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• Ford Falcon Ef Manual High School Denver
• Ford Falcon Ef Manual High School Peoria Il

El falcon, cut out stopped, new coil didnt fix problem, winds but wont start, has spark and fuel,doesnt want to keep - Answered by a verified Ford Mechanic. Is tehre a way i can do a diagnostic check on the problem without connections, xf use to flash at you wen in diagnostics and then refer to code book in manual. Search for new & used Ford Falcon cars for sale in Australia. Read Ford Falcon car reviews and compare Ford Falcon prices and features at carsales.com.au.

(August 2015) Ford 170 Special Overview Production 1941 - 1996 (US) 1960 - 2016 (AUS) 1961 - 1995 (ARG) Layout alloy alloy Cast iron Combustion system or, Fuel type In 1906-1907, 's first engine was introduced in the. Did not like the car because the engine could overpower its transmission. The next Ford six was introduced in the. The Ford Motor Company of America continued producing straight-six engines until 1996, when they were discontinued in favor of more compact designs. Ford Australia manufactures these engines for their and Ford Territory vehicles. Contents. First generation Rouge 226/254 Overview Production 1940 - 1953 Layout 226 cu in (3,700 cc) 254 cu in (4,162 cc) 3.30 in (84 mm) - 226 c.i.

3.50 in (89 mm) - 254 c.i. 4.4 in (112 mm) Output output 90–95 hp (67–71 kW) - 226 c.i. 115 hp (86 kW) - 254 c.i. The first-generation Ford six-cylinder engines were all. They were the G- and H-series engines of 226 cu in (3.7 L) used in cars and trucks and the M-series of 254 cu in (4.2 L) used in larger Ford trucks and for industrial applications. 226 Introduced with the model year, the first Ford L-6 (designated G-series) displaced 226 cu in (3.7 L) and produced 90 hp (67 kW), the same as the that year.

Like the V-8, it was also a flathead or L-head engine. In 1948, Ford raised the compression of the flathead six or L-6 (designated H-series or Rouge 226) so that it generated 95 hp (71 kW) and 180 lb⋅ft (244 N⋅m) of torque. The G- and H-series engines were used in the full-sized Ford cars and trucks to replace the smaller 136 cu in (2.2 L) that were used with the.

Ford discontinued production of the H-series engine with the 1951 model year. 254 A 254 cu in (4.2 L) version of the L-6 (designated the M-series or Rouge 254) was used from 1948 to 1953 in Ford trucks (COE, Dump, semi-, etc.), and small Ford school buses. The M-series engine produced 115 hp (86 kW) and 212 lb⋅ft (287 N⋅m). They were also used in miscellaneous industrial applications. E.g., to power water pumps for irrigation purposes and within wine-producing farms to manage risk by powering giant frost-control propellers on stands in the middle of rows of grapes. Second generation Mileage Maker/Cost Clipper. The 223 cu in version in a 1959 Ford Fairlane Overview Production 1952 - 1964 Layout 215 cu in (3,523 cc) 223 cu in (3,653 cc) 262 cu in (4,301 cc) 3.56 in (90 mm) - 215 c.i.

3.625 in (92 mm) - 223 c.i. 3.718 in (94 mm) - 262 c.i. 3.6 in (91 mm) - 215/223 c.i. 4.03 in (102 mm) - 262 c.i. Output output 101 hp (75 kW) - 215 c.i.

115 to 145 hp (86 to 108 kW) - 223 c.i. 152 hp (113 kW) - 262 c.i. The second generation was a newly designed six-cylinder, produced from 1952 through 1964 and shared many parts with such as the entire valve train and the problems associated with the Y-block's lubrication system.

These engines have the exhaust and intake on the driver's side and the distributor on the passenger side. It is referred to as Mileage Maker or I-Block Mileage Maker ('I' like In-line) in the passenger cars and Cost Clipper in the trucks. 215 A completely new I-6 was offered for the 1952-53 F-series truck. It displaced 215 cu in (3.5 L) and produced 101 hp (75 kW).

It was also used in the full-sized cars. 223 The 215 grew to 223 cu in (3.7 L) I-6 for the 1954 F-series. Output was now 115 hp (86 kW) in the trucks and 120 hp (89 kW) in the cars. Power was up to 137 hp (102 kW) in the 1956 trucks. The 223 cu in (3.7 L) I-6 was also used in 1963-1964 Ford trucks which also used the Autolite 1100 cCarburetor with stamping C4TF-E and produced 145 hp (108 kW) with 206 ft-lbs of torque, and Mercury Meteor-Monterey in 1961.

262 A 262 cu in (4.3 L) I-6 version was also produced. The 262 I-6 was built from 1961 to 1964 for use in heavy duty Ford trucks.

This engine was also used for industrial applications. Third generation The third generation was produced at the plant in, from 1960 through 1984. Officially dubbed the Thriftpower Six, this engine line is sometimes referred to as the Falcon Six. Note: Car companies including Ford, switched from gross ratings to net horsepower and torque ratings in 1972 (mainly because of the emissions laws being enacted nationwide at the time). Changes in engine compression and emissions controls make it difficult to compare engines from various production years (especially pre-1972). 144 144 Thriftpower Six Overview Production 1960 - 1964 Layout 144 cu in (2,365 cc) 3.5 in (89 mm) 2.5 in (64 mm) 8.7:1 Output output 84 hp (63 kW) at 4200 output 134 lb⋅ft (182 N⋅m) at 2000 rpm The 144 cu in (2.4 L) inline-six engine was first introduced in the 1960.

The 144 was made from 1960 through 1964 and averaged 90 hp (67 kW) during the production run. While not known for being powerful or a stout engine, it proved to be economical and could get fairly good gas mileage for the time (up to 30 mpg). This small six was the basis for all the Ford 'Falcon' straight-six engines. The intake manifold on this series was cast integrally with the cylinder head (this design was also used by Chevrolet with their third-generation inline-six); as a result, they could not be easily modified for greater power. This engine had four main bearings and can be identified by the three on the side of the block. This engine was used in:.

1960 - 1964. 1960 - 1964. 1960 - 1964. 1961 - 1964 170 170 Special Six Overview Production 1961 - 1972 Layout 170 cu in (2,781 cc) 3.5 in (89 mm) 2.94 in (75 mm) 9.1:1 Output output 105 hp (78 kW) at 4400 rpm output 156 lb⋅ft (212 N⋅m) at 2400 rpm In 1961, the 170 cu in (2.8 L) became an option for the Falcon line. The 170 Special Six was a stroked version of the 144, changing the stroke from 2.5' to 2.94'. The original 1965(there is NO 1964 as sometimes referred to '641/2 is a misnomer) used a 101 hp (75 kW) version. The van and received a heavier-duty version with mechanical.

This engine had four main bearings and can be identified by the three freeze (core) plugs on the side of the block. The 170 Special was dropped from production in 1972. 187 From 1965 to 1969, Ford Argentina produced a specific block similar to the earlier 200 c.i.

(four main bearings, 3.126' stroke) but with a 3,56' bore. It was replaced for the 188 c.i. From 1970 (see below Ford Australia ). Power was rated at 116 hp.

200 The 200 cu in I-6 engine model was introduced in the middle of 1963 with 3.685 by 3.126 in (93.6 by 79.4 mm) bore and stroke, and shared the four main bearing design of the 170. Early 200s can be identified by three freeze plugs.

Beginning in 1965, the 200s were upgraded to seven main bearings to reduce harmonic vibrations and increase durability. 1965 and later engines can be identified by five freeze plugs and the casting code C5DE-H. Starting in 1966, a six-bolt flange block was introduced. Beginning in 1980, the block was redesigned with a bell housing flange and a low-mount starter very similar to the small-block Ford V8. This version is easily identified by starter location down by the oil pan rail and is referred to as the Big Bell 200. The big bell design is uncommon but sought after by I-6 performance enthusiasts because it can be modified to accept a Ford small block V8 six bolt bell housing.

The 1965 Mustang (August 1964 onward) used this engine as standard, rated at 120 hp (89 kW). The Mustang continued to use the 200 as its base engine until it was dropped in 1971. When Ford launched the third-generation Mustang in 1979, the original engine lineup included the. The same engine was also offered in the hugely successful Ford of Europe Capri Mk II. The 2.8 L V6 engine was a popular option for the US Mustang and the European Capri MkII and as a result the Cologne engine plant could not meet the demand for engines for both continents. So, the Cologne 2.8 L V6 was dropped from the engine lineup in the middle of the 1979 production year and replaced with the 200cid Falcon inline six, which was now referred to as the 3.3L engine.

The engine and front suspension K-member was transferred from the, which helped reduce costs instead of having to redesign the Mustang for a different engine. The 200 was used in the and and continued in the Fairmont (and essentially identical Mercury Zephyr) until these were replaced at the end of the 1983 model year.

The and offered the 200 as part of their engine lineup from 1975 to 1982, when they were replaced in 1983 by the and the. These two models used the engine from 1983 to 1984 when it was replaced by the 3.8 L Essex V6. Ford was also having problems meeting demand for its engine which was used in a multitude of models worldwide. In anticipation of another engine shortage, Ford's Lima, Ohio, engine plant, which was already producing the 2.3 L OHC engine, decided they could modify the Falcon inline six block casting molds to remove cylinders 4 and 5 to create a four-cylinder engine. A cast iron high-swirl cylinder head was developed, and the motor was designated the to help differentiate it from the same displacement 2.3 L OHC design. This motor shared many common parts with the 200, and it is common for persons rebuilding their 200 engines to use the 2.3 L HSC pistons as a cheap replacement.

250 The 250 cu. I-6 engine option was offered in 1969 in the Mustang, and 1970 in compact Ford cars (Maverick). The 250 was a stroked 200, made by changing the stroke from 3.126' to 3.91' (99,314 mm).

Output was 155 hp (115 kW) in the Mustang, and became the base engine in 1971. Power was re-evaluated at 98 hp (73 kW) for 1972 (due to power rating changes) and 88 hp (66 kW) the next year. The last year of production for the 250 was 1980.

This engine had seven main bearings, and can be identified by the five freeze (core) plugs on the side of the block. The block uses a low-mount starter and six bellhousing bolts, sharing its bellhousing with the Windsor V-8s 302-351W, late (1965–68) 289,early 4.6, and the 240-300 CID Ford Six. Ford Australia.

See also: Starting in 1960, Ford of Australia used the same I-6 engines as North America, featuring the 144 and 170 c.i. Pursuit models.

The 144 was discontinued in late 1966. Also as in North America, a 200 c.i. Super Pursuit motor was added in February 1964. In 1968, Ford of Australia increased the deck height of the design to make room for increased crankshaft stroke, resulting in displacements of 188 and 221 c.i. (badged 3.1 and 3.6 litres). They superseded the 170 and 200 motors in the lineup.

The 188 and 221 c.i. Also equipped Ford Falcon Argentine's variant from 1970 to 1991. In 1970, Ford of Australia enlarged the motors to 200 and 250 c.i. The head was of the same design as previous models, with an integral intake catering for a single-barrel Bendix-Stromberg carburettor. In the configuration, the Falcon 250 c.i. I-6 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 Bendix-Stromberg WW two-barrel carburetor.

To take advantage of the much improved breathing ability that the removable intake brought to the new head, the 250-2V also featured 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.

In 1976, Ford of Australia updated the engines with a new cast-iron crossflow head design. Engine displacements remained 200 and 250 c.i., but were now badged 3.3 and 4.1 litres, respectively. These engines were offered in the Ford Falcon XC in Australia. Whereas the previous integral 'log head' I-6 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 updated the crossflow design in mid-1980 with a new aluminum head casting. The alloy head was used to improve warmup time and reduce fuel consumption and emissions.

Until 1982, the engines were fitted with a single-barrel Bendix-Stromberg carburetor, but from March 1982 were fitted with a Weber two-barrel carburetor, which had improved fuel consumption over the single-barrel carb. The Weber carburettored engines were badged Alloy-Head II Later, a Bosch Jetronic fuel-injected version with direct-port fuel injection was offered in the XE Falcon, and was only available as an aluminium 4.1 L. The XF Falcon's 4.1 then received Ford's EEC-IV engine management system with Multi Point Electronic Fuel Injection (EFI). The carburetor engine was still fitted standard, and EFI was optional. Changes to the carburetor-based engine were made to accommodate the EFI 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.

Image courtesy of Jalopy Journal Some are undoubtedly puzzled that this inline 6-cylinder engine landed fairly high on the list. Others might be surprised it made the list at all. The rest of you—the ones that have actually owned the helped place this engine at #4 because of its legendary durability and impressive torque output.

Just ask these guys Quotes “ inline 6: 300 cubic inches of raw, low-end torque.” –Coty M. “OK, I’m not a Ford guy, but I have to be honest: the Ford 300 I6.

Can’t kill those.” –Lyle G. “Ford’s inline six–the 4.9L, I think. They may not be for racing, but they never die, and they’ll pull down a house with ease.” –Jaide Z. “Ford 300 straight 6. The rest of the truck will rot away before you ruin one of them.” –Bobby G. “Ford 300 inline six. Those motors will never die.

Knew a guy who ran one with no oil for 6 months. He put oil in it and drove it for another three years.” –Scott E. History Part of the fourth generation of, the came on to the scene in 1965 and had a 31-year production run. Although this engine powered Ford F-series pickup trucks until 1996, the 300 I6 also supplied power for everything from woodchippers and generators to tractors and dump trucks.

The reasons for the popularity were simple: big-time low-end torque, extreme durability, and ease of maintenance. Have been known to last up to 300,000 miles with no major issues. They produce gobs of low-end torque, including an impressive 265 ft.-lbs. Of torque in some instances. That has made the Ford 300 I6, particularly the versions with a forged crank and high-flow exhaust manifold, a popular choice for heavy-duty commercial trucks.

Fun Fact If you’ve ever received an on-time delivery from UPS, you likely have the reliable Ford 300 I6 to thank. The Ford 300 has been used on those brown UPS delivery trucks for years. Popular Modifications The Ford 300 I6’s durability is well documented.

To make the engine last even longer, manufacturers offer a wide selection of replacement part and performance upgrades for the 300. According to, here are some of the more popular items:.

Editor’s Note: This series counts down the of all time—. We;own a service dept. Which has to travel a great deal. There is one 88 f-150 short bed truck which as of last week has 600K miles on it” impressive? This truck was purchased new and the service documents show from the purchase date to today the recorded milieage.

Due to this truck still running great and not bad on fuel, we intend to allow it to continue its journey as one of the highest mileage vehicles in the fleet” engine has never been rebuilt, and oil changed with Rotella 10-40 synthetic blend. Some of us realize it! 🙂 The Barra is the DOHC version of the SOHC crossflow 6, which is then also related (or is the same family) as our American “small six”. It’s entirely different from our “Big Six” 240/300 cubic inch.

Essentially the Aussie engine is a Ford 144/170/200/250 cubic inch small six (250 c.i. We never even saw the crossflow head here, import only, which is a shame as the engine family is quite tough and capable of a lot as Aussies know well. The integral log manifold type heads we had were not very capable of much power. We of course used to have a Falcon as well which popularly had a this variant of engine, but the model was discontinued long ago. Maybe it could make a comeback one day!

A modestly sized sporty sedan with RWD is just my thing, which is why I’ve come to love BMWs and mostly left Fords behind. I know USA is huge and Europe doesn’t interest you, but when it comes to 6 inline engines don’t forget BMW. I’ve had 2 325i from 89/90 and have one 330d from 2004 with absolutely no problems, a lot of power and very economical (330d 204hp 400Nm torque, 250km/h and 5.7liters/100km).

Even with 100k miles made he wastes no oil, inspection every 40k km and cheaper than every car I had before (not to buy, there you invest a little more but its worth it, I’m talking inspection). Don’t worry I’m not German (Swiss) and don’t work for them, but it seems you’re only fixed to US-cars so don’t call it top10 engines of all times.

The old 300 inline six wasn’t supposed to be a passenger truck engine. It was built as a torque monster heavy equipment engine and got put in the pick-ups almost by accident. They were GOING to develop a brand new larger 6 banger for the Ford pick up but shelved the idea when the 4.9 litre was such a hit. This engine has seven main bearings.

A crank that looks like it came out of a diesel. And gear to gear timing, no timing chain. Keep clean oil and filter in them, change the air filter, never let it get hot and keep the RPMs south of 3000 and this engine will go till the body and suspension dissolve in rust. ANY inline six has a couple of advantages from the get go. Look at the old Chrysler 225 cu. Put it in the cars with light weight and don’t try to use it as a race engine and BULLETPROOF. Re:slant six racing – many yes ago these were used in southern dirt trk Mopar cars.

The stock 225s did have problems due to all the oil got slung up awaybfrom the crank in the turns( banked) causing crank bearings to fail but put a modified oil pan and pump makes for a hard to beat car in stock form let lone modding the rest of the motor. Also seen a article of a modified slant six used in drag racing. If used on a flat circle track with just a modified oilpan could net you many wins.

The one I came in contact with was stock in a 65 dart body it would hold up for hot laps qualifing and all but the last 2 LSPs of the main till one day the guy couldn’t find enuff bearings in his scrap pile because he couldn’t afford new ones I ha a belt that was long due to weight loss was thick had a diamond pattern I cut off along enuff section that we covered all the bearing section of the crankshaft the guy won that night and for 2 months before those leather bearings wore out so tell us a slant can’t do it. PS I’m a mustang guy mid 80s. Why the 6 cylinder love?

If longevity is your thing, great, then proceed with the I6. Otherwise, realize that any V8 of similar or greater displacement (that was made properly, like nothing British lol) will make more power. If we didn’t have transmissions, I guess the low speed torque would be a big advantage for the I6’s.

WAY too many old timers who say the I6’s are super powerful, but can’t do 5 minutes of research to find that even the lowliest V8’s handily beat the straight 6’s in power, often by ridiculous amounts. And again, since in the real world we have transmissions that match the engines desired RPM ranges, the V8 wins. I guess the difference is those of us you call old timers worked these engines. I was on off road crews where trucks that the torque came in at a relatively low rpm and stayed constant thru the rpm band outlasted the V-8’s that had to be revved up to do the same work. At the end of the day it wasn’t unusual for that SUPPOSEDLY under powered I6 to have to pull those V-8 trucks in to town. I don’t care who manufactured the engine or what the cylinder arrangement is if it won’t get you home it ain’t worth having. Yeah, I’m an old timer.

And a carbureted 300 inline 6 I could make run with no muss, no fuss. The “new” great for new timers engines with the electronic controls have thousands of nit picking problems that the OWNER can’t solve. Neither many times can the dealer. But your basic screwdriver pair of channel locks butcher, like ME, could make those old engines run. And although these engines weren’t HP monsters they did the WORK required of them and LASTED forever. UPS used that particular engine in their delivery trucks till they were no longer available.

UPS is ALL about cost effectiveness. And they do the RESEARCH. I’ve personally driven these 300 inline sixes with well over 300K on the clock. Cannot say the same for ANYBODIES V8. I’m talking about 300K without ever pulling a valve cover. NO engine problems, at all, ever.

I bought my first new vehicle in 1977, a Ford F-100 300 inline six. Two options back then, radio and heater.no AC, nor power steering and power brakes, no power windows. What a truck.I retired it in 1996 when I bought a Ford Duelly. I should be shot for letting it sit and rust away until 2009 when I decided to give the girl new life. A complete frame off restoration from the ground up. I’m two days away from turning the ignition switch for its first run in 20 years.

What a labor of love. These engines are the best Ford has offered. OId school yes, but heart and guts as big as Texas.

Ford Falcon Ef Manual High School Denver

I have been around this legend since I was a kid on the farm! This engine was in everything on the farm from hay swatters, grain combines, skid loaders, Self propelled balers, 69 Ford F250 4X4, my 67 Fairlane, and when our Allis Chalmers tractors engine blew up I made an adapter plate installing the Ford 300 ci industrial engine in it’s place.

This engine just NEVER quit! When I worked for Ryder our forklift had the 240 ic industrial engine in it and the standby generator had the 300 ci industrial engine both running on Natural gas. In Australia the 300 Ford 6 was available in the Ford D Series trucks an English cab over, and also in the Canadian F100, these were Canadian engines, I would like to know what the bell housing pattern is, is it same as the old 200 cube ie Mustang, Comet etc?

I have a 1995 f150xl with the 4.9 inline6 and 5 speed manual tranny. Bought it new from dealer. Worked construction (self employed) until a couple of years ago. Beat the living hell out of that truck for 18 years. Never had any problems with engine, transmission or differential. 278,000 miles and counting. Yup, still driving it and except for putting in a new clutch every 100,000 or so never had anything replaced in the engine or drive chain – knock on wood.

Ford Falcon Ef Manual High School Peoria Il

As a matter of fact the air conditioner still works and has never been serviced except for an occasional refill. Muffler and exhaust pipes are original too as is the catalytic converter and it makes it through emission testing. Hoses are original too. I will say that the day I brought it home from the dealer I drained the oil and put in Mobil1 (used it ever since-change oil religiously every 20,000-30,000 miles or so) and 13 years ago I filled the radiator with 100% anti-freeze. BEST ENGINE IN THE BEST PICK-UP EVER MADE!