get a little higher rpms to get the tourque band more into the higher hp range.
did he say Aryan square inches
why not just get some tubes and a bunch of mandrel bends, weld up a exhaust header
I feel that your carb should be mounted 90 degrees from what you have for better distribution.
Carb is in the correct orientation. If it is turned 90 degrees, the primary will; be sitting in front of one of the interior intake ports. That cylinder will run rich at the expense of the other cylinders whenever the secondary is less than wide open. With the correct orientation as he has it, there is more equal filling.
It's not a Progressive 2bbl, they are both 'Primaries', they open and close together...
Hi mighty mouse any chance you could track down a 240 head for me and ship up to canada. Id pay you dearly for it.
@Chairman of the Board I still haven't found one!
Your carb is mounted the wrong way. This is not a V-8