Re: FTE 61-79 - Spread-bore Adapters

61-79-list-digest Sunday, May 24 1998 Volume 02 : Number 305

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In this issue:

Re: FTE 61-79 - Spread-bore Adapters
Re: FTE 61-79 - Distributor problems
FTE 61-79 - ADMIN: Mail volume
Re: FTE 61-79 - Distributor problems
FTE 61-79 - Re: California Get-Together
FTE 61-79 - Hanger Bearing
FTE 61-79 - FE stuff
Re: FTE 61-79 - Spread-bore Adapters
FTE 61-79 - transmission woes and beds
Re: FTE 61-79 - *^#* Headers
Re: FTE 61-79 - ADMIN: Mail volume
Re: FTE 61-79 - ADMIN: Mail volume
FTE 61-79 - West coast gathering
FTE 61-79 - 203 transfer case chain loose
FTE 61-79 - Long post on Carb Adapters...
FTE 61-79 - silliness..
Re: FTE 61-79 - West coast gathering
Re: FTE 61-79 - Automated VIN Decoder
Re: FTE 61-79 - 203 transfer case chain loose
FTE 61-79 - Turbo- ed V8s

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Date: Sat, 23 May 1998 04:59:07 -0500
From: ballingr

ldd.net (William L Ballinger)
Subject: Re: FTE 61-79 - Spread-bore Adapters

> With the primary system of the Q-jet being smaller than the primary
>system of the square bore and with the primary system being used most of
>the time I believe it would be safe to say that there is no restriction
>most of the time. At what time will there be a restriction in flow under
>load. Only when the engine demand is greater than the restriction will
>allow and the Q-jet would be able to deliver. Correct?

That has been my experience exactly. As a funtion of time, I don't spend
much time all out, but when I am I don't notice any diminshed performance. I
think that this combination is able to for the most part overcome the
restriction due to the shape and the added volume of the adapter and the
shape of the manifold plenum area. Their relationship to the upper limit of
the rpm level I'm turning, about 5200-5500 I think is well matched. Another
1000 rpms and the restriction would probably show up. With a juice cam and
dual plane I'm not going up there anyway. I've never had a spread bore
intake on a Ford, but as good as mine works, I can't really imagine that it
could improve much. But of course I could be wrong.

The primary calibration I'm seeing is the responsiveness at tip in and light
load. It cruises up to 50 mph with very little throttle imput. I don't find
a soggy or a dry spot anywhere. I can't drive it smooth because it's too
much fun to squeeze it, even staying on the primaries. So my mileage has
been 8 to 10 hogging it once in a while (every day lately) I did get, when
lightfooting it, 13.8 one week, but the I had to back the timing off a
little so 12 to 13 is probably what it's capable of. That's stop and go
town driving with a 7 mile highway run (can you say BWWWRRRAAAAHHHH)ever
other day. At 4800 lbs with 4.56 gears I think that's pretty good. Compare
this the new Holley I pulled off's best of 4-7 mpg no matter what I did to
it, you see why I like it so much. As an aside, it didn't pull any better at
any rpm than what I have now.

> You are doing this Bill so there is scientific basis in what you
>saying, do to your experimentation. OK so your not using that math junk
>like Steve but non the less it's experimentation. :)

Thanks. That's the only way I can seem to learn things.
Come on over to my Back Porch
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Ballinger
ballingr

ldd.net

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Date: Sat, 23 May 1998 10:15:47 -0400
From: Ken Payne
Subject: FTE 61-79 - ADMIN: Mail volume

Yesterday, we had 6 (yes, 6) digests for this list go out. The
mail volume is getting quite large. To reduce the system load,
although its not bad as we have plenty of bandwidth, I'm increasing
the digest size from 30k to 40k. Bandwidth isn't the problem,
response time is and so is server space. When so many messages go
out, it takes a while before your posts show up. Also, our system
keeps a daily log of all mail sent out. We only have 35 meg of
server space and the daily mail log yesterday was 5 meg!

Many of you trim the original message down when you reply, thanks.
To those that don't, please do. Our archives are going to get
very large if you don't practice this. This will now be enforced.
Sending a "me-to" or "I agree" reply to a 50 line post without
trimming down the size of the post will result in a friendly email
from me reminding you to do so in the future.

As many of you realize, I don't interfere with the content of the
list and it stays pretty relaxed. Just remember to practice some
self-discipline and it can continue to stay relaxed.

Ken Payne
CoAdmin, Ford Truck Enthusiasts
http://www.ford-trucks.com
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Date: Sat, 23 May 1998 10:23:47 -0400
From: "John Miller"
Subject: Re: FTE 61-79 - Distributor problems

Rab Rawlins wrote:

> Forget the channel locks, use an oil filter wrench.

It is very possible to get a wrench and/or a pipe wrench on the shaft
portion of the housing, and attempt to twist at the cap base portion will
surely almost always end with twisting the housing into two or more pieces.
Remember Patience is the utmost virtue here, remove any and all components
surrounding the dist to gain access to the shaft portion of the dist
housing to perform this work. It will pay off, believe me.

> Gary, 78 BBB wrote:
> It's called electrolytic action. The aluminum reacts with > the iron and
the two become pitted. The pits interlock > creating a splined interlock
in a sense.

The term is Dissimilar metal corrosion, it is basically setting up of a
anode and cathode and material is exchanged causing the seize. this however
is not the biggest part of the problem. almost always it is "gunk", oil
that is varnished. I have almost always had 100% success by, as I had said
before, using spray carb cleaner liberally, letting it soak, applying some
twisting action, again soaking and twisting back and forth. Repeating these
steps and making small advancements in the twisting portion, taking your
time, always keeping in mind the consequences. As a former engine
> performance specialist this was something we run into allot. TAKE YOUR TIME
and you will succeed. If after several repeats of the above steps to no
avail move on to using a penetrating oil and this will work on the
dissimilar metal corrosion problem. This really is a matter of patient
diligent Methodism. you can even heat the area slightly, best when the
engine itself is at operating temp. but you can apply a little heat.
Basically my point is think about the fulcrum point you are using, think
about where the power you are applying is going to affect the housing and
TAKE YOUR TIME.

These steps are proven, no kiddin' in I would estimate over 100

distributors done myself. Hope this helps you or anyone to succeed. Again
as I said before, "this is a problem inherent to our Fords.

John Miller, FoMoCoNUT

Gibralter.net
96 F-350 Reg Cab XLT, 4x4, 460 w/ A4OD, My Baby "Baloo"
75 F-100 Reg Cab Ranger, 2wd, 360, C6, Daily Driver " Lucy"
and "always" looking ! ! !
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Date: Sat, 23 May 1998 09:34:53 -0700
From: Marv Miller
Subject: FTE 61-79 - Re: California Get-Together

"Deacon" wrote:

> You know first hand the only grasp I have on reality is, I know I have
> no grasp on reality. You of all people should be telling the list that
> me and Tommy Chong share a close resemblance.

OK, guys, I'll 'fess up. He's weird. REALLY weird. (I LIKE that in a
truck enthusiast.) Who else do you know that would even WANT to put
over
three thousand pounds in a half ton? (FTE content) On the LA freeway
system, no less? 'Course, now he has one that can almost handle that.

> This is being planned by Ken, Keith and John,,, Hey wait a minute,
> Miller is a common name but I smell a rat!

Nope, coincidence.

> Anyway I only offered to help these guys out if I could. I feel Ken,
> Keith and John have things well in control.

Since the hot weather is coming, how's 'bout somewhere on the coast,
around San Luis Obispo, or thereabouts? Is that too far south? Too far
north? They've got an airport, though I'm not sure about jet service.
Lots of college girls! (Cal Poly, SLO).

- -Marv-
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ldd.net (William L Ballinger)
Subject: FTE 61-79 - Hanger Bearing

> I replaced the hanger bearing on my 65 f250 camper special.I pressed the
> new one on and it seemed to be in the right spot.I also replaced the
> rear u-joint.I had a bad vibration before doing this and now it is a
> little better but a vibration still remains.It is at its worst at around
> 40 mph,either under load or decelerating.Is it possible the hanger
> bearing isn't centred.I tried to press it to the same spot as the old
> one but it doesn't seem right. Anybody else ever have this problem?

You might try turning the front shaft a quarter at a time (in
relationship to the rear driveline) sometimes it will kill it, but my
'67 had to be rebalanced likely due to crud inside the shaft.
- --
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Ballinger
ballingr

ldd.net

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ldd.net (William L Ballinger)
Subject: FTE 61-79 - FE stuff

> >As I remember it:
> >All the '58 and '59 332's and 352's came either way from the factory, but
> >all of them had adjustable rockers. Sometime in mid '59 FOMOCO went to
> >hydraulics totally, and went to the stamped rockers Then in '60 when the
> >352hp was offered, it had solid lifters with no oil passages for hydraulics
> >and was rated

360 Horse power (I think). In '61 it became the 390 and was
> >offered both ways. In '62 the 406 was introduced and it had just solids
> >with no oil passage holes for hydraulics. The 427 was introduced in '63 and
> >only came with solids until '68 and, I am told, a few were produced in that
> >year with oil passages for Hyd. I've never seen one. The 428 was
> >introduced in late '68 and all had oil passages for hyd lifters.
> >This is believed to be true, but I wouldn't bet my lunch on it.

All great info. A question for you. Didn't they change the width of the
thrust bearing somewhere about '63-'64? I learned the hard way that the
motor mount bolt pattern is different between pre and post'64's The
later blocks interchange to the early ones,but the early ones are
lacking the holes for the later mounts. We had to make a bracket to
offset to the existing holes to put a '64 390 in a '66 F100. I've also
read somewhere that FT blocks were the service replacement for the
428's. Does anyone know how thick the bores are. I have an FT block in
my truck, and might be thinking of upgrading it to a 428 when it comes
time to do the deed. I'll at least go up to a 410. Probably put in the
'67 F100 and an original style 352 in the 4X4.
- --
Come on over to my Back Porch
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Ballinger
ballingr

ldd.net

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Date: Sat, 23 May 1998 10:26:49 -0700
From: "Deacon"
Subject: Re: FTE 61-79 - Spread-bore Adapters

From: William L Ballinger
>That has been my experience exactly.

Can you adjust the accelerator pump to actuate less? I've been thinking
about the acceleration problem your having and besides the spring it
could be getting to much gas squirting in the secondary. Just a thought!
:)

OK, where is everybody? I can't be the only one without a life!

Deacon
deconblu

gte.net
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Nuke the unborn baby whales.
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Date: Sat, 23 May 1998 14:42:59 -0400
From: jeff bogart
Subject: FTE 61-79 - transmission woes and beds

Thanks sleddog for the info on the transmission. Fixed it this morning.

I now have a 3 speed c6!!!! For anyone who has a similar problem,
make sure the parts place gives you the type of band that you can put
in with the transmission in.

Question------- I was at the junkyard this morning and asked about
a bed for my truck (one in the yard NO rust or dings!) Is $200 about
right for a longbed?
Jeff Bogart jbogart

stc.net
68 F100 Ranger Long Bed

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