|11-10-2012 11:46 AM|
|Augusto||not sure if racing this engine would be wise due to the cost of the parts needed, but for a high performance street bound car I found it a real nice choice, maybe a supercharger, say a weiand 142, would be perfect for this engine, the turbo needs higher revs to shine but the roots blower will make a freight train puller out of this big block six.|
|11-09-2012 10:47 PM|
Ford 300 inline six in a Ford granada
Don't let that 300 six fool you. There is a 300 in my city in a 66 Falcon that eats V-8's for lunch at the local Drag Strip. 660 HP and it is a very strong competitive engine. I know you aren't thinking racing probably but just look at the potential this engine has. It is probably the strongest inline engine made in this country. Good luck too. Just use your search engine to look for some performance parts. They are available from several sources. One in these photo's is a Nitrous 250 Ford inline and 10.0 second times are not unusual in the 1,000 foot Drags.
|11-09-2012 10:08 PM|
finally most of the bugs are killed
the car runs great after several issues with the engine
main problem ended up being the valve train, not sure why it happened but had to shim the rocker arm pedestals to fix this stumbling and poor idle, the valves were not sealing well, after the shims, a brand new caburetor and electronic ignition the car runs as good as it did with the V8, it even has more low end torque than the V8 engine, since it's not a race car I'm very pleased with it's performance, my son drives it daily to and from college.
the duraspark module quit once but it ended up being a wrong coil, at first I used a TFI coil but it overheated the module, I installed a universal coil with resistor and now the module runs almost cold.
I ended up using two cooling fans one aft and the other behind the radiator, never had any cooling issues
the C4 is giving me some trouble, sometimes it starts in second and others it won't shift to 3rd, but that's another story.
I'm gonna lower the ride height now, it will look cool sitting a couple of inches lower.
I'm leaving a picture of the engine bay with the huge I6 engine, and for anyone who dares to try this swap I definitely reccomend you do it, this 300 (actually 306 with the .40 overbore) has nothing to do with the anemic 230 and 250 engines that ford put in their cars. I bet a turbocharger and EFI will make it a real mustang eater.
thanks to all for your comments and toughts,
|07-02-2012 08:28 AM|
|Augusto||thanks that site is quiet interesting, found some very good info on old stuff, I'm gonna tear the carb appart to see what's inside.|
|07-01-2012 05:27 PM|
Have you checked the float?
Here is some info on 2GC:
Rochester 2G, 2GC, 2GV Carbruetor Manual - The Old Car Manual Project
|06-30-2012 10:57 PM|
The car is running, the engine performs very well, better than I expected, it has as much torque as the original 351W, but it goes flat at top end, it's a low revs engine definitely.
I ended up using a chevrolet 2GC carb, I made a carb adaptor with 1/4 inch steel, that's like a box, about 1 inch tall, and as large as the carb's base, probably like 4x3 inches, one hole for the manifold on bottom side and two for the carb on the opposite top side, I don't like much the idea of feeding a small manifold hole with two bigger bores, but for now it's running great.
I'm having this problem though, when I come to a stop in a traffic light, most of the times the engine stumbles and runs very rough, nearly stops and shakes badly, I have checked everything possible and impossible but can't find the problem, could it be the carb adaptor creating some turbulence or holding some fuel or something weird inside that causes this problem? the engine stabilizes and runs smooth after a few seconds, idles fine.
I have not being able to determine if it's rich or lean when it happens, have tried leaning it opening a vaccum port but runs the same, also squirted some gas inside to make it rich but also runs the same, ignition is @ 10 deg, all ign parts are new.
I have this turbulence toughts in my head from the adaptor, could this be possible?
|03-11-2012 06:01 PM|
|matt167||Almost equal with the 5.0L IIRC|
|03-11-2012 05:01 PM|
as for a true performance build I'm sure a lot of power can be obtained from this engine, but I would like to know if it's worth it, besides the cool factor I believe more power with less money could be made with a 351W.
anybody knows how much this engine weights? seems to me it's near same as a V8
|03-11-2012 08:05 AM|
|03-09-2012 11:48 PM|
|AA Ford Guy||
Ford 300 inline six in a Ford Granada
If a turbo is possibly in the works, consider entering "Ak Miller" into your search engine as he did work on the inline 300 Ford with turbo's and created quite a bit of power with them. That man knew how to make power with just about anything he touched. He's one of the best that came down the road. Hope that may help in the future.
|03-07-2012 01:34 PM|
72 had 170 hp/283 torque, 73 had 101 hp/223 torque.. (yes some loss was due to going from 8.9:1 compression to 8.0:1 compression, but the major loss was due to rating the engine differently.)
|03-07-2012 11:02 AM|
Just a couple thoughts on your carburetion:
The inline engines have always had issues with fuel distribution due to the length of the engine. (I owned straight-eight Packards, where it was even worse.) With a single carburetor in the middle, there is almost always more fuel going to the middle cylinders than to the end cylinders.
This hurts fuel economy because getting enough fuel to the end cylinders to prevent an over-lean condition results in excess (wasted) fuel supplied to the middle. When you "punch it" and the accelerator pump sprays raw gas into the intake, this situation is briefly even more pronounced. From a standpoint of both optimal power and best economy, you want each cylinder supplied with only as much or as little gas as it needs for the momentary demand on the engine.
There are multiple-carb intakes available for this engine, which would help considerably. If you find a setup for dual Webber 36/38 carbs, be aware that these carbs were used on some Pintos and other 4-cylinder engines, can be often be found used at a reasonable price, and rebuild easily. Barring that, if you use only a single carb it could possibly be an advantage to use a small (465 cfm?) vacuum-secondary four-barrel rather than a large two-barrel. On low demand, the four-barrel is using only the small, primary side of the carb, while the 2-barrel is always using the entire carb. Operating at a lower flow rate due to the larger cross-section, some two barrels are not as precise at metering fuel based on venturi-effect vacuum signal.
If you have room, maybe you could look into fuel injection, as used by Ford on later engines. I know fuel injection can sound scary and like a trip to the unknown, but if you do a quick read on how it works, it really is very straight-forward. If you have U-Pull-It yards, or check CraigsList, the complete stock setup may not be prohibitively expensive. It would sure give you better performance potential on both the power and economy sides.
Of course, this leads to thoughts of a way-cool-sounding dual exhaust!
|03-07-2012 11:01 AM|
|Augusto||the OEM I6 engines for the granada were the little 200 and the slighthy bigger 250, those were too small engines for this car, I'm sure that with this big 300 CID truck engine the car will perform quite well.|
|03-07-2012 10:57 AM|
|matt167||4spd on the floor was available also. it was a 3+OD toploader. Behind both 302's and 250 I6's.. 351W was also available in the Granada certin years I belive..|
|03-07-2012 09:59 AM|
No Prob with SIX
The six in your Granada should be nice! Granadas were avail with a SIX and a three speed manual floor shifter on some cheap models! Blew me away when I saw one! Must be rare as I have only seen one, and yes, it was some little old lady from Oregon that had it! I tried to buy it from her so I could stuff a 351 and a 4spd in it, but she wouldn't sell!
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