check this out,
AJPE

 

6makeitgo, this is more like it, not sure yet whats involved to make her streetable, but it sure looks like something i would rather see you run fair enough, by the way, i went to the other site mentioned which i rarely do, but i believe i saw a post with a factory # for a Forged 300 crank. get yourself one of them if you want and we all can help or figure out some bulletproof rods then pistons, get custom made if nessc, we will just be carefull with the math, you know, pin bore location or height and such, that NEW heads the odds just went up in your favor as i see it. but you gotta ask the price grin i havent taken my meds for this night, later paul ps, THANKS for posting that it really sounds like it might help us flog the go fast sixes, p

 

Eye candy for certain! I downloaded their price sheet, and couldn't find that exact part #, but found several 4.9 heads of the same caliber, and they each cost over $9k!

With the Aussies making a cross flow head for the 4.9, I surprised we don't see them over here. Why isn't some enterprising soul pulling them out of the Aussie junkyards and shipping them to the US?

 

that same mr alan johnson carves a head out of billet for the late v-twins, he is highly respected and his heads rock in that world very serious special kind of man .p md

 

that looks like what im after to bad its listed but theirs no price. guess ill have to shoot a e-mail or call. but good find since classicinlines is taking awhile to make their head. if anyone can answer, is this the only aftermaket head out their? im not to fond of the welding 2 heads together practice.

 

I am sorry but I find your posts to be nearly uniteligable. You have been a member of FTE longer then me but you make it very hard to understand what you are saying. Your grammer is poor, and some capatalization and punctuation would be helpful. I am not trying to be rude or mean spirited here but you kinda came out of the woodwork and make almost no sense in your posts.

If I am serriously in the wrong here folks let me know, though I think a basic modicum of inteligability is expected.

 

I thought I found that too, but look again--these are 4.9 bore center heads, not 4.9 Ford engine heads. That said, the 4.9 Ford head is probably in that ballpark price wise.

The Aussie head is for the 200/250 iirc, not the 300.

 

Usually would agree with you, but being on the back side of 40 myself (60) I still find him easier to understand than the younger set that transfer their text messaging skills to the forums, and the ones that English is their second language.

 

Yes indeedie doo, my understanding as well...does that mean (however) it's too short for the 300/240?
BTW: don't bother me if they rub snot on the page, I just go around it...he's OK w/me tho

 

the specs sheet on that head state that its a fully machined billet, i wonder if that means that it lacks cooling passages? listed for drag racing only, it probably is intended for use on filled blocks and doesn't need it...

 

4.9" bore center heads are for a V8, probably some hemi. The bore center of a 300 is 4.48".

The 200/250 head will not fit a 240/300, way too short.

It just looks like the price list has not been updated for the head shown.

It probably doesn't have water jackets; how would you do that with a billet head unless you welded two haves together?

 

85e150:

I was under the impression that the Aussies made the 4.9 as well, and that it has a cross flow head. I am certain that I read about it.

 

Hhhmm. Not that I recall seeing*. Search time, if I find anything I'll post it.
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*not that that means anything....

 

Starting in 1960, Ford of Australia used the same inline six engines as North America, featuring the 144 cid and 170 cid models. Also as in North America, a 200 cid motor was added in 1965.
In 1968, Ford of Australia increased the deck height of the design to make room for increased crankshaft stroke, and 188 cid and 221 cid models were added to the lineup.
In 1970, Ford of Australia developed the 250 cid motor. the head was of the same design as previous models, with an integral intake catering for 1 single barrel stromberg carburettor. In the configuration, the falcon six was rated at 155 hp (116 kW). Around this time Ford of Australia also developed the '2V' 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 Stromberg 2-v carburetor. To take advantage of the much improved breathing ability that the removable intake brought to the new head, the 250-2v also mounted 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.

An example of an Australian aluminum crossflow head with aluminum roller rocker arms


In 1976, Ford of Australia replaced the 250 engine with a new block and head design, which was based on a taller and wider block with a cast iron crossflow head design. This engine was offered in the Ford Falcon XC in Australia. Whereas the previous integral "log head" inline six 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 continued the Crossflow design in 1978, but now an aluminum head casting was featured. The alloy head was used to improve warm up time and reduce fuel consumption and emissions. The iron head versions were fitted with a Stromberg carburetor, and the aluminum head versions were fitted with a Webber carburetor, which had improved consumption over the Stromberg.
Later, a Bosch Jetronic fuel injected version with direct port fuel injection was offered, and was only available as an aluminium 4.1 L from the XE Falcon onwards. There were changes to the carburetor-based engine to accommodate the Electronic Fuel Injection 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.



bad news their was no 4.9 in aussie. good news if you have the smaller 6
so all they had was the 3.3, 3.9, 4.0, and 4.1L

 

Sixinarow--great post. There's nothing like facts to clarify things.