Ford's Thriftpower Inline‑Six: The Unsung Workhorse Behind the Falcon, Mustang & Bronco

Before EcoBoost’s turbo‑charged fours stole the spotlight, a modest cast‑iron block was doing the heavy lifting for Ford. Introduced in 1960 as the powerplant for the compact Falcon, the Thriftpower inline‑six started life at a shy 144 cubic inches and would grow, stretch and mature for the next 24 years.

The first “special” version arrived in 1961 – a 170‑ci engine that found its way into both the Falcon and the newly‑launched Comet. That same displacement briefly became the standard six for the earliest Mustangs, until Ford decided a bigger, more refined unit was in order.

Enter the 200‑ci Thriftpower in 1963. Ford gave it a sturdier bottom end with seven main bearings, a thicker deck, and hydraulic lifters – upgrades that made the engine run smoother and sound quieter than its predecessor. The 200 powered everything from Mercury Comets to the 1980s‑era Granada, and even made a comeback in the Fox‑body Mustang between 1979 and 1982 when German‑imported Cologne V6s fell through.

But the story didn’t stop there. In 1968 Ford stretched the crank to 3.91 inches and raised the deck, creating a 250‑ci version that nudged output up to roughly 155 hp and 240 lb‑ft of torque. Buyers who liked the refined feel of a six, yet wanted a little more grunt than the 200 could give, embraced it. The 250‑ci became the standard powerplant for Mustangs from 1971‑73, giving the pony car a gentle push without the weight penalty of a V8.

The inline‑six’s reach went beyond the Falcon and Mustang. Early Broncos also carried the 170‑ci and 200‑ci variants, proving the engine’s versatility across trucks, sedans and even sport‑compact coupes like the Maverick. Decades later, owners still brag about 250‑ci blocks clocking hundreds of thousands of miles with mostly original internals.

Enthusiasts have discovered that the later seven‑bearing 200‑ci block is a sturdier foundation for performance builds than the earlier four‑bearing castings. Add a turbocharger or modern fuel injection, and you can push the modest six into power levels that would make the Australian‑made Barra blush.

When the 1983 Fairmont, LTD, Mercury Zephyr and Marquis rolled out, they carried the last of the Thriftpower lineage. Ford moved on to newer V6 designs, but the durability, smoothness and low‑end torque of the inline‑six set the benchmark for all subsequent Ford six‑cylinders.

Today, the Thriftpower isn’t just a relic; it’s a reminder that simplicity and robust engineering can outlive trends, keeping classic Falcons, Mustangs and Broncos humming along for generations.