has anybody thought of this idea?
Nope. Your the first.
It's actually been talked bout it quite a bit, with the general consensus that you need a different k member, and unless you plan on going with forced induction, it's not really worth the trouble.
(http://"http://www.foxtbirdcougarforums.com/showthread.php?t=1938")
See thread just below yours...
The 200/250 swap shares nothing with the 300 swap...
I hear the 300 six is much to large, more than likely I heard that from Chuck W :D
I know, I was referring to the topic of the thread just below this one...
Sorry, that was in reference to all the references regarding the SB I6 swap.
Hang the 300 on an engine stand, and you quickly realize how heavy it is. Overall size is comparable to a bigger V8. I swapped one into my Bronco, and it filled every bit of the engine bay like the 400 did. The fan located about the same spot, maybe a little closer. IIRC, 35.63" overall. I'm still waiting for Chuck to do the Aussie swap. :D
The Ausie swap would be cool. I've always thought it might be cool to do a 2.9 Volvo I6 Twin Turbo swap. The engine was developed in conjunction with Ford, so it's not too sacrilegious, and it should make for a nice, powerful, modern engine.
Shiny Side Up!
Bill
I only posted the links to show that it wasn't just a drop in, wire it up and drive it kinda swap. Sorry to step on any toes.
does anyone know if they make high performance parts for the 4.9? im just thinking if a inline 6 3.0 liter supra motor could make 1300hp, i was just wondering how much horsepower could a 4.9 would make after being stroker and bored with twin turbos. it would be totally original and different
The 300 I6 head sucks totally... It's fine for what it was designed and that was lugging around at less than 4000 rpms... Possibly they could be ported with reasonable results, but you'd have to do the research on that... Clifford Research has produced 4bbl intakes for them...
Some hard core racers have used sectioned 351 Cleavland heads, but you'd never stop one from leaking coolant... AFIK they ran them dry...
http://www.cliffordperformance.net/
http://www.classicinlines.com/
http://www.fordsix.com
Do a search on the frenchtown flyer. Greg has drag raced these engines for years. I have recipes to make them perform well, but for my purposes, I kept mine relatively stock......for now.
ok thank guys for pointing me in the right direction i'll go do some research
most of it will just be getting the 300 to fit in there. If it were me, I would get a carbed f150 i-6 with a junk motor or tranny to line everything up and see if the tranny could work. I would also use motor plates to not have to deal with motor mounts. I firmly belive that the 300 will fit in with minimum modifications.
well, we will find out once i have done my research and know what has to be down. then the fun part comes on getting it to work and making everything fit
I'll be watching, as I'm considering a 300 6 swap into something as well. :) I have a spare efi engine out back and a carbed one in my bronco, so if you need measurements or anything let me know. The bell mating surface stayed in the same spot for both the v8 and 300, for starts.
I know for sure a 300 will fit in a Fox Mustang, because I knew somebody with a '79 Mustang with a 300/C4 combo in it. The car was a shiznitbox, originally a 200 i6 (leading me to believe that the I6 crossmember would be necessary), and the engine was hacked in, but it was in there. The hood closed over it fine too, but he had a Capri hood on the Mustang (and the hood was about 4" too long, so it hung out over the grille - like I said, a shiznitbox)
I don't know exactly how the I-6 K-members are set up, but the oil pump is almost dead center of the engine(front to rear), if I remember correctly.
The fact that it doesn't use a crossflow cylinder head really limits performance also....a years ago, somebody was making an aluminum crossflow head, but it had NO coolant passages.
I remember coming across a (volvo?) cylinder head swap for the 200 or 250 that really makes a huge difference with minimal effort. I think the 200/250 swap would be much more feasible...but I guess where's the challenge in that?
You guys should consider the Australian 4.0L I6. Engine Distributors Incorporated in New Jersey imports the NA version for the industrial market.