Hahah ok ok, I'll ease up.
The 2j is abit shorter than the barra, but I think that is mainly due to the bores. Although the 2j is square and the barra is undersquare. Probably only 50mm in it really, once you've got belts on.
Yeah, most people campaigning barras are only going in straight lines anyway, for good reason.

@rodong good luck with your build, perhaps make a thread for it if you decide to continue. Physical dimensions of engines are rarely the liniting factor, more so ones disposition for compromise :smirk:
Square. Your talking bore v's stroke. Though it's not a huge/over all defining role in the od dimensions of the entire package.

Ultimately if one was to complete the Ford i6 build, awesome. Especially the twin cam.
The dimensions and weight put me off for the 740 wagon
Thanks for the comments. I may have some more questions along the way.

The more I look the more custom Barra components Im finding that can possibility assist with the job.

The lucky car is a 1980 242

Yeah the forward facing intake would make like easy as would a top mount manifold, although I've seen the prices of some of those.
They put the volvo options in the chump change category
I recall the FG Barra weighs about 220kg with the accessories and B230 is about 185kg with accessories.
B230ft complete with accesories is 155kg
I have had to document this a few times for shipping

B230f is a few kg lighter
My research of engine weights is around this wet.
Was keen on good swap options.
Philia_Bear;100991 wroteB230ft complete with accesories is 155kg
I have had to document this a few times for shipping

B230f is a few kg lighter
I was going by the greenbook then added flywheel and fluids
I would of thought with good suspension 65kg approx heavier in engine weight shouldn't be that much of a difference in performance?

Can anyone confirm the curb weight for a 1980 242

1290kg or 1320kg or 1338kg or +?

Hoping its 1338kg for mod plate reasons....
A turbo 4lt is still acceptable for a 240, but aim for the weight of a 262c, due to having all the goodies fitted.
Static wouldn't be an issue.

Though I can confirm the difference between having 13lt of fuel above engine v's around the engine mid height on a bike, makes a world of difference for how agile the bike feels.

In some ways this theory can also apply in its own unique way
rodong;101233 wroteI would of thought with good suspension 65kg approx heavier in engine weight shouldn't be that much of a difference in performance?

Can anyone confirm the curb weight for a 1980 242

1290kg or 1320kg or 1338kg or +?

Hoping its 1338kg for mod plate reasons....
65kg is quite a lot of weight, particularly if you're putting a lump of it forward of the centreline of the front 'axle'.
How much of an impact it'll have will vary depending on where you position it.

The Ford I6 is long and tall, the additional length and mass needs to go somewhere.
It'll never be as nimble or as happy to change direction as the car would be with the B2xx in it, but maybe that isn't too important and the increase in power and the desire to venture the road not traveled has it's appeal.

Working out spring rates, etc will be best achieved with a set of race scales.
If you haven't got access to a set, you could get in the ballpark with some guesstimation.
Drop me an email if you want to bounce some ideas around in this regard.
Hi VeeQee I like the 262 idea but from my knowledge they didnt come out with 2 doors which may be conflicting. I have attached the QLD manual advice which you have probably seen before but just for other peoples sake.



If a Barra is 3984cc then curb weight must be 1328kg minimum. I believe the mod plater goes off the factory curb weight which I cant find off the net so far. Any way to prove a heavier weight to the mod plater?!

Interesting about the weight positioning, ill look into it more.

hey ash il keep it in mind cheers - the front 400s you gave me are pretty stiff however I see some xr6 run up to 650s...due to the extra weight I presume?
We can always swap the 400lbs springs over to something else too.
650lbs seems like a BIG spring rate, but BA/BF do need some very serious spring compressors to compress factory springs, so perhaps its in the ballpark.

The big variable will be where the engine finally ends up residing.
Also falcons are a double a arm, so they will react differently to a McPherson strut, a V8 vy ss is somewhere around 300lb in am upgraded king spring.

262 is the two door version, hence the extra 2 on the end, but I mean the 262c, the one with the bertone chop top.
Any 240 should have the official weight of the vehicle stamped on the compliance plate.
ha thats right i forgot about the Bertone. That thing would be heavy.

will check plate in the morning

cheers
The only info on the plate is the GVWR of 1780kg and GAWR front - 830kg rear - 970kg
6 months later
Exactly the same weight as my 1980 244. (As long as the plates are accurate!)

I doubt that 50kg max. added weight would make a lot of difference, but I suppose it's possible it would create a different handling feel especially if it's a much taller motor.

I'm certainly not game at this point, adding a turbo to my b21e will probably do me for now :)
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