Facts for owners

The slant six gained electronic ignition in 1973. The electronic ignition was extremely reliable, and the only component likely to break down was the ballast resistor. 

Also unknown to most is the crankcase ventilation system and the crankcase inlet air cleaner, an important part which must be cleaned once a year (unless you like blue smoke, in which case I suggest you buy a used Ford). 

Wet weather stalling can be fixed by using a high quality distributor cap and rotor, high-quality leads, a distributor cap gasket (Standard PN AL-483G), and putting weather-strip foam over the ignition and voltage regular modules. 

All in the slant six engine family

170 to 1969 101 to 115 bhp (gross) after 1966
198 1970 - end 125 (gross)
225 1961 - 1987
  • Gross: 145 hp (before 1971)
  • Single-barrel: 90-100 hp
  • Dual-barrel: 100-110 hp
  • Final California single-barrel: 85 hp
  • Final Mexico dual-barrel: 98 hp  (with rejetted Carter YPF carb, recurved distributor to reduce tailpipe emissions 30%) 
225 1961 - 1963 Aluminium block with iron head and cylinder liners to save 80 lb

 

Lost slant six performance potential

The bean counters nixed the all-new 246 slant-six block, with proper side-fed hydraulic lifters, the high-swirl, fast-burn aluminium head in 1978, an the aluminium RG in 1963. The Slant Six had a lot of unrealised potential.

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