facts and info of the 240-300
#1
04-25-2010, 12:58 PM
facts and info of the 240-300
Fourth generation<TABLE style="TEXT-ALIGN: left; LINE-HEIGHT: 1.5em; WIDTH: 22em; FONT-SIZE: 88%" class=infobox cellSpacing=5><CAPTION style="FONT-SIZE: 125%; FONT-WEIGHT: bold">Truck Six</CAPTION><TBODY><TR><TH style="TEXT-ALIGN: left">Production</TH><TD>1964 - 1996</TD></TR><TR><TH style="TEXT-ALIGN: left">Displacement</TH><TD>240 cu in (3.9 L)
300 cu in (4.9 L)</TD></TR><TR><TH style="TEXT-ALIGN: left">Cylinder bore</TH><TD>4"</TD></TR><TR><TH style="TEXT-ALIGN: left">Piston stroke</TH><TD>3.18" (240)
3.98" (300)</TD></TR><TR><TH style="TEXT-ALIGN: left">Fuel system</TH><TD>Normally aspirated
Fuel injection</TD></TR><TR><TH style="TEXT-ALIGN: left">Power output</TH><TD>120 hp (89 kW) - 170 hp (127 kW)</TD></TR><TR><TH style="TEXT-ALIGN: left">Torque output</TH><TD>260 lb·ft (353 N·m)</TD></TR></TBODY></TABLE>
Produced at the Cleveland Engine plant in Brook Park, Ohio 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. Many have run 300,000 to 600,000 miles (480,000 to 970,000 km) without any more service than standard oil changes.<SUP style="WHITE-SPACE: nowrap" class=Template-Fact title="This claim needs references to reliable sources from May 2009">[citation needed]</SUP> The engine has earned the terms "bullet proof" and "indestructible" by many. There are numerous claims of those who have purposely sought out to destroy one through abusive use, and 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) is used. This generation of Ford Six was designed with long-wearing gears for that purpose instead. Few, if any, modern engines use timing gears; belts are by far more common, especially among non-domestic automakers.
Both the 240 and the 300, no matter the application, used a single barrel Carter YF carburetor until the introduction of Electronic Fuel Injection. With proper gearing, many F-trucks and Broncos are able to achieve over 20 mpg with these carburetors, when properly tuned. This 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 amongst truck enthusiasts that want both power and economy. The addition of performance parts (such as intake and exhaust manifolds with a four barrel carburetor) 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. There are claims of 300s that have had the power output doubled, or even tripled, with less than a single mpg drop in fuel economy.
240
The 240 cu in (3.9 L) six for 1963 - 1970 full sized cars (continued to 74 in fleet models) and 63-77 trucks produced 150 hp (112 kW). In stationary service (generators and pumps) fueled by LPG or natural gas, this is known as the CSG-639.
300
The 300 cu in (4.9 L) six was added for the F-series in 1965. It was essentially a 240 cu in (3.9 L) with a longer stroke. The two engines are nearly identical; the differences are in block dimensions, combustion chamber size, and the rotating assembly. 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. 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, since the engines were going to be constantly working in the 3000–4000 rpm range. These rare, yet effective, manifolds had higher flow than the electronic fuel injection 4.9 (300) manifolds and some headers.
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 165 hp (123 kW) 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 C6 and E4OD transmissions, as well as the Mazda built M5OD 5 speed manual transmission. The 4.9 liter 6 cylinder was built in the Cleveland, Ohio engine plant.
This engine is also used by Stewart and Stevenson in the MA Baggage Tow Tractor 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 UPS trucks. Many UPS 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.
The Ford Inline six in racing
The Ford Inline six has had a small though colorful career in racing, which has increased in recent years due to the rising popularity of the motor and the availability of performance parts. The big 240's and 300's offer more torque, lower, and wider, than a V8 of comparable displacement.<SUP id=cite_ref-0 class=reference>[1]</SUP>
A recent yet giant step in Ford Inline six racing has been performed by McLearran Motorsports in Tucson AZ. The McLearrans, Wil and Kelly, have achieved enough notice that their 1963 Ford Falcon has been seen in several magazines and was scheduled to make an appearance on the show Pinks.
The 1963 Falcon driven by McLearran Motorsports' Kelly McLearran has been dyno tested at 323 rwhp @ 4500 rpm and 502 rwtq @ 2650 rpm. The car has run a best time of 10.89 seconds at 1/4 mile, with Kelly driving.
300 cu in (4.9 L)</TD></TR><TR><TH style="TEXT-ALIGN: left">Cylinder bore</TH><TD>4"</TD></TR><TR><TH style="TEXT-ALIGN: left">Piston stroke</TH><TD>3.18" (240)
3.98" (300)</TD></TR><TR><TH style="TEXT-ALIGN: left">Fuel system</TH><TD>Normally aspirated
Fuel injection</TD></TR><TR><TH style="TEXT-ALIGN: left">Power output</TH><TD>120 hp (89 kW) - 170 hp (127 kW)</TD></TR><TR><TH style="TEXT-ALIGN: left">Torque output</TH><TD>260 lb·ft (353 N·m)</TD></TR></TBODY></TABLE>
Produced at the Cleveland Engine plant in Brook Park, Ohio 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. Many have run 300,000 to 600,000 miles (480,000 to 970,000 km) without any more service than standard oil changes.<SUP style="WHITE-SPACE: nowrap" class=Template-Fact title="This claim needs references to reliable sources from May 2009">[citation needed]</SUP> The engine has earned the terms "bullet proof" and "indestructible" by many. There are numerous claims of those who have purposely sought out to destroy one through abusive use, and 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) is used. This generation of Ford Six was designed with long-wearing gears for that purpose instead. Few, if any, modern engines use timing gears; belts are by far more common, especially among non-domestic automakers.
Both the 240 and the 300, no matter the application, used a single barrel Carter YF carburetor until the introduction of Electronic Fuel Injection. With proper gearing, many F-trucks and Broncos are able to achieve over 20 mpg with these carburetors, when properly tuned. This 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 amongst truck enthusiasts that want both power and economy. The addition of performance parts (such as intake and exhaust manifolds with a four barrel carburetor) 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. There are claims of 300s that have had the power output doubled, or even tripled, with less than a single mpg drop in fuel economy.
240
The 240 cu in (3.9 L) six for 1963 - 1970 full sized cars (continued to 74 in fleet models) and 63-77 trucks produced 150 hp (112 kW). In stationary service (generators and pumps) fueled by LPG or natural gas, this is known as the CSG-639.
300
The 300 cu in (4.9 L) six was added for the F-series in 1965. It was essentially a 240 cu in (3.9 L) with a longer stroke. The two engines are nearly identical; the differences are in block dimensions, combustion chamber size, and the rotating assembly. 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. 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, since the engines were going to be constantly working in the 3000–4000 rpm range. These rare, yet effective, manifolds had higher flow than the electronic fuel injection 4.9 (300) manifolds and some headers.
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 165 hp (123 kW) 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 C6 and E4OD transmissions, as well as the Mazda built M5OD 5 speed manual transmission. The 4.9 liter 6 cylinder was built in the Cleveland, Ohio engine plant.
This engine is also used by Stewart and Stevenson in the MA Baggage Tow Tractor 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 UPS trucks. Many UPS 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.
The Ford Inline six in racing
The Ford Inline six has had a small though colorful career in racing, which has increased in recent years due to the rising popularity of the motor and the availability of performance parts. The big 240's and 300's offer more torque, lower, and wider, than a V8 of comparable displacement.<SUP id=cite_ref-0 class=reference>[1]</SUP>
A recent yet giant step in Ford Inline six racing has been performed by McLearran Motorsports in Tucson AZ. The McLearrans, Wil and Kelly, have achieved enough notice that their 1963 Ford Falcon has been seen in several magazines and was scheduled to make an appearance on the show Pinks.
The 1963 Falcon driven by McLearran Motorsports' Kelly McLearran has been dyno tested at 323 rwhp @ 4500 rpm and 502 rwtq @ 2650 rpm. The car has run a best time of 10.89 seconds at 1/4 mile, with Kelly driving.
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#2
04-25-2010, 06:36 PM
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#3
04-25-2010, 08:24 PM
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Once you start doing research on the 4.9 you realize that there is only one thing that sets it apart from its v8 cousins: its ability to produce ample torque at a lower rpm. Period.
Everything stated in that write up can be applied to v8s, longevity as well. I hate to say it, but the v8 has them beat almost everywhere.
It's true. Before you answer all hopped up with pride and anger, spend about four months researching the different engines.
Everything stated in that write up can be applied to v8s, longevity as well. I hate to say it, but the v8 has them beat almost everywhere.
It's true. Before you answer all hopped up with pride and anger, spend about four months researching the different engines.
#4
04-27-2010, 09:28 AM
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#7
04-28-2010, 02:40 PM
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#8
04-28-2010, 02:48 PM
It does? Cool!
Still, the 300 is bigger than both and has two more cyilinders. However, it's gasoline, so the extra size is needed. Regaurdless, I am tickled pink! I think it is so cool so see our 300's standing besides big name diesel engines in industrial use applications.
Still, the 300 is bigger than both and has two more cyilinders. However, it's gasoline, so the extra size is needed. Regaurdless, I am tickled pink! I think it is so cool so see our 300's standing besides big name diesel engines in industrial use applications.
#9
04-28-2010, 06:04 PM
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#10
04-28-2010, 09:30 PM
Well in boxin U got ur heavy weight, cruiser, fly weight etc. Back to application. Each one to a specific purpose.
In 4 wh I like "smaller is better", for *personal* transportation (not goods). Can get in sm., tight spaces. My windshield folds down & w/top off - the top of the steering wheel is the highest point...The 250 I6: 155 HP @ 4400rpm; 240TQ @ 1600 rpm. I like if I don't hafta spin outta sno, mud etc; tromp the peddle etc, but finesse it...
Wouldn't mind one (or). Would Love to fit a 300 in the Bronk, some have!
In 4 wh I like "smaller is better", for *personal* transportation (not goods). Can get in sm., tight spaces. My windshield folds down & w/top off - the top of the steering wheel is the highest point...The 250 I6: 155 HP @ 4400rpm; 240TQ @ 1600 rpm. I like if I don't hafta spin outta sno, mud etc; tromp the peddle etc, but finesse it...
Wouldn't mind one (or). Would Love to fit a 300 in the Bronk, some have!
#11
05-02-2014, 03:31 PM
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Straight six 300, with 5 speed standard.
After years of lots of different trucks I bought a used 1994 4wd, F-150 6, 300 with a 5 speed standard transmission several years ago. It is the best truck I have ever owned. I've pulled GMCs up hills on my farm because they couldn't make it up with their load of hay after I had delivered my load. My question: is it possible to buy a late model F-150 and put a 6-300 and 5 speed standard in say, a 2012 with a king cab etc.
Thanks,
Hoople
Thanks,
Hoople
#12
05-02-2014, 04:14 PM
#13
05-02-2014, 08:07 PM
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#14
05-02-2014, 11:40 PM
A recent yet giant step in Ford Inline six racing has been performed by McLearran Motorsports in Tucson AZ. The McLearrans, Wil and Kelly, have achieved enough notice that their 1963 Ford Falcon has been seen in several magazines and was scheduled to make an appearance on the show Pinks.
The 1963 Falcon driven by McLearran Motorsports' Kelly McLearran has been dyno tested at 323 rwhp @ 4500 rpm and 502 rwtq @ 2650 rpm. The car has run a best time of 10.89 seconds at 1/4 mile, with Kelly driving.
The 1963 Falcon driven by McLearran Motorsports' Kelly McLearran has been dyno tested at 323 rwhp @ 4500 rpm and 502 rwtq @ 2650 rpm. The car has run a best time of 10.89 seconds at 1/4 mile, with Kelly driving.
#15
05-03-2014, 09:36 AM
