You mean cylinder head, I assume?

I've swapped a few without issue, but you'll need to keep an eye on your compression. Milling the head a bit will compensate for increased chamber size, but you'll want adjustable rockers afterwards (if you don't already). I used a small-chamber 170ci head (since I was going with the Offy 3x1 anyway the log size isn't as much of a factor), did a fairly aggressive port and polish and installed oversized valves in Stellite seats.

 

thought the loghead was another name for the intake manifold that the carb. bolts to.

 

There is no intake manifold on the U.S. produced Ford family of 144/170/200/250ci engines. The intake manifold is integral with the cylinder head, thus the need for modifications (and/or replacement with Australian or Argentinean head variants) rather than simply swapping intakes as can be done with most engines.

 

Soooo, since the intake (called the log head right) is actually part of the cylinder head, I will need to find a new head? Any suggestions where to look?

 

I still suggest you purchase the Ford Falcon Performance Handbook. You will refer to it many times and become dog eared like an old issue of Playboy.

 

+1

Failing that, you should study the shop manual and see if you can track down some of the old Hot Rod Ak Miller articles.

 

Better have deep pockets...

Classic Inlines Performance Parts - Product Detail

 

Better have deep pockets...

Classic Inlines Performance Parts - Product Detail

Would I even need that if I have someone selling me a large log head?

 

Need it? No. But I can say, by the time you get a large log head, do all the modifications to it for max performance, you will just about as much money in it as the aluminum head and it still won't flow as well. I don't believe that is your goal. I have a lot of money in my engine, but it was an old mans dream fulfilled.

 

Someone on this forum is selling me a milled loghead for $100. He is supposed to send me a picture, as I just cannot wrap my head around what the whole assembly looks like.

 

There is also a kit where you drill 2 holes in the manifold portion and attach flanges so you can mount a triple carb setup.

 

Have seen those setups and they are pretty cool, but I just wanna stick with a 2v carb, since I already have one.

Does anyone have a picture of the loghead? Searched google images, but without know what the whole assembly looks like I have no idea what I am looking for.

 

Milled as in to raise compression, or milled for a 2V carb? You won't be able to tell if milled for compression from a picture. Here is milled and adapted for 2V carb.

 

I believe the former, as he said I would either need to get a 2v kit or have it modified for a 2v.

 

Correction, it has been magnafluxed. Not really sure what that means.

Again, still trying to get my head wrapped around the whole thing. What all does the loghead (what I have been calling the intake manifold) include? Saw that the intake is integrated into the cylinder head. If I saw a picture of that whole assembly it might help me.

 

Then you will have to have it machined, requiring someone that knows what they are doing, as it also needs built up level to direct mount, or use an adapter on this page: Classic Inlines Performance Parts - Ford Inline Six Products
To answer last question:Look under your hood, it will look the same as what you have, just the intake portion(log) will be bigger.

 

Then you will have to have it machined, requiring someone that knows what they are doing, as it also needs built up level to direct mount, or use an adapter on this page: Classic Inlines Performance Parts - Ford Inline Six Products

Makes sense... So the large log is actually called the large log cylinder head and is comprised of the "manifold" and the cylinder head?

 

There is no such thing as a 'loghead'. It is a cylinder head. Some later cylinder heads had a larger intake runner (or 'log') than the early cylinder heads.

I would strongly, strongly recommend before you buy, cut, or mill anything, that you read everything you can get your hands on and come up with a solid plan. Better yet, build it stock first- this will give you an understanding of how everything works and a better feel for performance out of the box, which will inform your later choices on the sorts of modifications necessary to get the performance where you want it.

Do not pick your plan because you already have a carb laying around. The money you will sink into this effort will absolutely dwarf the value of that carb. Decide what you want and/or need before buying or modifying anything.

You have a lot of metalwork, etc., ahead of you before this car is road-ready. Take advantage of that time, take your time to develop a detailed plan. What's the rush to build an engine for a car that needs everything you have on your list?

 

The thing about the head on the Ford six is that it is just what it sounds like, an intake manifold with a log next to it feeding six cylinders. Not only is it restrictive, but because the run to the cylinders are different lengths (just think of how far it is to the end cylinders and how short to the middle), the fuel mixture will vary. If anyone has ever seen the intake on a Chrysler slant-six that's the reason why it is so streamlined. Adding the multiple carburetion not only TRIPLES the amount of airflow available it equalizes the pressures inside the manifold as each carb serves 2 cylinders through equal length runners.

Picture of the 3 deuce manifold:

Picture of the "large log" head from an '81 250:

Remember that if you are going to use a "large log" head from a '69 and up 200/250 you're going to have to mill that head approximately .075" to gain back the stock compression ratio. The later model heads have combustion chambers that are about 10cc larger (62cc) and also the steel shim head gasket is no longer produced which means you need to run a thicker composite gasket.

 

Bart, that is exactly what I was looking for. The guy is selling it for $100 and it has been magnafluxed. Does that sound like a good deal?

 

PLEASE order this before doing anything else. Classic Inlines Performance Parts - Ford Inline Six Products
Magnafluxed means it has been tested for cracks.

 

The Ford Falcon Six Cylinder Performance Handbook

has been ordered. Thank you. I have been meaning to order it since you first told me. sorry you had to remind me over and over

 

If it has been checked for cracks and has none, and has been milled to retain compression ratio (the only way to know for sure is to cc a chamber), the valve guides and seats are not worn out then it's probably a good deal for the money. Bear in mind that to take advantage of the additional airflow improvements in camshaft, exhaust and, if you ask me, machining the manifold to accept an Autolite 2100 would be needed.

 

Thanks guys!!! Not sure what I would do without everyone's patience with my persistent questions... One day I hope to meet most of you in my completely restored Mustang.

 

Funny thing is when you are done and adding up costs, you'll be recreating that famous drink commercial.
Smacking your forehead and saying "I could of had a V8"