I'll get the info you desire as soon as practicable.
Please, e-Mail me a Complete list, it'll make it a Lot easier for me to make sure I get All your ?'s answered for you.
See this way i can just get it printed out & hand it to them & then they can right it down on the print out.

The Colour is what Mercury of Canada painted the '58 223 I-6's in their M series trucks, so far as I've found from Posts between 2 M-100 truck owners post here from several years ago.
But I've no concrete evidence other than what they believe their blocks were painted when they went to rebuild them, these were the Colours they found, though they are far from the first owners & no telling what was done to them in the interum.
This is as close to what they labeled "Pewter" that they painted the Block in '58.
The Clifford Valve Cover has been painted the Red/Orange that was used in '58 (& yes the name has been ground off so that I may place MERCURY there instead), Nothing else of theirs has been used so I do not wish to advertize for them is the reason & the taller Valve Cover was needed in order to fit properly. All the accessaries are to be painted black as they were in '58 by Mercury of Canada; Starter, Alternator, Air Cleaner cover, etc.

Thank'ee kindly everyone, it's nice to see my efforts for the "We Beastie" appreciated.

Merry Holidays
Flashy

 

e-mail sent

 

Qurious did you get my e-mail?


So have you dropped the engine in your truck yet? Test drive?

 

Waiting for the tranny to be finished before the installation can be started, supposed to be ready Monday for pick-up.
Have to Fab new engine mounts & crossmember as the 223 I-6 mounts Fore & Aft, not on the sides as the 300 I-6 does.
W/ the 3 herniated disks I can no longer do this kind of work myself, so I've to get someone to do it for me, unfortunately for my pocket-book.

 

Yes, the e-mail arrived.
They haven't been able to get back to me yet on it.
They just acquired an order for some project engines from a Racing Team & have been rather busy.

 

first off, that is an awesome looking 300, but I would like to know if that valve cover is still offered by clifford or if one like it would have to be found used at a swap meet or the like

 

fords_forlife


I believe that valve cover is p/n 43-4176
clifford performance (951) 303 2333

However, the price sheet shows it as being $159

 

Wow - nice looking pix!!

I took my 6 banger out and put this in...
http://www.mistynewbeak.com/truck/engine/engine.html .

 

which one, the 8banger or the special lady friend?

 

Rhetor --- Wah ha ha ha.... I told her she needs to pose for Napa!!

Actually this little sweety married me a year later...after chasing her for 35 years!! The truck belonged to her widow who let the effie rot under trees for several years with the windows down!!.....

Every now and then Melissa rides in the truck - it's a little noisy for her - (hard to keep a built 460+ quiet). I think she'd prefer the built I-6 I've seen in this post --- it probably hits a mean lick too...

 

Thought I would add a detailed description of the build process on my 300. As they say, the devil is in the details.
Mike

The core engine was a 1977 model year with the indicated mileage
in the eighty thousands. The appearance and condition of everything
agreed with the story that it had been well maintained and had no
serious repair issues during its lifetime. This "seasoned" core
supplied the block, cylinder head, crankshaft, and connecting rods
that were to be used.

The block was thoroughly cleaned and crack checked. All galleys
were flushed and plugs properly replaced. Boring and honing to first
oversize and decking the top of the block was performed. Semi dished
pistons were used.

The crankshaft was pressure cleaned and crack checked.
Measurements were taken and a re-grinding/polishing to the first
undersize was determined to be required.

The connecting rods were properly cleaned and magna-fluxed.
They were then checked for alignment and sizing requirements.
Upgraded bolts were installed.

Complete engine balancing performed.

The cylinder head was hot tanked and pressure tested and then
crack checked. Combustion chamber modifications were carried out and
the necessary porting performed. A MANLEY "big valve" kit (stainless
steel) would be installed. This kit increases the intake size from
1.780" to 1.940" and the exhaust from 1.560" to 1.600". Hard seats
were installed and a very careful and proper valve grind was
performed in which valve heights and seat depths are accurately
considered. The combustion chambers were cc'ed and equalized to
achieve a cold static compression ratio of 8.75 : 1. New valve gear
was utilized as necessary including high performance valve springs
and retainers. A high strength rocker arm stud kit was installed,

A Compu-pro hydraulic lifter'ed camshaft kit was installed and
degreed in. Metal timing gears were used in reassembly. These metal
timing gears have a distinct "whine" while operating, which is
normal. A new oil pump and screen, new water and new fuel pump were
installed.

The assembled long block was tested for proper operation. The
torque required to spin the engine was measured and compared to
standards for approval. The oil pressure was monitored and
compression checked for balance. Valve clearances were checked and
adjusted as required.

A Clifford intake manifold and exhaust manifold were utilized as
was a Clifford cast aluminum valve cover. A Weber/Edelbrock 500CFM
manual choke carburetor was installed. A stock electronic
distributor was utilized with minor modifications having been made to
the advance curve. An MSD-6A ignition unit was used.

Cooling is maintained via an increased flow radiator with dual
high capacity electric fans in place of the engine driven fan. An
adjustable temperature controlled switch controls the dual fans.

 

Col,

Your running an automatic right? What rear gear and tize size? I'm curious about the drive-ability once it's running.

 

Yes, a H.D. & H.P. C-4.
3.70 9" & 15x7.10's

 

J.W.T.

Here's what I answers I could get.



*A look at the dyno sheet or at least a list of the hp and tq numbers in 500 rpm
increments from 1000 rpm to 5000.

"The numbers start @ 3000 & stop @ 4600 on the print out."
RPM SF-TQ SF-HP
3000 397.7 237.6
3500 397.8 264.6
4000 381.9 288.8
4500 351.4 297.7

*Why they opted for the 6.3 rod (stock 300 is 6.2097"), instead of going directly
for the 240 rod (6.7947"), which would have given a more desirable rod ratio.

Rod Angle was @ criticle.

*Is there any flow data for the ported head?

NO, Not Available

*Were stock valve sizes used?

NO, Oversize Swirl Pattern S.S.

*What brand pistons were used, if possible what was the part number?

Ross custom made.

*How was the camshaft installed: straight up, advanced or retarded?

2* advanced

*Was the crank offset ground? If so, what is the final stroke of the crank?

NO, 20/1000s under 4" arm as is.

 

holy crap yo, im envious, LOL. Nice 300 HP inline, nicely done, solid foundation for a supercahargher cough cough !. torque numbers could be ungodly. Looking for like 500 FT lbs AHAH. Im envious, did you get a total for everything. Old man should build them. Id pay 3 to 5 K for it.