Thread: 200 I6 turbo?

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My dad's boss has a turbo from a Buick 3.8 turbo ( 1979 Lesabre ) and by my research, makes it a Garret Air Research T04 and offered it to my dad for free if he goes out to get it. They were talking about how to hop up his 350 in his truck, and his boss ( who does know about cars ) but then after he got in tonight, got thinking to put it on my 200 in the Falcon, I'v seen turbo charged I6's b4 so I know it could be done but, is it worth it? my engine has 9.2:1 compression. I found a site with a 225 / 6 using a T03 from a 2.2, running the stock 2.2 air box to the carb. this is the site http://www.slantsix.org/articles/tur...bo-article.htm

Also, will a Ford 250 I6 head fit on my 200, and if so would it lower the compression so I would be able to use the maximum boost for a T04 which is 10PSI, figure with 9.2 I could only run 5 or 6PSI

Weak crank, weak rods, weak webs. Why bother????

Originally posted by Dave Severson
Weak crank, weak rods, weak webs. Why bother????

There weak? Info on FSPP ( Ford Six Performance parts ) says there 7 bolt mains and could go to 7k saftly on a stock motor, did sound kind of weird myself ( almost to good to be true ) but are they actully 7 bolt mains? When I actully think about what is needed, it dosen't make sense because only the turbo itself is available and I would need the 3.8's exhaust manifold to modify mine to hook the turbo into the exhaust

Then build it, Matt. If you can get the manifolds fabricated in such a manner as to not build in a ton of lag without a flow bench and some very time consuming port work on the heads you still have all the duct work, fuel system, and spark retard to consider. The 200 is in the same engine family as a 170, the other sixes are bigger. I know you are looking for a simple and cheap bolt on and go system, but this ain't it. JMO

Originally posted by Dave Severson
Then build it, Matt. If you can get the manifolds fabricated in such a manner as to not build in a ton of lag without a flow bench and some very time consuming port work on the heads you still have all the duct work, fuel system, and spark retard to consider. The 200 is in the same engine family as a 170, the other sixes are bigger. I know you are looking for a simple and cheap bolt on and go system, but this ain't it. JMO

I doubt I'm going to build it because of the cost mostly, I know that I could get someone to weld the manifolds up, that is not the issue. the other issue is experience, I was thinking about it today, I'v never worked with forced induction b4 and the turbo was supposidly redone so it puts out 16 PSI so I would need to get the 5psi blow off valve. and really, it only bumps the Hp to 180 from 120 ( those numbers were ran through Dyno 2000 ), figuring that in it is not worth it, I could get a set of 3.55 gears for the rear end to make the car snappier, for far less and a lot simpiler. I thought the 144-250 " Small 6's " had interchangable parts even tho the 250's had the SBF bolt pattern? I know the 240 and 300 6's are the " Big 6's ). I know that with a light cam and a little work to the exhaust I can get around 150 HP ( ran through Dyno 2000 )

how hard is it to change cams in the 144-200's? I found a cam from crane for my 200 and I can use it with my stock compression and it runs from 1,500 RPM so it is streetable, I plugged this into Dyno 2000 and got 150 HP, then I hit to retard timing 2* and put in small tube headders with mufflers and it hit 180, seems this would be a lot less complex to achive the same hp, than running a turbo, and without the lag of a turbo.

its really easy.... if the motor is out of the car.... if not and you dont want to pull the motor, you can either A, undo the motor mounts and lift it up high enough to yank the came.... or B pull the radiator and the grill out.... thats a really long cam, so its gonna be a pain

I figured I would need to pull the rad and grill, that is no biggy tho.

Just so's you know, those little sixes have 7 main bearings that are still two bolts per cap. Pretty solid little motor from what I've read.

they're tough, til you push them too hard... i had one in mustang before i put a 302 in it.... had 130,000 original miles on it when finally the rings went out

mine smokes and is due for a rebuild, but that is in order for the summer, but I'm gonna get that crane cam, the headders and maby, just maby if FSPP gets there new cylinder head in production in time, and is reasonablly priced, I might get it it, otherwise a 250 head if it will fit ( I'v heard it does, and flows better ), probably .030 over cast pistions unless I can't get the block machined, then I'll get stock bore and just hone them.

Also found out I'm gonna have to have the head machined due to the old shim gaskets ( approx .025 compressed ) are not available and only new style are available ( much thicker ) so to compensate I have to go .075 at least to get the stock 9.2:1 comp, but I would want around 10:1, apparently the heads can saftly go .090 without trouble. I want at least 200 at the crank, seems dooable.

the 7 main block is pretty strong, ive seen turbo'd 200s around on the web but i dont know how much power they make or what specs they had, i think the 250 head will bolt on but im not %100 on that, do u ever vist TFFN.net? they have the best falcon forum on the web, the guys ther can answer pretty much any question falcon related.

JMC motorsports sells a 200 intake that converts to a 2bbl carb, and i believe they also have a dual 1bbl intake.... they have them in the shop itself, but i dont see them on the website... you could try emailing them and finding out... www.jmcmotorsports.com