First off, go to a Pertronix II Ignition. Or, go with a Duraspark (see the fordsix link I posted, they have a complete writeup on it). That will help with a LOT of things. Second thing you can do is put on a Holley/Weber 5200 and re-jet it. It's rated at about 280 CFM, compared to the stock Autolite 1100 at 180 CFM. That is a huge performance gain, and since it's progressive, you can still get some okay gas mileage. Both of those are bolt on.

Then it forks off in several directions. You could put a 250 head on, but IMO that is a lot of work for not much performance. You could put in the rear end, and I think it'll bolt right up, but you may have to move stuff around (spring perches).

The biggest thing to happen to the 200ci is Mike's new Aluminum head. It is an aluminum casting on the aussie head - in other words, you don't have that stupid log intake - you have a seperate intake which is removable from the head. A lot of people have posted their performance numbers on them, and they are amazing. I think he's getting the final "draft" this week, and they should go into production soon. They'll probably be like $1500 or something, but it's well worth it. Then again, this is all for the hardcore inline 6 fan, who doesn't want to go over to a V8. If you want BIG numbers, you're best bet is to swap to a V8. Hope that helps

 

The stock ratio was very, very close to 3 to 1.. like 3.01 or somthing.

The downside to this swap is that I don't think that any other ratios are available for the stock rears, if this is the caseyou would need to go to an 8" or somthing... but I dont know this for sure, but if you were to find a good used axle, it could be a vert cost effective swap, but you would probably need to do some footwork. I think that the Mustang IIs and some Fox Mustangs used 4 lug axles, and I would imagine that other ratios are available for this application...

I am unsure as to the width of these axles, and their compatability, but I bet someone here knows......

 

thanks for the suggestions so far....
Any more I6 owners wanna chime in?

 

check out www.cliffordperformance.com and www.classicinlines.com for headers, carbs, intake, aluminum heads, electronic ignition, camshafts, and all new valvetrain componants

I just rebuilt the 200cid inline 6 in my '68 coupe, it has a clifford header with dual exhaust and flowmaster 40s out back (sounds like a v8), a better cam, and lots of other things, those two websites have really great stuff

 

Just did a 6 to 8 swap so if you need ANY of the drive train and you're not toofar (I'm in CT) let me know. I have everything front to back. I need to get rid of it soon before it's no good. It is a lot of work and partsto swap the 6 to 8...so if you really like your 6 stick with it as it won't be a simple swap.

 

how do those 4.10's like going down the interstate at 70?

 

...in other words, what does swapping a 3.0something to a 4.10 do for driveability? No doubt it does wonders for the low-end grunt, but what are you giving up on the top-end?
Have others seen improvements by swapping toother ratios like a 3:55?
Thanks for all the input so far....

 

did any of the classics come with 250's ? if you have a 200 why not step into a 250 and THEN do all the bolt ons and upgrades?

 

We had it out on the freeway doing 75+, it seemed just fine to me, it was wrapping up tighter, but it was not straining or "scarry"... it didn't bother me a bit...

 

That is interesting. My '66 inline redlines at 75 mph with a stock rearend . .Why would this be different, tired engine mabe?