Ford 300 I6

Why don't you just build a 351w ?

dfree383 wrote:Why don't you just build a 351w ?

At this point it's looking like it would cost the same. Unfortunately I have bought a intake, cylinder head and header.

jones wrote:

dfree383 wrote:Why don't you just build a 351w ?

At this point it's looking like it would cost the same. Unfortunately I have bought a intake, cylinder head and header.

Don't get discouraged Jones, you started this with the 6cyl truck is cool, and it is.Those 6cyl engines held their own against the V8's they out performed them on mileage and always seemed to get the work done. If you wanted a swap you would have done it...follow your original path and make a capable 6cyl truck that you can enjoy and be proud of.

What is the max clearance/tolerance for the cylinder bore before I need to bore it again? I hope that I can just re-ring the pistons and clean the ridge off the top. The ridge is barely noticeable.

How much is too much for the mains and rod bearings? I really hope I can just put some new bearings and rings in and drop it back in. It's funny how bad of shape these engines can be in and still run half way decent.

Finally got all the parts for the 300 I6

I purchased a Comp 66-236-4 camshaft do you think it was a waste of money?

4.060 bore
9.5:1 compression ratio
1996 "fast Burn" EFI cylinder head
1:6 rockers
Edelbrock 500cfm carb
Ofenhouser dual port intake
Headman headers
4.56 gears (manual 4speed transmission)
31" tall tires

I haven't bought the gears yet and really wanting to go to a 35" tire so I still have options. What do you think?


Link to Cam spec

Any cam larger than stock will wake it up.

Cam spec's
Single pattern
Intake & Exhaust
Duration:252
Dur@50:206
Lift:433
Lobe lift:272

Lobe sep: 110
Intake Center Line: 106
Valve Timing .006

High Energy 252? If so its the same cam my dad put in a 300 years ago. It performed well

jbozzelle wrote:High Energy 252?  If so its the same cam my dad put in a 300 years ago. It performed well

It is the 236.

I finally got the engine dropped back into the truck! I had a horrible time with finding parts that fit correctly. I bought a water pump that was suppose to fit but it didn't, bought motor mounts that wouldn't fit, bought a new valve cover that wouldn't fit and a couple of other small items. everything I bought from Jeffs Bronco Graveyard didn't fit. Fan clutch, valve cover and motor mounts. You would think a company that is suppose to be all about Ford Broncos' and F150's would sell products that fit. I would have had the engine in over a month ago but I kept running into non fitment issues.

I wanted to paint the entire engine red like the industrial engines, that way I can see if it developed any leaks. All I have to do know it put the intake, exhaust and cooling system and it will be on the road again.

I waited for 3 weeks for the valve cover and motor mounts. The valve cover was on back order and they wouldn't ship the motor mounts until the valve cover came in. When I finally got the valve cover the internal baffles where too big and wouldn't fit over the rocker arms. After I removed the baffles I was able to finally get it on the head only to see that the stamping was off and the holes wouldn't line up.

We get the engine hooked to the transmission and the motor mounts are a inch off from falling into the frame slot's. I check the transmission mount and it's slid as far forward as it will go. Fool with it for 2 hours trying to get them in and finally give-up and get a used set off another engine. Install those mounts and it falls right into place.

The water pump I ordered said that it was a threaded shaft. When it got here it was a bolt on and the something happened with the fan clutch. I bought a flex fan that was suppose to fit but the bolt pattern on the fan wasn't large enough. It has been a pain in the back literally!!

Chinese made parts??

BBFTorino wrote:Chinese made parts??

Someone's very poor quality of parts.

I'm finished with this project finally! I will post a picture of the finished engine bay later. I regret not measuring the cc's for the combustion chamber.

It runs pretty good, I have a exhaust gasket leak I have to fix and the 500 cfm Edelbrock carburetor requires tuning. Water temp stays at 180, oil pressure at idle is 15lb and 45lb driving. (Break-in oil, probably go up after the switch to regular oil.)

Hey guys, I hope you could shed some light on this for me.

FYI Engine: Ford 300 I6 bored .060 over, EFI cylinder head, Offenhouser dual port intake, headman 3 into 1 headers, Edelbrock Thunder AVS 500, MSD 6AL SS coil, Comp 264 camshaft (single pattern) and a 2" four hole spacer.

What is more important to do first?

1. Repair leaking header gasket.
2. Tune carburator.

Is the exhaust leak causing me to chase my tail with the carburetor?

You can do them both in an afternoon, but the carb would come first. Its not a ECU unit with an 02 (oxygen) sensor, right??
If not, its not affecting the intake side of things.

BBFTorino wrote:You can do them both in an afternoon, but the carb would come first. Its not a ECU unit with an 02 (oxygen) sensor, right??
If not, its not affecting the intake side of things.

It use to be a TFI feedback system. The only sensors it has now are for mechanical gauges.

I was amazed at how far off the Edelbrock 500cfm carb is off out of the box. It was very lean and have had to rich it up just to get the throttle blades back down into the idle circuit. I have changed rods as rich as I could go without making Jet changes. Helped a little but no where near enough. Now I'm going to make a big step in jets to see what happens. I will be at the limit of the 500cfm carb. After listening to people talk about how a 500cfm carb will be too big I'm surprised. If you think about it the engine is a 5.2L six cylinder.

I wonder If I should look into the fuel system. It's running a new mechanical fuel pump but I'm taking it for granted that it is keeping up.