So I'm bench racing with my boss on break....

Bobzilla wrote: Dude... the Suzuki Verona 2.5L! Actually.... I wondered what one of those in a Locust would sound like.

From what I hear those Verona mills are chronically bad. Warp the head, replace and repeat in 20,000 miles...

by the way, does anyone know if a straight six Ford was used in the Fox Body Mustang or was it always a V6?

Not sure about the Mustang, but you could get the 200 in a Fairmont. It had a different subframe from the 4/8 cylinder.

Isn't the Fairimont a Fox chassis in drag? (equivalent vintage)

The 200 has a horrific cylinder head, with a crossflow it would rip!

Isnt there some hot rod goodies from down under to fit that?

Uh, TVR?!?

The 200 inline was indeed in the mustang and Capri for a year or two.

bentwrench wrote: Isn't the Fairimont a Fox chassis in drag? (equivalent vintage)

Backwards. The Fairmont is the ur-Fox. It's the Falcon to the Mustang's... err... Mustang.

Several area dirt tracks had a 6 cylinder class back in the 70's, basically American inline 6 in a street stock chassis. Surprisingly good racing though lower car counts as compared to V8's, they eventually faded away.

So, on to road racing. Once engine/ chassis rules are ballparked who will sanction these classes? SCCA, NASA would seem appropriate for road course. Don't any inline 6 racers already have a class? as in Datsun Z cars, BMWs, Triumphs etc., not to mention vintage.

Oh, I guess I'm not envisioning something as formal as that. Just struck me as the sort of thing you could build with cast-off F150's using cheap Fox performance stuff. If you showed up at your local SCCA event with one mebbe somebody else would build, one, too...

Why straight 6 only? Why not V or flat?

Does the cam(s) count as part of the head or do they have to be stock too?

What about diesel?

Why straight 6 only? Why not V or flat?

Does the cam(s) count as part of the head or do they have to be stock too?

What about diesel?

Don't suppose you couldn't do the V/H sixes as well, but it seemed like the cheap inlines from GM/Ford/AM were a place to get started on something that would be cheap and different. If you think a Corvair is the way to go... :)

Edit: We figured the cams, porting and induction would be fair game...

Adrian_Thompson wrote: Why straight 6 only? Why not V or flat? Does the cam(s) count as part of the head or do they have to be stock too? What about diesel?

If your going flat six rout Porsche makes some high powered six cylinders

fireball123 wrote:

Adrian_Thompson wrote: Why straight 6 only? Why not V or flat? Does the cam(s) count as part of the head or do they have to be stock too? What about diesel?

If your going flat six rout Porsche makes some high powered six cylinders

I wonder what my motivation was for asking

stroker wrote: Oh, I guess I'm not envisioning something as formal as that. Just struck me as the sort of thing you could build with cast-off F150's using cheap Fox performance stuff. If you showed up at your local SCCA event with one mebbe somebody else would build, one, too...

I like the I-6 concept, to simplify chassis/ weight differentials maybe a spec type chassis like Locost previously mentioned. Realistically, I could see that happen.

Back in the 70's I believe IMSA had a an RS series where some i6's were raced. I think Amos Johnson ran an AMC Gremlin and I think an AMC Spirit. Not sure if there were other sixes racing. Just googled and it was a 232.

Okay, so Fairmont, Falcon and early Mustangs do the Fords. Darts and Valiants for Mopar, Hornets, Gremlins and early Ramblers for AMC, Nova (and Apollo, et all) for GM. What other model/candidates can you think of?

The 200 ford is pretty much useless for an NA class because of the terrible head design. Be better off using the 300 or its smaller displacement version thats escaping me right now.

dropstep wrote: The 200 ford is pretty much useless for an NA class because of the terrible head design. Be better off using the 300 or its smaller displacement version thats escaping me right now.

The 240?

I have seen some interesting things done with the small six with respect to brazing flanges to the intake manifold for multiple SUs/motorcycle carbs. I think it'd be neat to take a head and just drill/endmill/bore straight in and stick tubes in the ports, like making a peripheral port rotor housing.

Should be even easier, in theory, because you wouldn't have to seal it to coolant and you wouldn't be crushing the tubes when you assemble the engine. (The problem I ran into when I tried fabricating my own peripheral port)

Then a couple short lengths of hose and you can run DCOE carbs, throttle bodies, fabricated plenum manifold, whatever you want.

If i was building a 200 for anything the first thing id try too track down is the aluminum head and intake that classic inlines was selling. But even then they advertised it as a 20% horsepower increase and it was 1500 for the bare casting.

The NA 200 record was 15.60 in a gutted falcon last i looked. Not alot of horsepower per dollar NA.

dropstep wrote: If i was building a 200 for anything the first thing id try too track down is the aluminum head and intake that classic inlines was selling. But even then they advertised it as a 20% horsepower increase and it was 1500 for the bare casting. The NA 200 record was 15.60 in a gutted falcon last i looked. Not alot of horsepower per dollar NA.

What about the 250 Chev?

i got another vote for the 4200 vortec straight 6. they have 275 hp out of the gate, with some head work i'd imagine you could get a decent bump in power from there.