240 upgrade POWER
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5th Wheeling
Joined: Jan 2011
Posts: 33
Likes: 0
240 upgrade POWER
Anyone convert a 240 to a 300? My understanding is that the crankshaft is the only part that is different. Confirm? I also was thinking of boring the cylinders from 4.00" to 4.04" and using the 302 pistons. Do my piston rods need to also be changed, probably?
The reason I'm thinking to do this is because I like keeping the original engine in the truck, but want MORE POWER! headers, intake 4brl carb, upgrade cam shaft & springs/rockers. I bet I can get close to 300HP.
I realize that this is not the most cost effective HP upgrade but hey ¯\_(ツ)_/¯
If anyone has parts for sale let me know. I'm headed to the Turlock swap meet this weekend, any tips on what to hunt for?
The reason I'm thinking to do this is because I like keeping the original engine in the truck, but want MORE POWER! headers, intake 4brl carb, upgrade cam shaft & springs/rockers. I bet I can get close to 300HP.
I realize that this is not the most cost effective HP upgrade but hey ¯\_(ツ)_/¯
If anyone has parts for sale let me know. I'm headed to the Turlock swap meet this weekend, any tips on what to hunt for?
Mountain Pass
Joined: Jun 2017
Posts: 133
Likes: 11
From: Alamogordo
you should look up the "in line six page" lots of good info there
it is my under standing that the rotating parts will bolt in and ive considered that my self
i bolted in the clifford dual carbs and chevy rockers and oh boy what a difference!
good luck with yours
it is my under standing that the rotating parts will bolt in and ive considered that my self
i bolted in the clifford dual carbs and chevy rockers and oh boy what a difference!
good luck with yours
Thread Starter
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5th Wheeling
Joined: Jan 2011
Posts: 33
Likes: 0
Thanks for the luck! I got off a call this morning with a fellow in Clearwater Michigan who is gonna send me some used parts: a forged crankshaft, piston rods, camshaft. He suggested a 500cmf Edlebrock four barrel jetted down. Now to find a good machinist in the Bay Area of CA. Suggestions welcome! I'll spend some time with the "in line six page". Thanks 
Lead Gopher
Joined: Aug 2012
Posts: 10,060
Likes: 1,613
From: Seattle
Clifford makes the 6=8 manifold which is a good choice for many.
https://cliffordperformance.net/stor...%2Fford-240300
Offenhauser has the Dual Port and the C Series single plane. The Dual Port makes better low end torque.
https://www.summitracing.com/search/...-size/4-9l-300
https://cliffordperformance.net/stor...%2Fford-240300
Offenhauser has the Dual Port and the C Series single plane. The Dual Port makes better low end torque.
https://www.summitracing.com/search/...-size/4-9l-300
Tuned
Joined: Jan 2014
Posts: 340
Likes: 21
From: Weaverville NC
I have a 240 in my '65 F-100, 2wd. I put a set of split cast iron headers on the motor. Also bolted an exchanger under where the "log" exh. mnfld used to be. I used a 1" thick aluminum piece shaped real close to how the exh. mnfld fit up to intake. Hold it in place with the three bolts that are on the bottom of the intake. Drilled all the way through using the correct drill size for a 3/8" NPT tap. I then screwed nipples in then a 90 on each nipple, then another short nipple into each 90 so I could hook up heater hoses. The hole for the heater hoses is centered and goes parallel to the 6 cylinders. I figured I'd need to warm up the carb so it wouldna ice up.
I am telling you all that because of the huge difference the split mnflds have made. It is like a different motor.
If you have any questions, I'd be glad to answer.
I am telling you all that because of the huge difference the split mnflds have made. It is like a different motor.
If you have any questions, I'd be glad to answer.
Tuned
Joined: Jan 2014
Posts: 340
Likes: 21
From: Weaverville NC
more power out of a 240
Anyone convert a 240 to a 300? My understanding is that the crankshaft is the only part that is different. Confirm? I also was thinking of boring the cylinders from 4.00" to 4.04" and using the 302 pistons. Do my piston rods need to also be changed, probably?
The reason I'm thinking to do this is because I like keeping the original engine in the truck, but want MORE POWER! headers, intake 4brl carb, upgrade cam shaft & springs/rockers. I bet I can get close to 300HP.
I realize that this is not the most cost effective HP upgrade but hey ¯\_(ツ)_/¯
If anyone has parts for sale let me know. I'm headed to the Turlock swap meet this weekend, any tips on what to hunt for?
The reason I'm thinking to do this is because I like keeping the original engine in the truck, but want MORE POWER! headers, intake 4brl carb, upgrade cam shaft & springs/rockers. I bet I can get close to 300HP.
I realize that this is not the most cost effective HP upgrade but hey ¯\_(ツ)_/¯
If anyone has parts for sale let me know. I'm headed to the Turlock swap meet this weekend, any tips on what to hunt for?
It would be a good expertiment to drive your truck using the stock exh, mnfld. for a while. Then if your first change is the split mnflds...you will see a marked diference.
I too considered going to a 300 crank, longer rods etc. I am so pleased with the motor... now that it can really breath so much better...I am happy with the power increase, so I don't need to do anything else to it.
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5th Gear
Joined: Mar 2014
Posts: 5
Likes: 0
From: Hickory NC
Plain Jane original factory 240
I have a 240 in my '65 F-100, 2wd. I put a set of split cast iron headers on the motor. Also bolted an exchanger under where the "log" exh. mnfld used to be. I used a 1" thick aluminum piece shaped real close to how the exh. mnfld fit up to intake. Hold it in place with the three bolts that are on the bottom of the intake. Drilled all the way through using the correct drill size for a 3/8" NPT tap. I then screwed nipples in then a 90 on each nipple, then another short nipple into each 90 so I could hook up heater hoses. The hole for the heater hoses is centered and goes parallel to the 6 cylinders. I figured I'd need to warm up the carb so it wouldna ice up.
I am telling you all that because of the huge difference the split mnflds have made. It is like a different motor.
If you have any questions, I'd be glad to answer.
I am telling you all that because of the huge difference the split mnflds have made. It is like a different motor.
If you have any questions, I'd be glad to answer.
Do you have any photos or videos?
Original engine is supposed to have 150 hp? What do you estimate you have now?
Did you use the Clifford dual carb set up?
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Cargo Master
Joined: Oct 2005
Posts: 2,084
Likes: 94
From: Stanton, Michigan, USA
ThinkItBuildIt,
So you want more power..... Don't lose track that the package needs to all work together. What is your goal - mostly towing, hauling, cruising or racing?
What transmission and rear gear are you planning on using?
Peter Sipp stated he runs his power through a T-98 4-speed transmission. Whereas, rrward2 says he's running a Cruise-O-Matic.
These two transmissions handle heavy loads very differently - regardless of the power the engine in front of them is making.
Years ago I owned a very tired '63 F100 with a tired 223 I6. But it had a T-18 4-speed transmission and the OE 4.11 rear gear set. Because of the final gear multiplication I could put the T-18 into the granny 1st gear, ease out the clutch and with 50 bales of hay on the truck, I could still tow not just one but TWO wagons of hay (with 150 bales on each) without any grunt. It is all about gear multiplication. Try that with a F250 equipped with a healthy V8 but with a three on the tree (three speed transmission) and a docile 3.5 rear gear and you'll be smelling the clutch in no time.
It's all about balance.......
BarnieTrk
So you want more power..... Don't lose track that the package needs to all work together. What is your goal - mostly towing, hauling, cruising or racing?
What transmission and rear gear are you planning on using?
Peter Sipp stated he runs his power through a T-98 4-speed transmission. Whereas, rrward2 says he's running a Cruise-O-Matic.
These two transmissions handle heavy loads very differently - regardless of the power the engine in front of them is making.
Years ago I owned a very tired '63 F100 with a tired 223 I6. But it had a T-18 4-speed transmission and the OE 4.11 rear gear set. Because of the final gear multiplication I could put the T-18 into the granny 1st gear, ease out the clutch and with 50 bales of hay on the truck, I could still tow not just one but TWO wagons of hay (with 150 bales on each) without any grunt. It is all about gear multiplication. Try that with a F250 equipped with a healthy V8 but with a three on the tree (three speed transmission) and a docile 3.5 rear gear and you'll be smelling the clutch in no time.
It's all about balance.......
BarnieTrk
Cargo Master
Joined: Oct 2005
Posts: 2,084
Likes: 94
From: Stanton, Michigan, USA
ThinkItBuildIt,
So you want more power..... Don't lose track that the package needs to all work together. What is your goal - mostly towing, hauling, cruising or racing?
What transmission and rear gear are you planning on using?
Peter Sipp stated he runs his power through a T-98 4-speed transmission. Whereas, rrward2 says he's running a Cruise-O-Matic.
These two transmissions handle heavy loads very differently - regardless of the power the engine in front of them is making.
Years ago I owned a very tired '63 F100 with a tired 223 I6. But it had a T-18 4-speed transmission and the OE 4.11 rear gear set. Because of the final gear multiplication I could put the T-18 into the granny 1st gear, ease out the clutch and with 50 bales of hay on the truck, I could still tow not just one but TWO wagons of hay (with 150 bales on each) without any grunt. It is all about gear multiplication. Try that with a F250 equipped with a healthy V8 but with a three on the tree (three speed transmission) and a docile 3.5 rear gear and you'll be smelling the clutch in no time.
It's all about balance.......
BarnieTrk
So you want more power..... Don't lose track that the package needs to all work together. What is your goal - mostly towing, hauling, cruising or racing?
What transmission and rear gear are you planning on using?
Peter Sipp stated he runs his power through a T-98 4-speed transmission. Whereas, rrward2 says he's running a Cruise-O-Matic.
These two transmissions handle heavy loads very differently - regardless of the power the engine in front of them is making.
Years ago I owned a very tired '63 F100 with a tired 223 I6. But it had a T-18 4-speed transmission and the OE 4.11 rear gear set. Because of the final gear multiplication I could put the T-18 into the granny 1st gear, ease out the clutch and with 50 bales of hay on the truck, I could still tow not just one but TWO wagons of hay (with 150 bales on each) without any grunt. It is all about gear multiplication. Try that with a F250 equipped with a healthy V8 but with a three on the tree (three speed transmission) and a docile 3.5 rear gear and you'll be smelling the clutch in no time.
It's all about balance.......
BarnieTrk
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