Picture this: you’re sitting at a stoplight with your better half riding shotgun. A guy pulls up next to you, gives you a thumbs up, and shouts, “Hey, that is one hell of a smoke show!” At that moment, you might start wondering exactly which smoke show he’s talking about: the beautiful person sitting next to you or that classic 6.9 L IDI diesel under your hood, puffing out those proud city clouds. Heck, for some of you watching, you might even be the smoke show yourself. But either way, you’re smiling because let’s face it, classic beauty always turns heads.

Howdy folks, Ed here. Welcome back to Bullnose Garage. These days, the diesel scene is all polished chrome, turbo bigger than my head, and injectors with price tags that make grown men weep. It seems like every diesel clattering down Main Street’s a high-tech, high-dollar rig built more for Instagram likes than actual hard work. Now, don’t get me wrong, I love newfangled horsepower as much as anyone else, but today we’re leaving those shiny new toys parked at the curb. Instead, we’re stripping things down and getting back to diesel’s smoky roots by celebrating an engine that earned its legendary status through sheer stubbornness and ironclad reliability long before diesel trucks started wearing suits and ties, sipping DEF cocktails, or worrying about emissions tests. The 6.9 IDI was the engine that defined durability and simplicity. Sure, she might not top the dyno charts straight out of the gate, but with the 6.9’s lack of raw horsepower, it more than makes up for it with bulletproof reliability, easy wrenchability, and enough low-end torque to drag your neighbor’s Chevy out of a ditch. Again, hello!

Now, a lot of folks assume this was Ford’s first attempt at a diesel pickup, but that’s not quite true. Back in the ’60s and ’70s, Ford dabbled in diesel by offering the Detroit Diesel 453 two-stroke in some of their medium-duty trucks. But let’s be honest, unless you’re into screaming, high-revving, low-torque engines that sound like an old city bus, it wasn’t exactly a home run. That thing had all the refinement of a chainsaw in a metal trash can. And while it had its place in larger commercial rigs, it wasn’t what pickup owners were really looking for. It wasn’t until the early 1980s that Ford finally got serious about giving its light and medium-duty truck customers a real diesel engine that actually made sense. By the late ’70s and early ’80s, truck owners were demanding more torque, better fuel economy, and engines that could actually last under constant heavy loads, and that’s something that gas engines just really weren’t delivering.

Ford knew they needed a diesel option to compete with GM’s 6.2 L Detroit Diesel, which launched in 1982, but they had one problem: they didn’t have a diesel engine ready to go. Instead of starting from scratch, Ford partnered with International Harvester, a company with decades of experience building diesels for farm equipment, heavy trucks, and industrial machinery. At the time, IH had already designed the 6.9 L IDI for medium-duty trucks and agricultural use, but they needed a manufacturer to bring it to the light-duty truck market, and Ford was the perfect fit. Together, the two companies adapted the engine for pickup use, reinforcing the block, redesigning the oil pan, and tweaking the fuel system for better cold weather starting. And while some folks assume that Ford owned International Harvester, that was never the case. It was a strategic partnership. Ford got a purpose-built diesel for their F-series trucks, and International Harvester expanded its footprint in the light truck market. It was a definite win-win for both companies.

And Ford and IH weren’t taking any chances when it came to durability either. Before the 6.9 IDI ever hit the market, it went through brutal real-world testing in some of the harshest environments imaginable. Engineers put prototypes through their paces in the Rocky Mountains, the extreme cold of Alaska, and the scorching heat of the Southwest to ensure that the engine could handle everything from frigid mornings to high-altitude towing. And these tests helped refine the cooling system, injection timing, and glow plug reliability before it ever landed in a production truck. What truly made the 6.9 special wasn’t massive horsepower or high-tech wizardry; it was that brute force simplicity and easy maintenance. It was built like a tank: cast iron block, cast iron heads, no complex electronics, and an injection system that could take a beating. It was naturally aspirated, meaning that there was no turbo to worry about failing, and it used indirect injection, or IDI, a decision that prioritized reliability over cutting-edge efficiency. It wasn’t the most powerful diesel out there, but it was one of the toughest.

IDI, or indirect injection, means fuel is injected into a pre-chamber before reaching the main combustion chamber. This setup made for smoother, quieter operation compared to direct injection diesels, but it did sacrifice some efficiency as heat was lost in this process. Still, for its time, IDI was a proven design that focused on durability over outright performance. Now, the 6.9 IDI for Ford ran from ’83 to ’87 before being replaced by the 7.3 IDI, which kept the same core design but with a larger bore and refinements to cooling and glow plug systems. Here’s the thing: even today, decades after production ended, the 6.9 is still a fan favorite. This engine laid the foundation for everything that came after it, including the 7.3 IDI and eventually the legendary 7.3 Power Stroke. And for a lot of guys, that makes it one of the most important engines that Ford ever put in a truck.

The 6.9 L IDI diesel packs 420 cubic inches, which is 6.9 L of displacement, and Ford didn’t get there by accident. With a 4-inch bore and a 4.18-inch stroke, this is an undersquare engine, meaning the stroke is longer than the bore, and that right there is the key to why this thing pulls like a freight train but doesn’t care much for high RPMs. It was built for grunt, not speed. The long stroke delivers tons of low-end torque, which is exactly what you want for towing, hauling, and crawling up a steep grade with a fully loaded trailer behind you. The engine is all cast iron all the time, from the block to the heads, which is a big part of why it’s known for being damn near indestructible. But all that iron doesn’t come without a cost. Fully dressed, the 6.9 IDI tips the scales at about 920 lbs, significantly heavier than a comparable gas engine. So if you’re thinking about swapping into a lighter truck, don’t forget you’ll need to beef up your front springs, crossmember, and suspension unless you enjoy bottoming out over speed bumps or pretty much all the time.

The early versions in ’83 and ’84 ran a 20.7 to 1 compression ratio, which produced 161 horsepower at 3300 RPM and 307 ft-lbs of torque at 1400 RPM. But starting in 1985, Ford and International Harvester bumped it up to 21.5 to 1 to improve cold start performance and efficiency. This change also slightly increased torque output to 315 ft-lbs at 1400 RPM. This kind of compression is why it builds torque so well, but it’s also why glow plugs are absolutely necessary for cold starts. There’s just no getting around it. Internally, it’s built tough with a strong cast iron crankshaft designed to handle long-term abuse. The firing order 1-2-7-3-4-5-6-8 matches classic Ford big blocks like the 429 and 460, as well as non-HO small blocks like the early 302 and 351 Cleveland. So if you’ve worked on those engines before, at least that part will feel familiar.

From the factory, Ford stuffed the 6.9 L IDI into F250s and F350s, and if you were hauling people instead of cargo, you could also find it in the Econoline vans from ’83 to ’87. These trucks were built for heavy-duty work, so Ford paired them with transmissions that could handle the abuse, like the T19 four-speed manual, which is basically a tank gearbox, or the C6 automatic, a bulletproof three-speed. Over its production run, Ford made a few minor tweaks, including upgraded glow plug reliability and slight cooling improvements, but for the most part, the 6.9 stuck to the script: simple, reliable, and just built to work.

So if you’re thinking about a swap, why would you rip out your trusty 351 Windsor or big block 460 to put in a 6.9 IDI diesel? Simple: torque and economy. Gas engines have their perks; they rev faster, they’re snappier, and they sound great at wide open throttle. But you hook up a heavy trailer and watch that gas needle drop like a rock. The 6.9 doesn’t flinch under load; it makes steady low-end torque all day long, and diesel fuel economy under tow conditions is miles ahead of a gas engine. Plus, there are just fewer electronics to deal with, so you’re not chasing sensors and computers every time something goes wrong. And then there’s the sound. If you’ve never heard an IDI at idle, it’s got a mechanical chug that’s completely different from anything else on the road. It doesn’t have the deep grunt of a Power Stroke or the sharp bark of a Cummins; it’s more of a rolling lope that just says, “I’m ready, boss. Let’s get her done!” And if you slap a turbo on it, that whistle mixed with the IDI’s classic diesel clatter is just one of the most satisfying truck sounds out there.

One of the coolest things about the 6.9 L IDI is that it’s not picky about fuel. This thing was built in an era before modern diesel emission systems and sensitive electronic controls, and that means it can burn just about anything that combusts. Thanks to its old-school mechanical injection system, you can run it on waste motor oil, used vegetable oil, biodiesel, and even filtered transmission fluid blends, as long as it’s filtered properly and the fuel system is maintained. The 6.9 will happily chug along like it doesn’t even know the difference. That’s why these engines have become a favorite among off-grid truck owners, preppers, and anyone looking to cut fuel costs while keeping an old diesel on the road.

It’s not just as simple as pulling up to the back door of a greasy spoon, you know. Running alternative fuels requires some setup. You need things like heated fuel systems for cold weather operation, extra filtration, and regular maintenance to prevent injector coking and carbon buildup. You know, it’s a great way to save money and keep an old IDI running for cheap, but it’s not completely set and forget. If you’re willing to do the work, though, the 6.9 will reward you by running on fuels that would make modern common rail diesels throw an absolute tantrum.

So if you’re thinking about swapping a 6.9 IDI into a truck that originally had a gas engine, know this: it’s not a weekend bolt-in. This engine is significantly heavier than a gas V8. It means you’ll need heavier-duty front suspension components, possibly beefier axles, and a diesel-specific fuel tank since gas tanks don’t have the correct return system for diesel fuel. The fuel lines need to be revised, the cooling system needs to be upgraded, and depending on your transmission, you might need a new clutch, bell housing, or an entirely different unit to handle the torque. If you’re starting with something that originally came with a small block, you’re looking at a decent amount of fabrication work. But here’s the flip side: when you’re done, you’ll have a truck that pulls like a beast, sips fuel compared to a gas engine, and will likely outlive you if you do it right. A properly swapped 6.9 IDI turns your truck into an unstoppable workforce. You get unmatched reliability, impressive fuel efficiency under load, and an engine that doesn’t rely on a single sensor to keep running. And you get the sound. Let’s be honest, that’s worth something on its own.

So if you don’t have one and you’ve made up your mind you’re going diesel, all right, that’s a solid choice. But now here’s the real question: why the 6.9? After all, it’s not the only game in town. There are other options, even in the same family, like the 7.3 IDI. Bigger, right? Maybe you’re eyeing a Cummins 5.9 or 4BT. GM fans will tell you the 6.2 or 6.5 is a solid pick, and if you really want to go off the deep end, you could even slap in a Perkins just to confuse everyone at the next truck meet. So why would the 6.9 IDI be at the top of your list? Well, let’s start with the 7.3 because it’s the natural evolution of the 6.9. It’s basically the same engine, just bumped up to 444 cubic inches, which is 7.3 L, with slightly more horsepower and torque to go with it. It’s got some refinements to cooling and glow plug reliability, but here’s the thing: it’s not some massive performance leap over the 6.9, and in all honesty, in most real-world applications, they feel pretty similar. The downside is that even though the 7.3 IDI tends to be easier to find, clean low-mileage ones are actually really hard to come by because so many of them were worked to death in fleet use. If simplicity, affordability, and ease of maintenance are your main priorities, then the 6.9 still holds its ground without giving up that much in performance.

Then there is the Cummins 5.9 L 12 valve, probably the most famous diesel swap of all time. And there’s no denying that the 5.9 is a beast. It’s got legendary reliability, insane torque potential, great fuel economy, and aftermarket support that makes Ford and GM guys green with envy. But here’s the catch: it’s big, it’s heavy, it is expensive. If you’re planning to stuff one of those into a Bullnose, be ready for some serious fabrication work. The oil pan, motor mounts, transmission adapter, front crossmember, suspension upgrades all need to be dialed in, and that’s before you even get into wiring and plumbing the turbo. If you want the ultimate performance diesel swap and don’t mind spending extra time and money, then a Cummins 5.9 is pretty hard to beat. But if you’re looking for something easier to install and maintain, the 6.9 IDI is a far simpler, more budget-friendly option.

Okay, so let’s talk about the GM diesels, 6.2 and 6.5 L. They’re not terrible; they do have decent fuel economy, but let’s just say they don’t exactly have the best reputation. They were light-duty diesels, so they weren’t built with the same kind of brute strength as a Cummins or even a 6.9 IDI. They’re known for being a little bit weaker and having weaker internals, lower torque output, and just generally not being built for serious long-haul abuse. The upside is that they’re cheap. If you find one in good shape, it might be worth considering. But if longevity, power, dependability are what you’re really after, then the 6.9 is just a tougher engine.

Right? And then just for fun, there’s the Perkins. If you’ve never heard of them, you’re not alone. Perkins makes some of the toughest industrial agricultural diesel engines out there, found in everything from tractors to generators. And yeah, some people have crammed them into pickup trucks, but should you? Probably not. First off, Perkins engines were built for tractors and industrial equipment, not for highway cruising. They’re slow-revving, underpowered, and parts can be a real nightmare to track down. Plus, swapping one in usually means custom mounts, custom adapters, and a lot of head-scratching when things don’t quite line up. If you’re going for something quirky and unique, well then, yeah, it’d be kind of fun. But if you just want a solid diesel swap that makes sense, the 6.9 just wins on practicality alone.

All of this is to say that if you’re thinking about swapping your gaser for a diesel, the 6.9 IDI absolutely deserves a spot on your short list. So here’s the part in the video where I say something like, “But let’s be real, no engine is completely bulletproof.” The 6.9 is damn tough, but it does have quirks, and knowing what to watch out for is key to keeping it running strong for a good long time. So we’ll start with glow plugs. If you ask any IDI owner what’ll leave you stranded first, the answer is a bad glow plug system. Unlike common rail diesels that rely on high-pressure fuel injection to atomize fuel, the 6.9 IDI needs a good set of glow plugs to fire up properly, especially in cold weather. When they fail, you’ll be cranking forever, praying to the diesel gods, and probably killing your batteries in the process. The fix is to stick with high-quality glow plugs like Motorcraft or Diesel RX. Avoid the cheap ones that swell up and snap off inside the heads because pulling a broken glow plug out of an IDI head is not how you want to spend your weekend.

Then there’s the lift pump. Unlike modern diesels with electronic lift pumps, the 6.9 L IDI relies on a mechanical lift pump to feed fuel from the tank into the injection pump. It is simple and reliable until it isn’t. When it fails, you’re not limping home; you are dead in the water. That’s why a lot of IDI owners swap in an electric pump for better reliability, easier cold starts, and less hassle when priming the system after a fuel change. If you plan on running alternative fuels, an electronic pump also helps keep things flowing more smoothly.

Speaking of fuel delivery, let’s talk about the heart of that system: the Sardine DB2 injection pump. This thing is a workhorse, but just like anything mechanical, it does wear out over time. If your IDI starts idling rough, losing power, or becoming hard to start, there’s a good chance your injection pump is getting a little bit tired. Another common issue is injector return line leaks. These little rubber hoses get brittle over time, and when they crack, they let air into the system, leading to hard starts, especially after sitting overnight. The good news is that return line kits are cheap, they’re pretty easy to install, and they will save you a ton of frustration. If you just picked up an old IDI and it’s a pain to start in the morning, check those first.

Now, when it comes to aftermarket upgrades, the 6.9 IDI diesel has a surprising amount of support, especially if you’re looking to wake it up with a turbocharger. If there’s one thing the IDI crowd can agree on, it’s that these engines love a turbo. If you do it right, the 6.9 was designed as a naturally aspirated diesel, so slapping a turbo on without supporting mods is a great way to cook your exhaust valves, spike your EGTs, which is exhaust gas temperature, and blow a head gasket. But if you take the right approach, a turbo transforms the 6.9 from a reliable workhorse into an entirely different animal. The Banks Sidewinder and ATS turbo kits were some of the most popular period-correct upgrades, and they remain excellent options today. A properly tuned turbocharged 6.9 can push well over 200 horsepower and north of 400 ft-lbs of torque pretty easily while maintaining the old-school IDI reliability that makes these engines so appealing.

But if you’re serious about adding boost, it’s highly recommended to upgrade your fuel system to provide additional fuel delivery, install a pyrometer gauge to monitor those EGTs, and swap in ARP head studs to keep the heads clamped down tight. Factory head bolts are known to stretch under boost, and keeping an eye on exhaust gas temperatures is critical to preventing melted pistons or valve damage. All that said, when it’s set up properly, a turbocharged IDI is an absolute blast to drive. And beyond turbocharging, there are plenty of other upgrades that you can do to improve the reliability and drivability of your IDI. Swapping in an aftermarket electronic fuel pump like a Carter P470 or Facet Dur Lift eliminates the need for the factory mechanical lift pump, makes the fuel system priming easier, and ensures consistent fuel pressure. Upgraded glow plug controllers can eliminate slow cold starts, and enhanced fuel filtration systems help keep contaminants out of the injectors, reducing wear and improving longevity. Cooling system upgrades like high-capacity radiators, heavy-duty water pumps, and improved fans are also pretty valuable additions, especially for anyone towing heavy loads or operating in hot climates. You know, stock 6.9 is a solid dependable engine right out of the gate, but a few well-chosen upgrades can make it even better and let the 6.9 IDI keep up with much newer diesel engines while still maintaining that old-school toughness, simplicity, and sound.

And one of the biggest improvements you can make for drivability isn’t part of the engine itself; it’s pairing the 6.9 with an overdrive transmission. The ZF5 5-speed manual is one of the best upgrades over the stock T19. It provides a better spread of gears and, most importantly, an overdrive for highway cruising. I mean, the T19 is a solid transmission with only four forward gears and no overdrive. It leaves the 6.9 kind of screaming at highway RPMs on long stretches of road. The ZF5 solves that issue, makes the truck far more comfortable at speed, and it improves fuel efficiency too. If you want to stick with an automatic, adding a Gear Vendor overdrive unit to the existing C6 transmission can be a game changer. The C6 is a nearly indestructible three-speed, but it lacks overdrive, meaning highway driving can get expensive. A Gear Vendor unit splits the gears and adds an overdrive function, reduces RPMs, improves fuel economy, and makes those long-haul trips way more manageable.

When you look at the legacy of the 6.9 L IDI diesel, it’s clear that this engine laid the foundation for Ford’s later diesel success. It directly led to the 7.3 IDI, which refined the platform with more displacement and cooling improvements, and eventually paved the way for the legendary 7.3 Power Stroke. While modern diesels have gotten more powerful and more high-tech, the 6.9 remains a favorite for those who value simplicity, durability, and practicality. I mean, whether you’re swapping it into a classic Bullnose or keeping your existing IDI on the road, this engine is a testament to Ford’s commitment to rugged, practical performance and their ability to work with other vendors. It may not be the fastest or most powerful diesel ever made, but when it comes to getting the job done with minimal fuss, the 6.9 really is pretty hard to beat.

So there you go, that’s everything that I know, or pretend to know, about the 6.9 L IDI diesel engine. Now look, I am not generally a diesel guy, so I did a lot of research for this video, and the great thing is that I learned a ton. I hope you guys did too, and if you did, just drop me a like and a subscribe. It really does help me out. And hey, if you’ve got an IDI or you’ve ever thought about swapping one in or done a swap, drop me a comment below and let’s talk about it. I read every single comment, even the mean ones. As always, if you guys have any questions, comments, concerns, gripes, internet ramblings, stick them below. And thanks again so much for watching, guys. We will see you next time.

Ed’s but she’s doing fine. Tinker away, getting things shine, that old NOS gauge, she’s considered divine. Thanks again for watching. We will see you next time. Thanks again for watching. We will see you next time.

Howy folks, Ed here. Welcome back to Bullnose Garage. Today I’m here with my trusty 1985 F-150, and I’m going to talk to you about the engine that’s in this truck. It is one of the most rock solid and bulletproof engines that Ford has ever produced, and maybe one of the most rock solid bulletproof engines ever made for the consumer vehicle market. And that is the Ford 300 inline six. So let’s get into it.

Hello, bulletproof. That’s the word people use to describe the Ford 300 inline six engine. Let’s see what makes it tick. This information is aimed at those interested in learning more about this robust engine or considering it for a project or a swap. Much of this data is sourced from various places on the internet, and while I haven’t had direct personal experience rebuilding this engine, I’ve driven it a lot and done my best to fact check and verify the information presented here. I hope it serves as a useful guide for anyone looking to dive into the world of the Ford 300 six.

So what is the Ford 300 inline six exactly? The Ford 300 inline six engine, often simply referred to as the 300, is part of Ford’s straight six engine family produced between 1965 and 1996. The 300 was known for its durability and torque, making it a popular choice for trucks and heavy-duty vehicles. The 300 refers to the engine’s displacement in cubic inches, while its metric equivalent is 4.9 liters. The engine is known for its simple design featuring an overhead valve setup and inline cylinder configuration, which contributed to its longevity and ease of maintenance. The 300 six was produced primarily at Ford’s Cleveland engine plant in Ohio, contributing to the association with the region. Over its production span, Ford manufactured over 4 million units of the 300 six, making it one of the most produced engines in the company’s history.

The engine shares some components with other Ford inline sixes, such as the 240 and 200 engines, but it’s distinguished by its larger displacement and more robust construction. This engine was widely used in Ford’s F-series trucks, as well as in vans, industrial applications, and even in some agricultural equipment. So let’s look at the stats. The Ford 300 has a displacement of 300 cubic inches or 4.9 liters. The engine features a bore of 4 inches and a stroke of 3.98 inches, which contributes to its exceptional low-end torque. The deck height is right at 10 inches. The engine’s compression ratio varied slightly depending on the year and application, but it generally ranged from 8:1 to 9:1. The 300 six is known for its ability to produce high torque at low RPMs, with peak torque often occurring around 1,600 to 2,200 RPM. The firing order for the Ford 300 six is 1-5-3-6-2-4, which is a standard configuration for inline six engines. This helps it maintain a smooth and balanced operation.

The block is cast iron, contributing to the engine’s considerable weight of around 500 to 550 pounds. Despite its heft, the 300 six is valued for its ability to withstand extreme conditions and heavy loads. The engine is equipped with a two-bolt main bearing cap design, although some heavy-duty versions featured a four-bolt main configuration. The 300 six was first introduced in 1965 as a successor to the 262 cubic inch inline six engine. It was designed to offer more power and torque while maintaining the reliability that Ford’s inline engines were known for. The engine was initially used in light-duty trucks but quickly found its way into a variety of vehicles, including the Ford Bronco, E-series vans, and even some sedans and station wagons.

Over the years, the 300 six underwent several changes to improve performance and meet evolving emission standards. In the late 1970s, Ford introduced changes to the cylinder head designed to improve airflow and combustion efficiency. These changes included the introduction of hardened valve seats to accommodate unleaded gasoline, which became standard in the U.S. around this time. In the 1980s, Ford introduced electronic fuel injection, or EFI, to the 300 six, which significantly improved fuel efficiency and drivability. This version of the engine, known as the EFI 300, became a mainstay in Ford trucks throughout the 1980s and 1990s. The engine also received updates to its ignition system, including the transition from a points-based distributor to an electronic ignition system.

One of the most notable features of the 300 six is its exceptional torque output. The engine was designed with a long stroke and a relatively low compression ratio, which allowed it to produce a significant amount of torque at low RPMs. This made it ideal for applications that required pulling power, such as towing and hauling heavy loads. Another key characteristic of the 300 six is its durability. The engine’s robust construction, with its heavy cast iron block and cylinder head, allowed it to withstand harsh conditions and extended use without significant wear. This durability made it a popular choice in industrial and agricultural applications where reliability and longevity were paramount.

The Ford 300 six was used in a wide range of vehicles over its three-decade production run. Some of the most common applications included the Ford F-series trucks from 1965 to 1996, the Ford Bronco from 1966 to 1996, and the Ford E-series van from 1968 to 1996. This engine was a popular engine choice for Ford F-series trucks, particularly in the F-100, F-150, and F-250 models. Its torque and reliability made it a favorite among truck owners who needed a dependable workhorse. The 300 six was also available in the Ford Bronco, particularly in the early years of its production. The engine’s torque made it well-suited for off-road use and towing, and the 300 six was commonly used in the Ford E-series vans, where its durability and low-end torque were assets through both commercial and passenger applications.

Identifying a Ford 300 six engine can be done through several means, including casting numbers and physical characteristics. The engine block typically features a cast number on the driver’s side just above the oil pan rail. This number can provide information about the engine’s production year and application. Additionally, the 300 six’s distinctive inline six configuration and overall size make it easy to identify visually. While the Ford 300 six is similar in design to other Ford inline sixes, such as the 240 and 200 engines, it is distinguished by its larger displacement and more robust construction. The 240 engine, for example, shares many components with the 300 six, but it has a shorter stroke and lower displacement, making it less powerful and torquey than the 300. The 300 six also differs from Ford’s smaller inline six engines in terms of its applications. While the 240 engines were often used in lighter vehicles, the 300 six was primarily used in trucks and heavy-duty applications where its torque and durability were most needed.

Now, while the 300 six is not typically thought of as a high-performance engine, it has a dedicated following among enthusiasts who appreciate its durability and torque. With the right modifications, the 300 six can be transformed into a powerful engine capable of impressive performance. Popular upgrades for the 300 six include porting and polishing the cylinder head, installing a performance camshaft, and upgrading the exhaust system. These modifications can help the engine breathe better and produce more horsepower while still retaining its characteristic low torque. For those looking to take the 300 six to the next level, kits are available that can increase the engine displacement and further boost its torque and power output. With the right combination of parts and tuning, a well-built 300 six can produce over 300 horsepower and 400 foot-pounds of torque.

Now, from what I’ve said here, you may wonder why anyone would ever want to swap out a 300 six. I’ll give you my reasons because that’s exactly what I’m planning on doing: taking the 300 six out and putting a 351 Windsor in. There are a few reasons, but the biggest is what I mentioned earlier. The 4.9 liter inline six just isn’t a high-performance engine. It wasn’t designed for it, and trying to shoehorn it into that role doesn’t make sense to me. I’d rather take out the engine in good working order and let someone else use it like the workhorse it is in their truck. While the 300 six is a workhorse, I’m aiming for something different with my build: a street truck with a high horsepower V8 that delivers a throaty growl and a rumbling idle. Those characteristics just don’t manifest in an inline six, no matter what sort of mods I do. And as they say, there’s no replacement for displacement. More cubic inches mean more potential power and torque, which is exactly what I’m after.

Now, I’ve been told that pulling a perfectly running 300 six to put in a 351 Windsor is practically sacrilege. But if I want to ruin my own truck by replacing the most reliable engine ever built, well, that’s my God-given right as an American, and I’ll do it with a smile on my face.

Hello, the 300 six engine is a testament to Ford’s engineering prowess and commitment to building durable, reliable engines. Its combination of low-end torque, durability, and simplicity make it a favorite among truck owners and industrial users alike. Whether you’re looking to restore a classic Ford truck or build a high-performance inline six engine, the Ford 300 six is a solid foundation to start with.

If you’re a Ford 300 six enthusiast, own one, want to build one, or even would just like to support the channel, you can now get an exclusive 300 inline six hat, coffee mug, shirt, or sticker over in my merch store. It’s a great way to show off your love for this incredible engine. Check it out on my website, bullnosegarage.com/merch.

So there you go, everything I know, or pretend to know, about the Ford 300 inline six. I’ve had this engine in this truck, obviously, ever since I bought it four or five years ago. It has never failed me and never given me a hard time. Now, I’ve had to replace a couple components: the alternator, a fuel pump, a couple things like that. But the engine itself has never failed to start and never had a problem with my NP435 in granny low first. I feel like I could probably pull the house off of its foundations using this truck. So if you’re thinking about doing a build or maybe even keeping your old 300 six around and doing some modifications to it, making it better, hopefully this video has helped you get a little bit more information.

If you find videos like this helpful, if you think I did a good job, or you just want to kind of give me some kudos, then hey, you know, hit that thumbs up, give me a subscribe. It really helps out the channel. I’m planning on doing some more videos like this about other Ford engines, maybe even transmissions, that kind of stuff. Right now, I just don’t have the time to devote to working on the truck like I’d like to, but I still want to make videos. So I’m thinking about doing an informational series about, like I said, engines, transmissions, that kind of stuff, just like this one that I just did. So if you like that kind of content and want me to do more of it, then just let me know. Drop me a comment, say, ‘Hey, Ed, can you do one about the Cleveland?’ or ‘Do one about the 460?’ or whatever you might want to see. I’d be happy to do that kind of research and put it out for you guys. So again, thanks so much for watching, and we will see you next time.