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The Rebuild

Part 1 of the Vintage Mustang Project detailed 1966 Mustang owner John’s decision to rebuild the tired 200 cubic-inch inline 6 that powered his convertible for over 50 years. The engine and transmission were removed and taken to Victory Engines, where owner Ray Banyas and his brother Paul could refresh the engine and transmission, respectively.

engine on stand

John and Ray made a plan for a standard teardown and rebuild – John didn’t want to try to turn his Mustang into a hotrod. Because you never know what you’re going to find when you tear into an engine, the first step was to tear down the engine and inspect everything. Keeping in mind that John was driving the Mustang and opted to do this rebuild as a preventative refresh rather than as a necessity due to failure, what Ray found came as a surprise!

When the cylinder head was removed, it was very obvious that someone had been in this engine before. The sealing surfaces had some signs of improper prep work and a replacement head gasket was installed. 

HG on block

Speaking of the head gasket, the head gasket had been burned out between cylinders 2 and 3, which was the result of gouges in the sealing surfaces due to improper cleaning. But why was the head gasket replaced before John got the car?

A quick glance at the pistons tells us why. The cylinder 3 piston was intact but damaged - at some point, there was something in the cylinder which damaged the top of the piston. 


All of the cylinder walls were showing 50 years of wear with ridges at the top where the pistons do not travel, especially cylinder 1. This is because cylinder 1 runs the coolest and therefore expands the least, resulting in tighter piston-to-wall clearance.

cylinder wall

Some bearing wear was present, along with wear on the crankshaft and camshaft. However, considering the engine had been run for 50+ years and countless miles, this was to be expected. When the crank was removed Ray found the bearings were original – this bottom end had been together for over 50 years!


Even with all of this, Ray determined that both the head and block could be reconditioned, so he got to work! The block was decked to create a flat, smooth sealing surface and remove the previous pitting and gouging. This also resulted in a slight bump in compression. The cylinders had to be bored .060˝ to remove the lips and cylinder wall scoring. The journals were line-honed to ensure perfect alignment and the crankshaft was balance tested – and found to still be in balance!

clean block

The cylinder head was milled to create a flat and smooth sealing surface to match the block, also slightly raising compression. The vintage 200cid inline 6 incorporated a “log-head” design where the intake manifold is integrated into the cylinder head in an effort to save money on the then-economical 6 cylinder. As Banyas is a race engine builder at heart, so after talking things over with John, he also did some light porting to the head and intake manifold to improve flow and add a bit of power. 


As mentioned, John wasn’t looking to squeeze every bit of power out of the old inline-6, but he also doesn’t mind a bit extra passing power to help the car move out of its’ own way while out cruising around.  With the projected power that would result from the additional cubic inches gained from the larger pistons, porting of the heads, and increased compression ratio to 9.5:1, John and Ray decided the stock, super-economy focused Autolite 1100 single barrel carburetor was not going to get the job done. After researching possible solutions, they decided on a Weber 38 Outlaw synchronous 2-barrel carb.

But going that route entailed some serious modifications to log intake manifold. Ray had to route it out, and in the process also honed, ported and smoothed out the intake manifold passage.  An adapter plate was then bolted to the manifold that would accommodate the larger carb.

mounting plate

After the engine and cylinder head reconditioning was complete, it was time to order new gaskets and engine components. John told us this was honestly the easiest part of all! You see, Fel-Pro and Sealed Power have the industry’s largest selection of vintage engine parts. In addition to the complete gasket sets from Fel-Pro, Sealed Power engine parts for the inline 6 include the needed .060 over pistons and rings (you can get .080 if needed), as well as all the other necessary engine parts including a new cam, rockers, valves, hydraulic lifters, oil pump, freeze plugs and premium, high tech aluminum alloy bearings. Due to the material removed from the head and block during machining, slightly shorter pushrods were required – a quick search in the Sealed Power catalog led them to the part number for shorter pushrods which were in stock along with the rest of the parts required for this vintage engine.

On a separate note, while Sealed Power offers the stock replacement valve springs for the inline 6, Banyas went with a higher rate spring from the Ford 302 to accommodate the increased power and higher redline that engine will now have.

Part Number Part Type Part Description Size Reference Quantity
1439M ENGINE BEARINGS - Cam Set Standard Size Std. 1
4290M ENGINE BEARINGS - Main Set 7 full groove brgs.; VINTAGE; Standard Size Std. 1
4222M ENGINE BEARINGS - Main Set w/4 brgs.; VINTAGE; Standard Size Std. 1
62380CP ENGINE BEARINGS - Rod Set Standard Size Std. 1
3818013 FREEZE PLUGS - Brass Block Plug Kit     1
22461120 OIL PUMP - Inter. Shaft     1
22441146 OIL PUMP     1
22411146 OIL PUMP - Screen Assy. VINTAGE   1
275NP60 PISTON - Cast Piston Cast; .9125" Pin Dia. 2 Ring(s) 5/64 Groove, 1 Ring(s) 3/16 Groove, 1.500 CD, Recessed Head .105 deep x 2.320 dia. - 9.2:1 C.R., .060" Oversize .060" 6
E219K60 RINGS - Premium Set 2-5/64, 1-3/16; Premium Moly, .060" Oversize .060" 1
CS448 CAMSHAFT/LIFTER - Camshaft Hyd.; VINTAGE; Hydraulic, (050) Duration at .050 Lobe Lift, 178 Exh., 178 Int., 106 Degrees Lobe Separation,   1
HT2083 CAMSHAFT/LIFTER - Lifter Hyd. Std. 12
55400 CAMSHAFT/LIFTER - Prelube 4 oz. bottle; 1.5 oz. packet No. 55-403 also avail. Std. 1
RP3176-B PUSH ROD w/non-adj. rocker arms; Shorter length; 8.2900" O.A.L. Standard Size Std. 12
RS619 ROCKER PARTS - Rocker Shaft   Std. 1
KT3351S TIMING - 3 Piece Set (1) 222-351; (1) 223-308; (1) 223-397   1
V1983 VALVE - Exhaust Chrome plated stem; Standard Size 1.3900" Head Dia., 0.3101" Stem Dia., 4.2600" O.A.L. Std. 6
V1717 VALVE - Intake w/o Chrome plated stem; VINTAGE; Standard Size 1.6555" Head Dia., 0.3102" Stem Dia., 4.2638" O.A.L. Std. 6
VG5009 VALVE GUIDE - Guide Loc. Intake; Standard Size 0.3120" ID, 1.8800" O.A.L Std. 6
VG5009 VALVE GUIDE - Guide Loc. Exhaust; Standard Size 0.3120" ID, 1.8800" O.A.L Std. 6
MV1796A VALVE SEAL - Valve Stem Seal Umbrella type; Fits Std. to .015" O/S valve stem Std. 12
2451437-2N VALVE SEAT - Seat Loc. Exh.; Premium Material; Standard Size 1.4425" OD, 1.2190" ID, 0.2160" Depth Std. 6
2451750-2N VALVE SEAT - Seat Loc. Int.; Premium Material; Standard Size 1.7550" OD, 1.5000" ID, 0.2160" Depth Std. 6
VS918 VALVE SPRING - Spring 302 spring 76lbs Std. 12
VK144R VALVE, MISC - Keeper 1 groove; Square cut key groove; Hardened Std. 24
FS 7916 PT-2 Full Gasket Set     1

Stay tuned for Part 3 where John gets the engine back in the car and gets the Mustang out on the road once again!