Imagine a world where the boundaries of engine modification are pushed to the limit. Where the laws of physics are mere suggestions, and the possibilities are endless. For Allen Millyard, that world is a reality. His welded-together Kawasaki V8 is a testament to the genius of a builder who refuses to be constrained by conventional thinking. But what if we told you that there's another engine swap that's just as impressive, if not more so? Enter the LS-headed Ford 300 inline-six. This unlikely duo may seem like an odd pairing, but trust us when we say that it's a match made in heaven. The story begins with the similarities between Ford's Windsor and GM's LS V8s. It's no secret that these two engines share a common ancestry, and it's this shared heritage that makes the LS-headed Ford 300 inline-six possible. But it's not just about the similarities – it's about ...
Imagine a world where the boundaries of engine modification are pushed to the limit. Where the laws of physics are mere suggestions, and the possibilities are endless. For Allen Millyard, that world is a reality. His welded-together Kawasaki V8 is a testament to the genius of a builder who refuses to be constrained by conventional thinking.
But what if we told you that there’s another engine swap that’s just as impressive, if not more so? Enter the LS-headed Ford 300 inline-six. This unlikely duo may seem like an odd pairing, but trust us when we say that it’s a match made in heaven.
The story begins with the similarities between Ford’s Windsor and GM’s LS V8s. It’s no secret that these two engines share a common ancestry, and it’s this shared heritage that makes the LS-headed Ford 300 inline-six possible. But it’s not just about the similarities – it’s about the possibilities.
InlineDave87, a forum user at FordSix.com, took it upon himself to graft together GM LS heads and a Ford 300 inline-six. The result? A engine that’s not only functional but also eerily familiar. The LS heads may not be the original choice, but they get the job done.
The real magic happens when you consider the specifications. The Chevrolet LS’s 4.4-inch bore center spacing and the Ford 300’s 4.48-inch spacing are close enough, although only two cylinders will end up perfectly centered. The head and block bolt holes line up almost exactly, with the largest difference being 0.05-inches. Pushrods come close to fitting, but the block does need notching to mate up with the lifters and prevent scraping.
Everything else? Get ready for serious fabrication. Custom-length pushrods, bespoke pushrod side-covers – this is an engine swap that requires patience, skill, and a willingness to push the boundaries of what’s possible.
In the end, the LS-headed Ford 300 inline-six is a testament to the power of innovation and creativity. It’s a reminder that, with enough determination and expertise, even the most unlikely engine swaps can become a reality.
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