250-2V stuff

Ford 250-2V in a TC Cortina
Updated: September, 2001

This page shows has info and pictures of my rather tired (the head is ok but the rest is rather worn) Australian 250-2V six cylinder Ford engine which is currently sitting in my 1974 Cortina TC (but not for long!).

The 250-2V was produced by Ford for the XY (and XA) Falcon in 1971 as a response to the Valiant 245 2 barrel and Holden 253 V8.

Apart from the detachable long ram tube alloy inlet manifold and large inlet ports, its basically the same head as the normal 250 ie. same sized valves and exhaust ports(!). The 2V comes from the two venturi stromberg WW2 carburetor that was fitted to the alloy inlet manifold. The rest of the motor was the same except for extractors (which should be there in any case) and a recurved distributor plus different vacuum advance unit.

Quoted performance figures of the time for the 250-2V in an XY has power up from 155bhp (standard 250) to 170bhp (2V) and torque up from 325Nm (standard 250) to 338Nm (2V). The 250-2V XY Falcon did the standing quarter-mile in a best run of 16.9 seconds whilst the standard 250 took 18.2 seconds. Check out Wheels Sept. 1971 "Falcon's Fiery Six!".

As you'd expect with bigger inlets, better manifold and more carb, the differences between the 250-2V and the standard 250 are most obvious when you put your foot down - I've found that the 2V performs much better than the standard 250 (I've had both) when accelerating up to highway speeds or putting the foot down hard whilst going up a hill (Hobart's Southern outlet is a good one!). The 2V has a fairly low restriction orange aircleaner (standard) which tends to roar when you put the foot down!

As regards the Cortina, the 2V head was never offered in the TC or TD as standard equipment. However you can fit the head to any standard 250. The problem comes with the 2V's alloy inlet manifold - I had the brake booster bracket and pushrod shortened in order to make room for the inlet. Not difficult but I can't help feeling that there must be a better way to do this. You can also fit triple dellortos or webbers - see the previous postings by others on the Mk3 Cortina Bulletin Board - but there are clearance problems there too.

The pictures are thumbnails so clicking on them will give you a 1024x768 full sized jpeg version:

Side view with original aircleaner - the grass and leaves are not actually in the engine bay (well not yet anyway!). The aircleaner has been professionally modified :-) to clear the brake booster cap.

Side view with aircleaner removed. The Stromberg WW2 carburettor has a habit of repainting itself after hot soaks due to a sophisticated fuel bowl ventilator (its a washer!) - unfortunately the only colour it can manage is red lead petrol....

Front view - notice the detachable alloy inlet manifold and the larger inlet ports on the 2V head.

Front view but with better close up on alloy inlet manifold and self painting Stromberg WW2

Side view again but with better close up of manual choke (I hate auto anything) WW2 and alloy inlet manifold.

Close up of modified brake booster bracket. 40mm has been removed from the pushrod and the bracket. The bracket was cut and welded with an overlap of 40mm.

Here is the head off the car and sitting upside down from the spark plug side.

Here is the head off the car and sitting upside down from the inlet/exhaust side.

Here is a close up of the head inlet ports (half) - head gasket is in background.

Here is a close up of the head inlet ports (other half) - head gasket is in background.

Here is a close up of the head from the spark plug side (half).

Here is a close up of the head from the spark plug side (other half).

Here is a close up of the head from the inlet/exhaust side (half).

Here is a close up of the head from the inlet/exhaust side (other half).

Here is the inlet manifold (with red lead) minus carb from above.

Here is the inlet manifold (with red lead) minus carb from above.

Despite appearances :-) the engine has been maintained well with oil changes every 5000km etc etc. Its done over 250,000km now (which isn't a lot but most of it has been round town). I'm looking to replace it with a P76 4.4 alloy V8 shortly. Might even take some snaps when that project is finished. I'm looking for similar torque/power from the 4.4 V8 but better weight distribution.

Any comments? Email them to me at p76cortina@yahoo.com.au

	Side view with original aircleaner - the grass and leaves are not actually in the engine bay (well not yet anyway!). The aircleaner has been professionally modified :-) to clear the brake booster cap.
	Side view with aircleaner removed. The Stromberg WW2 carburettor has a habit of repainting itself after hot soaks due to a sophisticated fuel bowl ventilator (its a washer!) - unfortunately the only colour it can manage is red lead petrol....
	Front view - notice the detachable alloy inlet manifold and the larger inlet ports on the 2V head.
	Front view but with better close up on alloy inlet manifold and self painting Stromberg WW2
	Side view again but with better close up of manual choke (I hate auto anything) WW2 and alloy inlet manifold.
	Close up of modified brake booster bracket. 40mm has been removed from the pushrod and the bracket. The bracket was cut and welded with an overlap of 40mm.
	Here is the head off the car and sitting upside down from the spark plug side.
	Here is the head off the car and sitting upside down from the inlet/exhaust side.
	Here is a close up of the head inlet ports (half) - head gasket is in background.
	Here is a close up of the head inlet ports (other half) - head gasket is in background.
	Here is a close up of the head from the spark plug side (half).
	Here is a close up of the head from the spark plug side (other half).
	Here is a close up of the head from the inlet/exhaust side (half).
	Here is a close up of the head from the inlet/exhaust side (other half).
	Here is the inlet manifold (with red lead) minus carb from above.
	Here is the inlet manifold (with red lead) minus carb from above.