Performance Distributors,...
Performance Distributors, founded by the late Kelly Davis and professionally run by the Davis family for more than two decades, comes through with the Davis Unified Ignition (D.U.I). We like this system for its simplicity-coil in cap, precision curved for your application. Winterboer told Performance Distributors what he needed, and the shop came through with this complete, high-energy ignition package.
Heads Up
Ford six-cylinder heads didn't change much over the long production life of these engines. In fact, all heads are interchange-able. For the engine to perform properly, however, you must con-sider chamber size as well as valve and port size. It gets even more complex with Ford South America and Ford Australia head castings, which are better than North America's. Because these engines remained in production longer Down Under than they did in North America, there are some pretty terrific head castings available if you know where to look. There are composite castings with removable intake manifolds as well as a crossflow head. Classic Inlines can give you insight on where to find them.
The greatest shortcoming of the North American head is an integral, log-style intake manifold. Ford did this for cost reasons, but this head breathes poorly, and fuel-droplet distribution is horrid. Some heads, as a matter of luck and casting irregularity only, do better than others. Most of them cause poor idle quality and stumble-both difficult issues to overcome.
If you're going to stick with a North American head, base your choice on casting number and dimensions. Check chamber size and design. Are the valves shrouded or unshrouded? What happens if you machine the deck and wind up with a smaller chamber? Which head should you choose for your six-cylinder project? We discourage the use of early Ford 144ci and 170ci head castings because there's nothing to be gained from them. Chamber size will help compression and theoretically gain power, but valve sizing and shrouding will hurt performance-in short, no gain.
According to The Ford Falcon Six Cylinder Performance Handbook, the best heads to use are '77-and-later 200/250ci castings as they have the largest valves (1.76/1.38 inches intake/exhaust). They also have hardened exhaust valve seats from the factory and don't require modification. Chamber size is ideal at 60-62 cc. The book suggests checking chamber size before committing to a casting. Intake manifold volume is also larger with this head.
For more information on this book or to order one, contact Dave Schjeldahl at 582 Safstrom Pl., Idaho Falls, ID 83401; (208) 523-2763; or check out www.falconperformance.sundog.net.
 Will McLearran has fully prepared...  Will McLearran has fully prepared this block for assembly. All machine work and cleaning have been performed. Close inspection is next before assembly begins. Our block has been bored 0.030-inch oversize and finish-honed for proper ring break-in. Because this engine will be turbo-charged, a lot of thought has gone into machine work and assembly. Piston to cylinder wall clearance is critical because piston temperatures become higher whenever we start driving cylinder pressures skyward-which happens with forced induction. |  Cam installation is first...  Cam installation is first because it's easier to do before the crank goes in. Remember to use engine assembly lube on the journals and molybdenum on the lobes. With flat-tappet camshafts, you want molybdenum on the lobes for proper break-in when the engine is fired. |  Oil passages have been chamfered...  Oil passages have been chamfered for improved oil volume at the journals. McLearran sets main bearings, making sure there's no lubrication between the bearing and block. Remember, bearings are a slight crush fit for security. Some builders make the mistake of using assembly lube or engine oil between bearings and saddles. This compromises bearing security and should never be done. |
| Classic Inlines Head Facts |
| Chamber Size | 56 cc |
| Intake Valve Size | 1.840 inches |
| Intake Port Volume | 52 cfm at 0.100-inch lift |
| 99 cfm at 0.200-inch lift |
| 143 cfm at 0.300-inch lift |
| 180 cfm at 0.400-inch lift |
| 201 cfm at 0.500-inch lift |
| 210 cfm at 0.600-inch lift |
| Exhaust Valve Size | 1.500 inches |
| Exhaust Port Volume | 40 cfm at 0.100-inch lift |
| 79 cfm at 0.200-inch lift |
| 111 cfm at 0.300-inch lift |
| 144 cfm at 0.400-inch lift |
| 164 cfm at 0.500-inch lift |
| 174 cfm at 0.600-inch lift |
 The crank is set for a quick...  The crank is set for a quick dimension check. Engine-assembly lube should be used generously at the bearings when it's time to permanently set the crank. McLearran installed main bearing cap studs for added security. |  Main bearing studs are first...  Main bearing studs are first screwed into the block just short of bottoming out. Then, with nuts installed, they're torqued to 60-70 ft-lb. McLearran begins at the No. 3 main cap and torques in third values, beginning at 23 lb-ft. There are seven main caps you must torque in this order-3-5-2-6-4-1-7. Check how smoothly the crank rotates each time. Next, torque to 46 ft-lb in the same order and check rotation. Lastly, torque to 70 ft-lb in the same order and check crank rotation. You should be able to turn the crank with your fingertips and a 1/2-inch drive ratchet. If machine work is spot on, resistance to crank rotation should remain the same with each torque sequence. |  Never install anything right...  Never install anything right out of the box without checking condition. Piston-ring end gaps must be checked on every bore-that means every ring and every bore, without fail. A good rule of thumb is to never run gapless rings in the top compression ring groove because heat issues at the top ring make breakage probable, especially if you're turbocharging or supercharging. Rings grow with excessive heat and can break. With turbocharging, we want to go a pinch larger than the factory-recommended 0.010-0.020-inch. |
| Camshaft Specifications |
| Manufacturer PN | Lobe Center | Intake Lift | Exhaust Lift | Intake Duration | Exhaust Duration |
| Clay Smith S294-112 | 112 | 0.528 inch | 0.528 inch | 240 at 0.050 | 240 at 0.050 |
| Note: This camshaft grind is designed for turbocharging. Talk to a Clay Smith expert or Classic Inlines about a camshaft grind suitable for your application. |
Building a Turbo-Six ScreamerYou've got to love inline-sixes to fully appreciate why Winterboer and the McLearrans possess such a serious commitment to these engines.
The McLearrans cracked the 10-second barrier by understanding how inline Ford sixes make power. Kelly's automatic turbo Falcon has been the acid test with blown engines, painful setbacks, and learning the hard way what works and what doesn't.
The McLearrans will show us how to build a solid, reliable Ford six that will make upwards of 350-400 hp using a carburetor, and Winterboer would like to do it with electronic fuel injection.
 Don't roll rings onto the...  Don't roll rings onto the piston or you'll risk piston damage and will surely distort the rings. Rings should move only one way-in and out-never at an odd angle. Always use a ring expander. We're running dished, forged JE pistons to get compression down around 8.5:1. |  Should You Trust Plastigage?...  Should You Trust Plastigage?
At Mustang & Fords, we're fussy about engine-building techniques. Plastigage is a quick and easy way to determine bearing clearances without having to use complex measuring tools. It's also one way of double-checking your machinist. If you really want to be sure, however, spend the money and get an education on how to properly measure journals and bearings. Don't risk your engine to anything less. |  One engine-building mistake...  One engine-building mistake we see from time to time occurs during oil-ring expander installation. The expander controls oil-ring tension. Think of the bottom oil-ring set as wipers that carry oil down the cylinder wall. Despite what you've been told, the center ring is not a compression ring; it's an oil-control ring. The top ring is the only true compression ring. |