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In 1906–1907, Ford' s first straight-six engine was introduced in the Model K. Henry Ford did not like the car because the engine could overpower its transmission. The next Ford six was introduced in the 1941 Ford. The Ford Motor Company of America continued producing straight-six engines until 1996, when they were discontinued in favor of ...
2004-2011;The 2.5 Duratec is an inline 5 engine used in the Ford Focus ST225,Kuga,S-Max ST and various Volvo T5 models.It features DOHC, 20 valves and Ti-VCT.It displaces 2521cc and produces 166 kW (225hp) and 320 N.m (236lb.ft) in the ST or 227 kW (305hp) and 440 N.m (324.5lb.ft) in the Focus RS, or even up to 257kW (345hp) and 460 N.m (339lb ...
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- Wrong Info
- Tug and The 300/4.9
- More Specific Information Needed
- FG Falcon
- Falcon Thriftpower Six Integrated Intake
- Re: Log Head Intake
- Horse Power Added with New Equipment
- Updates Regarding New Falcon Engines
- Engines in Argentina
"Output was 155 hp (115 kW) in the Mustang, and became the base engine in 1971. Power was down to 98 hp (73 kW) for 1972 and just 88 hp (66 kW) the next year."This info is wrong. The car manufacturers had to change the power measurement methode from SAE gross to SAE net in 1972.->http://en.wikipedia.org/wiki/Horsepower ->SAE gross horsepower.Maybe someone who is native english speaking can correct this. —Preceding unsigned comment added by 220.127.116.11 (talk) 17:41, 14 August 2008 (UTC)
Trying to add more info to the article and correct some dates. I'm sure I made some minor mistakes. I'm trying to get the hang of this. It would be nice to add some torque figures, pictures of engines, list of models equipped with the inline six engines and more detailed information of engines. Oh yeah and some links to inline six websites.
I added a smallish note at the end of the paragraph about the 300 that Stewart and Stevenson uses (or, at least, used, their site is completely devoid of any mention of the GSE (=Ground support equipment) products at the moment.) the 4.9 in their MA Baggage tow tractor. I feel this is an appropriate addition because it shows how patently indestructible this engine really is, I work for FedEx and they use these "Tugs" everywhere to tow tens of thousands of pounds of freight around at once, and rarely ever does a Tug die because it's engine has failed. They even run them low enough on oil that the engine will just stop, then then add more, crank them back up and keep right on going. This impresses me. They sound nice, too, they emit a very burbly, low grumble.
In the part where fourth generation inline sixes are detailed there is/was a following comment: "Pedro says his 300 has more horsepower in his crappy bronco than that. At least 4 or 500." As I'm not familiar with the 'Steward and Stevenson', I have no idea what this comment means. Can someone clarify, who this person, Pedro, is and how he is related to the subject. I find this very confusing as to me it feels like an odd, irrelevant comment... —Preceding unsigned comment added by 18.104.22.168 (talk) 00:35, 18 February 2008 (UTC)
Stats for the FG Falcon Straight-6 are yet to be added. I was simply going to do this myself but thought whoever did previous ones might think i am copying their code or something. —Preceding unsigned comment added by 22.214.171.124 (talk) 09:07, 10 September 2008 (UTC)
Can someone supply a picture of the intake side of one of these engines? I think that it would be nice to clarify the manifold structure used in these motors as it is one of the special aspects of them. They say that because of the flow-restricting log-style unremovable intake these motors lose rapidly their low speed torque without giving much greater than standart high-end power if tried to enhance with more radical camshafts and are thus nightmare of choise for performance enthusiaths, especially the lower displacement units. I find it rather intriguing that in the basic form the 170 cid (2,8-liter) ford engine and the comparable Chrysler slant six made about the same power but due to the ford engine's handicapping intake and slant's advantage -the excessive manifold area resulting from the tilted position (allowing the usage of very well flowing manifolds)- the slant six can be tuned to put out far more power than the thriftpower ever could with it's stock cylinderhead. By the w...
The log head actually makes good low end torque but runs out of breath above 4500rpm. The log head is not a bad design for a mass production street engine but is too restrictive for performance applications unless modified heavily. The Australians built a very similar version of the same head but with a removable aluminum intake commonly called a Oz 250-2v head and it used to be highly sought after. The Oz 250-2V head yields about a 50hp improvement just from the better breathing ability. The Oz 250-2v head is no longer as sought after because Classic Inlines released a brand new modern design high swirl aluminum cylinder head with removable intake that yields about a 100hp bolt on improvement and has features that lend itself to being modernized with such features as port fuel injection. Anlushac11 (talk) 04:09, 8 May 2009 (UTC) 1. -Thank you for the information. I was also wondering would it be possible to use this reproduction head on the 144,3cid six? My quess is that the differ...
I would like to know how to compute how much horse power I have added by putting on a 390 cfm carb. hedders and the offenhauser power intake manifold on a 300 inline ford 6 cylinder. can you help me? Robert Tolbert email address rdt1943@verizon . net —Preceding unsigned comment added by 126.96.36.199 (talk) 03:17, 14 March 2010 (UTC) will a ford c6 tranny bolt on a 300straight 6 —Preceding unsigned comment added by 188.8.131.52 (talk) 18:30, 29 May 2010 (UTC) - The only sure way is to dyno test the motor before and after. The next best way is to buy one of the virtual engine dyno programs that simulate a engine on a computer and let you add and change equipment such as carburetors, camshafts, head modifications, etc. If I were to throw out a ballpark guess then my estimate would be in the vicinity of a 30-40hp increase. You would get more by porting cylinder head, adding a camshaft, and raising compression but then all that requires going inside the engine and changing parts and mak...
As would be noticed by any regular visitors to this article the entries regarding recent Australian Falcon Barra engines and FPV equivalents has been modified. I have made these modifications. The modifications were largely to update the details and slightly improve the sentence structure (which I assume is anyone's ability on this site). —Preceding unsigned comment added by 184.108.40.206 (talk) 23:46, 2 June 2010 (UTC)
This engine was also produced in Argentina, as it is mentioned in the top - main info box. Originally there was the 144 cu in, but then the engines were gradually "souped up", until 1970, as from when -and for many years- Falcons were fitted with 188 and 221 cu in engines (also known locally as 3.0 and 3.6 litres respectively). Ranchero's pick ups also were fitted with the 188. During the '80's there was concern about mileage, and the local Ford branch developed an even more efficient version of the engine which was known as the 188 Econo-Max, which received modified intake and exhaust manifolds. —Preceding unsigned comment added by 220.127.116.11 (talk) 16:30, 12 November 2010 (UTC)
The 144 cu in (2.4 L) engine was first introduced in the 1960 Ford Falcon. The 144 was made from 1960 through 1964 and averaged 90 hp (67 kW) during the production run. While not known for being powerful or a stout engine, it proved to be economical and could get fairly good gas mileage for the time (up to 25-30mpg). This small six was the basis for all the Ford "Falcon" straight six engines. The intake manifold on this series of engine was cast integrally with the cylinder head (this design was also used by Chevrolet with their third generation inline six); as a result, they could not be easily modified for greater power. This engine had four main bearings and can be identified by the three freeze (core) plugs on the side of the block. This engine was used on: 1. 1960 - 1964 Ford Falcon 2. 1960 - 1964 Ford Ranchero 3. 1960 - 1964 Comet 4. 1961 - 1964 Ford E-Series
In 1961 the 170 cu in (2.8 L) became an option for the Falcon line. The original 1964½ Ford Mustang used a 101 hp (75 kW) version. The Econoline van and Ford Bronco received a heavier duty version with mechanical valve lifters. This engine had four main bearings and can be identified by the three freeze (core) plugs on the side of the block. The 170 was dropped from production in 1972.
The 200 cu in (3.3 L) was introduced in the middle of 1963. The 1965 Mustang used this engine as standard with 120 hp (89 kW). The Mustang continued to use the 200 as its base engine until it was dropped in 1971. The 200 was used in the Maverick, and continued on in the Fairmont until the Fairmont was retired at the end of the 1983 model year. Its re-skinned replacement, the LTD, used the engine for another year until it was replaced by the 3.8L Essex V6. The 200 engine had four main bearings at introduction through 1964 and can be identified by three freeze (core) plugs on the side of the block. All 1965 and later 200 CID engines were upgraded to seven main bearings to increase its durability. The 1965 and later engine can be identified by 5 freeze (core) plugs on the side of the block. The 4-cylinder Ford HSC enginewas based on the 200.
The 250 cu in (4.1 L) straight six was an engine option offered in 1969 in the Mustang and 1970 in medium sized Ford cars(Maverick). Output was 155 hp (115 kW) in the Mustang, and became the base engine in 1971. Power was down to 98 hp (73 kW) for 1972 and just 88 hp (66 kW) the next year. The last year of production for the 250 was 1980. This engine had seven main bearings and can be identified by the five freeze (core) plugs on the side of the block. The block uses a low mount starter and six bellhousing bolts sharing its bellhousing with the Windsor V-8s 302-351W, late (1965-68) 289, 351 Cleveland, modular V-8s (4.6-5.4), and the 240-300 CID Ford Six.
The Chevrolet straight-six engine was an inline-6 engine made in three versions between 1929 and 1988 by the Chevrolet Division of General Motors.It replaced the Chevrolet Straight-4 engine171-cubic-inch (2.8 L) inline-four as the maker's sole engine from 1929 through 1954, and was the company's base engine starting in 1955 when it added the small block V8 to the lineup.
The Ford 223 inline 6 cylinder engine was first introduced in 1954 and was simply a larger version of the Ford 215 six cylinder that was offered two years earlier. The maximum amount of production horsepower that the Ford 223 would ever see was from 1958 to 1960 when the engine produced 145 bhp.