240 Ford Engine Manual
This article is written like a that states a Wikipedia editor's personal feelings or presents an original argument about a topic. Please by rewriting it in an. (August 2015) Ford 170 Special Overview Production 1941 - 1996 (US) 1960 - 2016(AUS) 1961 - 1995 (ARG) Layout alloy alloy Cast iron Combustion system or, Fuel type In 1906-1907, 's first engine was introduced in the. Did not like the car because the engine could overpower its transmission. The next Ford six was introduced in the. The Ford Motor Company of America continued producing straight-six engines until 1996, when they were discontinued in favor of more compact designs. Ford Australia manufactured these engines for their and Ford Territory vehicles until October 2016.
Contents. First generation Rouge 226/254 Overview Production 1940 - 1953 Layout 226 cu in (3,700 cc) 254 cu in (4,162 cc) 3.30 in (84 mm) - 226 c.i. 3.50 in (89 mm) - 254 c.i. 4.4 in (112 mm) Output output 90–95 hp (67–71 kW) - 226 c.i. 115 hp (86 kW) - 254 c.i. The first-generation Ford six-cylinder engines were all. They were the G- and H-series engines of 226 cu in (3.7 L) used in cars and trucks and the M-series of 254 cu in (4.2 L) used in larger Ford trucks and for industrial applications.
226 Introduced with the model year, the first Ford L-6 (designated G-series) displaced 226 cu in (3.7 L) and produced 90 hp (67 kW), the same as the that year. Like the V-8, it was also a flathead or L-head engine. In 1948, Ford raised the compression of the flathead six or L-6 (designated H-series or Rouge 226) so that it generated 95 hp (71 kW) and 180 lb⋅ft (244 N⋅m) of torque.
The G- and H-series engines were used in the full-sized Ford cars and trucks to replace the smaller 136 cu in (2.2 L) that were used with the. Ford discontinued production of the H-series engine with the 1951 model year.
254 A 254 cu in (4.2 L) version of the L-6 (designated the M-series or Rouge 254) was used from 1948 to 1953 in Ford trucks (COE, Dump, semi-, etc.), and small Ford school buses. The M-series engine produced 115 hp (86 kW) and 212 lb⋅ft (287 N⋅m). They were also used in miscellaneous industrial applications. E.g., to power water pumps for irrigation purposes and within wine-producing farms to manage risk by powering giant frost-control propellers on stands in the middle of rows of grapes. Second generation Mileage Maker/Cost Clipper. The 223 cu in version in a 1959 Ford Fairlane Overview Production 1952 - 1964 Layout 215 cu in (3,523 cc) 223 cu in (3,653 cc) 262 cu in (4,301 cc) 3.56 in (90 mm) - 215 c.i.
3.625 in (92 mm) - 223 c.i. 3.718 in (94 mm) - 262 c.i. 3.6 in (91 mm) - 215/223 c.i. 4.03 in (102 mm) - 262 c.i. Output output 101 hp (75 kW) - 215 c.i. 115 to 145 hp (86 to 108 kW) - 223 c.i. 152 hp (113 kW) - 262 c.i.
The second generation was a newly designed six-cylinder, produced from 1952 through 1964 and shared many parts with such as the entire valve train and the problems associated with the Y-block's lubrication system. These engines have the exhaust and intake on the driver's side and the distributor on the passenger side. It is referred to as Mileage Maker or I-Block Mileage Maker ('I' like In-line) in the passenger cars and Cost Clipper in the trucks. 215 A completely new I-6 was offered for the 1952-53 F-series truck. It displaced 215 cu in (3.5 L) and produced 101 hp (75 kW). It was also used in the full-sized cars.
223 The 215 grew to 223 cu in (3.7 L) I-6 for the 1954 F-series. Output was now 115 hp (86 kW) in the trucks and 120 hp (89 kW) in the cars. Power was up to 137 hp (102 kW) in the 1956 trucks. Although not the popular motor option, the 223 cu in (3.7 L) was the only I-6 cylinder motor offered in the, and trucks between 1955-1964, Causing it to be not quite a rarity, but not easy to come across.
The 223 cu in (3.7 L) I-6 was also used in 1963-1964 Ford trucks which also used the Autolite 1100 carburetor with stamping C4TF-E and produced 145 hp (108 kW) with 206 ft-lbs of torque, and Mercury Meteor-Monterey in 1961. 262 A 262 cu in (4.3 L) I-6 version was also produced. The 262 I-6 was built from 1961 to 1964 for use in heavy duty Ford trucks. This engine was also used for industrial applications.
Third generation The third generation was produced at the plant in, from 1960 through 1984. Officially dubbed the Thriftpower Six, this engine line is sometimes referred to as the Falcon Six. Note: Car companies including Ford, switched from gross ratings to net horsepower and torque ratings in 1972 (mainly because of the emissions laws being enacted nationwide at the time). Changes in engine compression and emissions controls make it difficult to compare engines from various production years (especially pre-1972). 144 144 Thriftpower Six Overview Production 1960 - 1964 Layout 144 cu in (2,365 cc) 3.5 in (89 mm) 2.5 in (64 mm) 8.7:1 Output output 84 hp (63 kW) at 4200 output 134 lb⋅ft (182 N⋅m) at 2000 rpm The 144 cu in (2.4 L) inline-six engine was first introduced in the 1960.
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 30 mpg). This small six was the basis for all the Ford 'Falcon' straight-six engines. The intake manifold on this series was cast integrally with the cylinder head (this design was also used by Chevrolet with some of their later third-generation inline-six, the older engines had separate manifolds); 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 on the side of the block. This engine was used in:. 1960 - 1964.
1960 - 1964. 1960 - 1964.
1961 - 1964 170 170 Special Six Overview Production 1961 - 1972 Layout 170 cu in (2,781 cc) 3.5 in (89 mm) 2.94 in (75 mm) 9.1:1 Output output 105 hp (78 kW) at 4400 rpm output 156 lb⋅ft (212 N⋅m) at 2400 rpm In 1961, the 170 cu in (2.8 L) became an option for the Falcon line. The 170 Special Six was a stroked version of the 144, changing the stroke from 2.5' to 2.94'. The original 1965 (there is NO 1964 as sometimes referred to '641/2 is a misnomer) model used a 101 hp (75 kW) version between March (production start) and July 1964. The van and received a heavier-duty version with mechanical. This engine had four main bearings and can be identified by the three freeze (core) plugs on the side of the block. The 170 Special was dropped from production in 1972.
187 From 1965 to 1969, Ford Argentina produced a specific block similar to the earlier 200 c.i. (four main bearings, 3.126' stroke) but with a 3,56' bore.
It was replaced by the 188 c.i. From 1969 (see below Ford Australia ). Power was rated at 116 hp.
200 The 200 cu in I-6 engine model was introduced in the middle of 1963 with 3.685 by 3.126 in (93.6 by 79.4 mm) bore and stroke, and shared the four main bearing design of the 170. Early 200s can be identified by three freeze plugs. Beginning in 1965, the 200s were upgraded to seven main bearings to reduce harmonic vibrations and increase durability. 1965 and later engines can be identified by five and the casting code C5DE-H.
Starting in 1966, a six-bolt flange block was introduced. Beginning in 1980, the block was redesigned with a bell housing flange and a low-mount starter very similar to the small-block Ford V8. This version is easily identified by starter location down by the oil pan rail and is referred to as the Big Bell 200. The big bell design is uncommon but sought after by I-6 performance enthusiasts because it can be modified to accept a Ford small block V8 six bolt bell housing. The 1965 Mustang (August 1964 onward) used this engine as standard, rated at 120 hp (89 kW). The Mustang continued to use the 200 as its base engine until it was dropped in 1971. Mazda bt50 2017 review. When Ford launched the third-generation Mustang in 1979, the original engine lineup included the.
The same engine was also offered in the hugely successful Ford of Europe Capri Mk II. The 2.8 L V6 engine was a popular option for the US Mustang and the European Capri MkII and as a result the Cologne engine plant could not meet the demand for engines for both continents. So, the Cologne 2.8 L V6 was dropped from the engine lineup in the middle of the 1979 production year and replaced with the 200cid Falcon inline six, which was now referred to as the 3.3L engine. The engine and front suspension K-member was transferred from the, which helped reduce costs instead of having to redesign the Mustang for a different engine. The 200 was used in the and and continued in the (and essentially identical Mercury Zephyr) until these were replaced at the end of the 1983 model year.
The and offered the 250ci L6 ('75-'80) and then the 200ci L6 ('81-'82) as part of their engine lineup, when they were replaced in 1983 by the and the. These two models used the engine from 1983 to 1984 when it was replaced by the 3.8 L Essex V6. Ford was also having problems meeting demand for its engine which was used in a multitude of models worldwide. In anticipation of another engine shortage, Ford's Lima, Ohio, engine plant, which was already producing the 2.3 L OHC engine, decided they could modify the Falcon inline six block casting molds to remove cylinders 4 and 5 to create a four-cylinder engine. A cast iron high-swirl cylinder head was developed, and the motor was designated the to help differentiate it from the same displacement 2.3 L OHC design. This motor shared many common parts with the 200, and it is common for persons rebuilding their 200 engines to use the 2.3 L HSC pistons as a cheap replacement. 250 The 250 cu.
I-6 engine option was offered in 1969 in the Mustang, and 1970 in compact Ford cars (Maverick). The 250 was a stroked 200, made by changing the stroke from 3.126' to 3.91' (99,314 mm). Output was 155 hp (115 kW) in the Mustang, and became the base engine in 1971. Power was re-evaluated at 98 hp (73 kW) for 1972 (due to power rating changes) and 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 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,early 4.6, and the 240-300 CID Ford Six. Ford Australia. See also: Starting in 1960, Ford of Australia used the same I-6 engines as North America, featuring the 144 and 170 c.i. Pursuit models.
The 144 was discontinued in late 1966. Also as in North America, a 200 c.i. 'Super Pursuit' motor was added in February 1964. In 1968, Ford of Australia increased the deck height of the design to make room for increased crankshaft stroke, resulting in displacements of 188 and 221 c.i. (badged 3.1 and 3.6 litres).
They superseded the 170 and 200 motors in the lineup. The 188 and 221 c.i.
Also equipped Ford Falcon Argentine's variant from 1970 to 1991. In 1970, Ford of Australia enlarged the motors to 200 and 250 c.i. The head was of the same design as previous models, with an integral intake catering for a single-barrel Bendix-Stromberg carburettor.
In the configuration, the Falcon 250 c.i. I-6 was rated at 155 hp (116 kW). Around this time, Ford of Australia also developed the '2V' ('two venturi', or '2 barrel' in Ford terminology, reflecting a new 2-barrel carburetor as opposed to the previous single-barrel) cylinder head, which in all respects was similar to the previous integral 'log head' intake, with the exception of a removable aluminum intake which mounted a Bendix-Stromberg WW two-barrel carburetor. To take advantage of the much improved breathing ability that the removable intake brought to the new head, the 250-2V also featured a much better breathing exhaust manifold. The result was the engine being rated at 170 hp (127 kW).
For years, the 250-2V cylinder head was very popular for racing and many have been imported to North America, where owners of cars with the Falcon inline six have upgraded their engines with the better cylinder head. In 1976, Ford of Australia updated the engines with a new cast-iron crossflow head design.
Engine displacements remained 200 and 250 c.i., but were now badged 3.3 and 4.1 litres, respectively. These engines were offered in the Ford Falcon XC in Australia. Whereas the previous integral 'log head' I-6 motor borrowed from the Ford FE engine family design, the new crossflow motor borrowed from the Ford 351 Cleveland engine family. A common upgrade for a crossflow head engine is to use 351 Cleveland roller tip rocker arms. Ford of Australia updated the crossflow design in mid-1980 with a new aluminum head casting. The alloy head was used to improve warmup time and reduce fuel consumption and emissions.
Until 1982, the engines were fitted with a single-barrel Bendix-Stromberg carburetor, but from March 1982 were fitted with a Weber two-barrel carburetor, which had improved fuel consumption over the single-barrel carb. The Weber carburettored engines were badged Alloy-Head II Later, a Bosch Jetronic fuel-injected version with direct-port fuel injection was offered in the XE Falcon, and was only available as an aluminium 4.1 L. The XF Falcon's 4.1 then received Ford's EEC-IV engine management system with Multi Point (MP-EFI). The carburetor engine was still fitted standard, and EFI was optional. Changes to the carburetor-based engine were made to accommodate the EFI system. The compression ratio on the 4.1 L was 8.89:1.
The cylinder head intake ports had been modified to provide clearance for the injectors, and a new intake manifold was designed and many other changes were made in the engine bay to accommodate the new fuel system. Carburettor (240, 1964-1986 300. Fuel injection (1987-1996 300) Output output 114 hp (85 kW) - 150 hp (112 kW) output 260 lb⋅ft (353 N⋅m) Produced at the plant in from 1964 through 1996, the 240 and 300 Sixes are well known for their durability. Simple design and rugged construction continue to endear these engines to a number of Ford enthusiasts to this day.
The engine has earned the monikers 'bulletproof' and 'indestructible' by many. Popular legend holds that are numerous claims by owners who have purposely sought to destroy a Ford straight-six through intentionally abusive use, but who were unsuccessful in doing so. One example of the engine's sturdy design is the fact that no timing chain or timing belt (both of which can break, causing unwanted downtime or even engine damage.although this is extremely unlikely in the case of a chain) is used. This generation of Ford Six was designed with long-wearing gears for that purpose instead.
Very few modern engines use timing gears; belts and chains are by far more common. This is because engine makers long ago (in the 1930s) discovered that gear-driven camshafts are more expensive to build, heavier, sap more power out of an engine from, and transmit harmful shock impulses. Belts are easily replaced at intervals, and chains will generally last as long as the engine will. Also these engines employed 7 main bearings, which is far more than is necessary at the power level. Both the 240 and the 300, no matter the application, used a single barrel Autolite 1100/1101 (or Carter YF/A) until the introduction of electronic in 1987.
With proper gearing, many F-trucks and Broncos achieve 20+mpg. This fact was heavily used by Ford's advertising campaign (some television advertisements and written literature even claimed 30 mpg), since the V8 engines in these trucks rarely achieved over 14 mpg. The fuel economy of the 300 makes the engine a popular choice among truck enthusiasts that want both power and economy. The addition of performance parts (such as and with a ) place the engine power output near the same levels as the stock 'HO' ('High Output') version of the optional 351 V8, with little or no change in economy. 240 The 240 cu in (3.9 L) six for 1965–1972 full sized cars (continued to 74 in fleet models) and 65–74 trucks or vans produced 150 hp (112 kW) (gross). In stationary service (generators and pumps) fueled by LPG or natural gas, this is known as the CSG-639. The 240 had a bore of 4' and a stroke of 3.18'.
300 The 300 cu in (4.9 L) six was added for the F-series in 1965. It is essentially a 240 cu in (3.9 L) with a longer stroke. The two engines are nearly identical; the differences are in the rotating assembly and combustion chamber sizes in the head (The heads are interchangeable). It produced 170 hp (127 kW) (gross). The 300 became the base F-series engine in 1978 at 114 hp (85 kW) (hp number changes due to Ford switching to net power ratings in 1971). Power outputs were increased to roughly 122 hp (91 kW) during the early 1980s, before fuel injection was introduced.
Ford 240 Cid Engine Specs
This became the primary engine of the line, eclipsing the 240. Unlike the Falcon engine, it featured separate intake and exhaust manifolds, which could be easily replaced with aftermarket manifolds offering the promise of even more power, through the installation of larger carburetors and a higher flowing exhaust system.
Also during the late sixties and early seventies, the 300 was used in larger vehicles such as dump trucks, many weighing into the 15,000–20,000 pound (7,000–9,000 kg) range. These 300s were equipped with a higher flow HD (Heavy Duty) exhaust manifold and forged crankshafts and rods since the engines were going to be constantly working in the 3000–4000 rpm range. These rare, yet effective manifolds had a much higher exhaust flow rate due to the fact that many of these engines would spend hours at 3000 RPMs or more.
Due to their straightforward and high flowing design, enthusiasts often seek these manifolds out due to the ease in which they allow to be retrofitted to the engine. Engine sizes were converted to metric for 1983, causing the 300 to become the '4.9'. Fuel injection and other changes in 1987 pushed output up to 150 horsepower with 8.8:1 compression. This engine was gradually phased out, ending production in 1996, and was replaced by the Essex V6 in the F-series trucks with their 1997 redesign. However, it was renowned for its durability, low end torque, and ease of service. The 300 4.9 came with the Ford C4, E4OD, AOD, ZF S5-42 and S5-47 transmissions, as well as the Mazda built M5OD 5-speed manual transmission, and the Borg-Warner T18, Tremec RTS, and New Process NP435 4-speed manual transmissions. The 4.9-liter 6-cylinder was built in the Cleveland, Ohio engine plant.
Ford 240 Engine Performance Parts
Race car driver Scott Donohue raced a rally truck with a Ford 4.9 in it and won the Baja 1000 3 times. This engine is also used by in the (pdf), and Harlan in their standard tow tractors , as well as a multitude of other pieces of equipment, such as ski lifts, power generators, wood chippers, tractors, and, until they converted to diesel engines, most trucks.
Ford 240 Six Cylinder Engine
Many trucks still use the 300 to this day. In stationary service (generators and pumps) fueled with LPG or natural gas, this engine is known as the CSG-649. References.