61-79-list-digest Wednesday, March 10 1999 Volume 03 : Number 083



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Ford Truck Enthusiasts - 1961-1979 Trucks and Vans
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In this issue:

Re: FTE 61-79 - 360 Rebuild misc. parts
FTE 61-79 - FE's Gotta Love 'em
FTE 61-79 - Gas Gauges
FTE 61-79 - Road trip
Re: FTE 61-79 - Re: header for a 300
Re: FTE 61-79 - Re: header for a 300
FTE 61-79 - ohboyohboyohboyohboyohboyohboyohboyohboy
Re: FTE 61-79 - Gas Gauges
Re: FTE 61-79 - Gas Gauges
Re: FTE 61-79 - 351m400
RE: FTE 61-79 - 351m400
FTE 61-79 - Re: 391FT to 351C engine swap
FTE 61-79 - Electrical and Carb Problem
FTE 61-79 - 360 teardown surprise! slipper skirt pistons in 360?
FTE 61-79 - timing gear and other misc. parts
RE: FTE 61-79 - 351m400
Re: FTE 61-79 - Electrical and Carb Problem
Re: FTE 61-79 - timing gear and other misc. parts
Re: FTE 61-79 - 360 teardown surprise! slipper skirt pistons in 360?
FTE 61-79 - Lincoln Engine series
Re: FTE 61-79 - Lincoln Engine series
Re: FTE 61-79 - ohboyohboyohboyohboyohboyohboyohboyohboy
Re: FTE 61-79 - timing gear and other misc. parts
FTE 61-79 - Motors/FE cams
Re: FTE 61-79 - ohboyohboyohboyohboyohboyohboyohboyohboy
FTE 61-79 - 351C Internally or externally balanced?
Re: FTE 61-79 - 351C Internally or externally balanced?
Re: FTE 61-79 - 360 teardown surprise! slipper skirt pistons in 360?
FTE 61-79 - 391FT - 351C engine swap
Re: FTE 61-79 - 351m400

=======================================================================

----------------------------------------------------------------------

Date: Tue, 9 Mar 1999 07:09:25 EST
From: TBeeee aol.com
Subject: Re: FTE 61-79 - 360 Rebuild misc. parts

In a message dated 3/8/99 11:41:42 PM Eastern Standard Time, varners usit.net
writes:

> What am I forgetting??? Suggestions with your
> reason why please. Sorry, I am one of those who needs a reason for
> everything.....makes SWMBO insane!!!! hehehehe

Stu:
I didn't see any mention of the temperature or oil pressure senders. These
should be one of your most important accessories. Also you should consider
adding an oil temperature sender. You would have to rationalize this one
because it isn't stock but I have confidence in you. Just think you would
know the precise moment when that milky oil is ready to vaporize :-)

~~Thom B~~
1967 F-250 FE 390 4wd
http://www.ford-trucks.com//lc/lc.php?action=do&link=http://members.aol.com/tbeeee/page/index.htm

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Date: Tue, 09 Mar 1999 06:43:28 -0600
From: ballingr ldd.net (William L. Ballinger)
Subject: FTE 61-79 - FE's Gotta Love 'em

>
> Good cam, but whats the application, the curve will be far different in a 360
> vs a 428, thats 70 cubes!!! Ask them, and remember they are going to err on
> the conservative side, and keep in mind, stock 428 is 270 intake / 280 exh

I'm jealous of your flow-bench experience, I wish I could get to one.
The experience that I've seen shared places all but the high-dollar FE
heads in the big small block category. They flow very well (and have
great combustion characteristics)in that context, am I correct? The
early heads are better than the late ones, and are perfect for a 400
cubic inch engine even with stock size valves. Much bigger and you have
to enlarge the valves and bowls. I'm tempted to put CJ valves in mine
to open them up a little, how much and where do I need to bowl port
them? I've heard that you don't want to mess with the short side at
all. The ports are fine from what I can see, just a little clean up
around the guides which I've already done. I was once warned that you
can kill an FE pretty quick by trying to change too much on the ports,
and that the factory did a pretty good job of mass producing a fairly
optimum casting. A little clean up is all that's needed or you need to
step up to the next head. Your experience?

Anyway, I intended to use the cam in a flat-top 390 with 65 T-bird
heads (C4AE 6090G), headers and either an Ebroke Performer or a 65
T-bird intake(how do they compare?) Do you really think I need to go
with more cam duration? As you know those heads have ports similar to
the 427LR, but the small valves. I'd hate to kill the off idle response
too much for the slow stuff. I'm running a Q-jet carb so you have good
mixing and vacuam signal already. 5200 rpms will be the upper limit, I
have 4.56 gears and 31.50 tires, but I intend to gear up some. It's
doing 2900 60 mph now.
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Date: Tue, 09 Mar 1999 08:38:08 -0600
From: William S Hart
Subject: FTE 61-79 - Gas Gauges

Hey all, wonderin if you guys could help me out ...

A couple months ago (okay so it wasn't a pressing problem :), while I was
stuck in my officemate's driveway I managed to rip out one of the wires to
my gas gauge. I thought it was the sending unit wire, but it looks to me
now like it might be a ground wire. Do they have a separate ground wire
for the sending unit ? If so, where does it connect to the body/frame ?
Everything under mine is currently rust, but I'd like to get the
appropriate spot cleaned up and be sure I have a good ground to try and get
a little more accuracy out of my gauge (course now its off by about 19
gallons, so any movement at all will be better).


Thanks,
wish
73ish F-1?? 4x4 360-->390 http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.public.iastate.edu/~wish/truck.html
96 Mustang GT
http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.public.iastate.edu/~wish/mustang.html

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Date: Tue, 9 Mar 1999 10:40:39 -0500
From: am14 daimlerchrysler.com
Subject: FTE 61-79 - Road trip

Colorado Jeff writes: >>78 West Birmingham to Memphis
63 North Memphis to Springfield, MO.
I-44 West to 71 North to K.C.
I-29 North K.C. to Omaha
I-80 West to I-76 to Denver.

I hoping there's one or two people on the list along the way....

The old offer stands, I'll buy the breakfast, lunch, or dinner!

Azie, where the heck is Ardmore?

Unfortunately Ardmore is but a speck on the map. It is on the Tennessee
Stateline 120 miles due north of B'ham just 2 miles East of I-65. If you change
your mind and come north let me know.

I hope you know that from Jonesboro, Ak. To Harrison, Ak. you are in for a very
hilly/curvy road. It ain't good for traveling. Some of the most beautiful
scenery in the world, but not a good road to make good time on. I've travelled
it many times, as I go to Branson, Mo. at least once a year.

I'll buy if you change your mind.

Azie
Ardmore, Al.


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Date: Tue, 09 Mar 1999 09:45:54 -0600
From: Larry Schmiedekamp
Subject: Re: FTE 61-79 - Re: header for a 300

Guess I'm lucky. Got a good wife and my son-in-law found header for his

300. They were made of really good metal. They can from an company thats

been around a long time. I'll have to call him and get the name.



At 09:29 PM 3/8/99 EST, you wrote:
>I feel for ya bud, a good wife is about as hard to find as good old truck
>parts.
>Good luck, Lance
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>
>

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Date: Tue, 09 Mar 1999 10:09:42 -0600
From: William S Hart
Subject: Re: FTE 61-79 - Re: header for a 300

At 09:45 AM 3/9/99 , you wrote:
>Guess I'm lucky. Got a good wife and my son-in-law found header for his
>
>300. They were made of really good metal. They can from an company thats
>
>been around a long time. I'll have to call him and get the name.
>
>
>

Was it Clifford Performance ? I don't have their number or anything, but
they specialize in 6 cyl hopups ... they say they do 4 too, but when I
asked them they said, nope only 6's ... that must be why they have so many
pages dedicated to the 2.3L .... sorry I hate it when people send back
conflicting information, especially over Email so you can see it right in
front of you ... maybe someone has the contact info for you



Just my 2cents

wish

Links http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.public.iastate.edu/~wish/links.html
'73 1/2 ton 4x4 Ford http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.public.iastate.edu/~wish/truck.html
'96 Mustang GT http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.public.iastate.edu/~wish/mustang.html
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Date: Tue, 9 Mar 1999 11:27:21 EST
From: JUMPINFORD aol.com
Subject: FTE 61-79 - ohboyohboyohboyohboyohboyohboyohboyohboy

Well Folks, I finally got the tranny into Tweety. Went down to my dads
friends Tranny shop (I shoulda started there) and picked up a new torque
converter, one of those aerosol Flush can thingies, and a lil more advice.
Next came the fun part. I dont care what anyone says about these trucks bein
big. The 460/C6 combo is still a squeeze fit. It too me and a good buddy 3
hours to get that dirty SOB to line up. But after that it went ok. Only
really odd part was that the bellhousing bolt that goes through the top on the
driver side did not have room to go into the hole, the throttle Linkage was in
the way, dont ask me how I got it out. A quick inspection inside revealed the
3 bolts required to take it loose and we were on our way again. I havent
bolted up the exhaust yet, as one of my donuts dissappeared, but Im doin that
today. Took for a REAL quick test drive, confirmed everything was workin, and
parked it. Thanks for all the help everybody. But I have one bit of bad
news. Circumstances bein as they are, you wont hear any "you wont believe how
high I got this time" typ stories for a while. Work kinda defunked on me, and
money went away real quick. But I'll be back out sooner or later, I promise!

Darrell Duggan
74 F-350 "Tweety"
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Date: Tue, 9 Mar 1999 11:06:35 -0600
From: "Steve Schmeckpeper"
Subject: Re: FTE 61-79 - Gas Gauges

- ----- Original Message -----
From: William S Hart
To:
Sent: Tuesday, March 09, 1999 8:38 AM
Subject: FTE 61-79 - Gas Gauges


Do they have a separate ground wire
>for the sending unit ? If so, where does it connect to the body/frame ?


William, Connect the ground wire to the frame as close to the sending unit
as possible.
Smeck
79 F100
FTE "Brain Trust"


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Date: Tue, 09 Mar 1999 11:09:37 -0600
From: William S Hart
Subject: Re: FTE 61-79 - Gas Gauges

>William, Connect the ground wire to the frame as close to the sending unit
>as possible.
>

I assume you mean to keep the wire as short as possible, but I've already
got a couple of feet. Thanks for confirming that it is a ground wire
though, guess one of the projects for this week is to give the wire
brush(es) a workout ...


Thanks,
wish
73ish F-1?? 4x4 360-->390 http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.public.iastate.edu/~wish/truck.html
96 Mustang GT
http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.public.iastate.edu/~wish/mustang.html

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Date: Tue, 9 Mar 1999 10:50:37 -0700
From: "Dave Resch"
Subject: Re: FTE 61-79 - 351m400

>From: "MARK DAVIES"
>Subject: FTE 61-79 - 351m400 I wish Dave would let me plug into his brain and
downlo
>
>I am going to go the route you layed out
>chainging over to a true 400 my 20
>questions for the night are:

Yo Mark:

You need to invest in a good book. My favorite book on the 335 series engines
is "How to Rebuild Ford V8 Engines 351C-351M-400-429-460" by Tom Monroe,
published by HP Books, ISBN 0-89586-036-8. This book gives detailed,
step-by-step info on disassembling and rebuilding the M-block engine, and it has
excellent info on parts interchangeability between the various 335 series
engines. Get this book before you turn a wrench. It has saved my butt on
M-block rebuilds several times.

>I want to use the 351c pistons if i buy new
>what would you suggest using.(brand)

I have used the Keith Black hypereutectic cast pistons w/ some success. Any
major brand-name piston would probably be ok. I don't think forged pistons are
worth the (substantial) extra cost in a "normal" truck M-block application.

>or if i use stock out of a 351c are the pistons
>the same dia or is there boring the block
>involved if there is then ill buy new ones.

All engines in the 335 series (351C/351M/400) use the same cylinder bore, 4.00".

>and also where do i find these rod bushings
>for the 400 rods to accomodate the 351c pistons..

Any competent engine machine shop can put bronze wrist pin bushings in your rods
for you.

>my manuals have nothing abot 351c so im lost..
>what vehicles should i look into to find my 351c
>parts cars? trucks?

The only specific 351C parts you need are the pistons (which should come w/ the
wrist pins and lock rings). I would recommend buying new pistons for your
rebuild.

>what would happen if i put the 400 crank in with
>the 351m pistons

You would not like it.

>would i have a piston or head
>for a hood ornament the 351m block 4.00x3.50
>in the 400 4.00x4.00 bore+stroke i feel stupid
>asking this are the pistons the same length
>(skirt) its the crank that determines the stroke
>is it not so wouldnt these pistons be the
>same for the 2 engines..

The 351C has 4.00" bore and 3.50" stroke. The 351C block has 9.206" deck
height. The 351C rod is 5.78" long and the 351C piston compression height
(distance from pin center to top) is 1.650". If you add up the crank throw
(i.e., half the stroke), rod length, and compression height, and subtract that
from the deck height, you have the deck clearance (the distance from the top of
the piston to the top of the cylinder in the engine block). As a rule, when
deck clearance is less than 0 (zero), risk of the piston crashing into the head
is increased. Here are the numbers to calculate the deck clearance for the
351C.

( throw + rod + comp. height ) - deck height = deck clearance

( 1.75 + 5.78 + 1.65 ) - 9.206 = 0.026" deck clearance

The 400 has 4.00" bore and 4.00" stroke. The 400 block has 10.297" deck height.
The 400 rod is 6.58" long and the 400 piston compression height is 1.650". Here
are the numbers to calculate the deck clearance for the 400.

( 2.0 + 6.58 + 1.65 ) - 10.297 = 0.067" deck clearance

Notice that the 351C and 400 pistons have the same compression height? That's
why they are compatible.

>whats the bore
>and stroke of the 351c? what
>is the diff of the 351c to the 351m pistons?

The 351M has the same bore and stroke as the 351C. The 351M uses the same block
as the 400 (10.297" deck height) and the same connecting rods (6.58" length).
The only other variable in this equation is the piston compression height, which
must be larger to have a decent deck clearance. The 351M piston has a
compression height of 1.947". Here are the numbers to calculate the deck
clearance for the 351M.

( 1.75 + 6.58 + 1.947 ) - 10.297 = 0.02" deck clearance

If you used 351M pistons with a 400 crankshaft, here's what you'd get.

( 2.0 + 6.58 + 1.947 ) - 10.297 = -0.23" deck clearance (Ouch!!)

The pistons would rise almost a quarter-inch above the block deck and crash into
the cylinder head.

Conversely, if you used 400 (or 351C) pistons with a 351M crankshaft in an
M-block (10.297 deck height), here's what you'd get.

( 1.75 + 6.58 + 1.65 ) - 10.297 = 0.317" deck clearance

The pistons wouldn't rise far enough in the cylinder to give much compression
(CR about 5.5:1).

This is explained in more detail in the book I recommended, and the book has
nice diagrams to help you visualize this more clearly.

Good luck w/ your truck.

Dave R (M-block devotee)


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------------------------------

Date: Tue, 9 Mar 1999 13:11:55 -0500
From: "John MacNamara"
Subject: RE: FTE 61-79 - 351m400

There's a 351M 4bl performer manifold for sale on ebay if anyone is
interested.

Thanks
John MacNamara

805 577 2536 wk
805 577 2768 fx
805 526 3464 hm
ESN 495-2536
jmacnam nortelnetworks.com

> -----Original Message-----
> From:Dave Resch [SMTP:Dave.Resch sybase.com]
> Sent:Tuesday, March 09, 1999 9:51 AM
> To:61-79-list ford-trucks.com
> Subject:Re: FTE 61-79 - 351m400
>
> >From: "MARK DAVIES"
> >Subject: FTE 61-79 - 351m400 I wish Dave would let me plug into his
> brain and
> downlo
> >
> >I am going to go the route you layed out
> >chainging over to a true 400 my 20
> >questions for the night are:
>
> Yo Mark:
>
> You need to invest in a good book. My favorite book on the 335 series
> engines
> is "How to Rebuild Ford V8 Engines 351C-351M-400-429-460" by Tom Monroe,
> published by HP Books, ISBN 0-89586-036-8. This book gives detailed,
> step-by-step info on disassembling and rebuilding the M-block engine, and
> it has
> excellent info on parts interchangeability between the various 335 series
> engines. Get this book before you turn a wrench. It has saved my butt on
> M-block rebuilds several times.
>
> >I want to use the 351c pistons if i buy new
> >what would you suggest using.(brand)
>
> I have used the Keith Black hypereutectic cast pistons w/ some success.
> Any
> major brand-name piston would probably be ok. I don't think forged
> pistons are
> worth the (substantial) extra cost in a "normal" truck M-block
> application.
>
> >or if i use stock out of a 351c are the pistons
> >the same dia or is there boring the block
> >involved if there is then ill buy new ones.
>
> All engines in the 335 series (351C/351M/400) use the same cylinder bore,
> 4.00".
>
> >and also where do i find these rod bushings
> >for the 400 rods to accomodate the 351c pistons..
>
> Any competent engine machine shop can put bronze wrist pin bushings in
> your rods
> for you.
>
> >my manuals have nothing abot 351c so im lost..
> >what vehicles should i look into to find my 351c
> >parts cars? trucks?
>
> The only specific 351C parts you need are the pistons (which should come
> w/ the
> wrist pins and lock rings). I would recommend buying new pistons for your
> rebuild.
>
> >what would happen if i put the 400 crank in with
> >the 351m pistons
>
> You would not like it.
>
> >would i have a piston or head
> >for a hood ornament the 351m block 4.00x3.50
> >in the 400 4.00x4.00 bore+stroke i feel stupid
> >asking this are the pistons the same length
> >(skirt) its the crank that determines the stroke
> >is it not so wouldnt these pistons be the
> >same for the 2 engines..
>
> The 351C has 4.00" bore and 3.50" stroke. The 351C block has 9.206" deck
> height. The 351C rod is 5.78" long and the 351C piston compression height
> (distance from pin center to top) is 1.650". If you add up the crank
> throw
> (i.e., half the stroke), rod length, and compression height, and subtract
> that
> from the deck height, you have the deck clearance (the distance from the
> top of
> the piston to the top of the cylinder in the engine block). As a rule,
> when
> deck clearance is less than 0 (zero), risk of the piston crashing into the
> head
> is increased. Here are the numbers to calculate the deck clearance for
> the
> 351C.
>
> ( throw + rod + comp. height ) - deck height = deck clearance
>
> ( 1.75 + 5.78 + 1.65 ) - 9.206 = 0.026" deck clearance
>
> The 400 has 4.00" bore and 4.00" stroke. The 400 block has 10.297" deck
> height.
> The 400 rod is 6.58" long and the 400 piston compression height is 1.650".
> Here
> are the numbers to calculate the deck clearance for the 400.
>
> ( 2.0 + 6.58 + 1.65 ) - 10.297 = 0.067" deck clearance
>
> Notice that the 351C and 400 pistons have the same compression height?
> That's
> why they are compatible.
>
> >whats the bore
> >and stroke of the 351c? what
> >is the diff of the 351c to the 351m pistons?
>
> The 351M has the same bore and stroke as the 351C. The 351M uses the same
> block
> as the 400 (10.297" deck height) and the same connecting rods (6.58"
> length).
> The only other variable in this equation is the piston compression height,
> which
> must be larger to have a decent deck clearance. The 351M piston has a
> compression height of 1.947". Here are the numbers to calculate the deck
> clearance for the 351M.
>
> ( 1.75 + 6.58 + 1.947 ) - 10.297 = 0.02" deck clearance
>
> If you used 351M pistons with a 400 crankshaft, here's what you'd get.
>
> ( 2.0 + 6.58 + 1.947 ) - 10.297 = -0.23" deck clearance (Ouch!!)
>
> The pistons would rise almost a quarter-inch above the block deck and
> crash into
> the cylinder head.
>
> Conversely, if you used 400 (or 351C) pistons with a 351M crankshaft in an
> M-block (10.297 deck height), here's what you'd get.
>
> ( 1.75 + 6.58 + 1.65 ) - 10.297 = 0.317" deck clearance
>
> The pistons wouldn't rise far enough in the cylinder to give much
> compression
> (CR about 5.5:1).
>
> This is explained in more detail in the book I recommended, and the book
> has
> nice diagrams to help you visualize this more clearly.
>
> Good luck w/ your truck.
>
> Dave R (M-block devotee)
>
>
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Date: Tue, 09 Mar 1999 15:24:27 -0600
From: Don Yerhot
Subject: FTE 61-79 - Re: 391FT to 351C engine swap

I had a 351C in my 65. When I put the current 351W in, everything bolted right up. Just
find your self a donor truck with a 302 in it and get both the motor mounts and the frame
mounts. The exhaust manifolds from a 351M or 400M will work. Don't know what you're using
for a tranny, but the small block clutch brackets will work here too. Last thing is to
get the right length driveshaft and you should be all set. (BTW, what are you going to do
with the 428?)

Don
65F250-351W-NP435


>
> From: Rollie H Hunt
> Subject: FTE 61-79 - 391FT to 351C engine swap
>
> Hello , My name is Rollie and I am new to the list . I see there are
> many knowledgeable people on this list and I need to know if anyone has
> information on engine swaps . Specifically putting a 351 Cleveland into a
> 76 F 100 . It has a 391 FT currently with 428 cubic inches, ( originally
> had a 360 from factory ) .This is more engine than I will ever need in
> this truck .
> I know that the transmission bolt pattern on the 351C block is the same
> as the 302 and maybe a 351 windsor . So I wonder if the engine mount bolt
> pattern is the same also . I could use the mounts from a truck that came
> with a 302 or 351 W if this is true . Anyone have any information about
> this ?
> Any help will be appreciated .
>
> R.H.Hunt
>

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Date: Tue, 9 Mar 1999 16:25:07 EST
From: REvans8341 aol.com
Subject: FTE 61-79 - Electrical and Carb Problem

I've just joined this group and the knowledge here is phenomenal, to say
the least. Now for my problem. I have a 72 F-100 that was given to me a few
months back. it runs well, except for two things: number one, is that when
the truck is running at idle the lights, as well as everything else electrical
in the truck dim and brighten in perfect sych with the rpm of the engine. As
you can imagine, it's real noticeable after dark. Once the rpm's are goosed
up a little, then it's not noticeable anymore, I suspect because the engine
is turning fast enough to keep things from dropping down. I've installed a
new battery and rebuilt the alternator, to no avail. Does anyone have any
idea what the problem might be and how to fix it?
Second, the truck has a rebuilt 360 with a 2bbl carb on it. Someone
before me installed an electric fuel pump and then proceeded to try to modify
the carb by drilling screws out and wiring the choke back, which was manual,
among other things, so you can imagine what it's like trying to start it on a
cold morning. In essence it needs a new carb. Any suggestions as to a good
all around 2bbl carb for primarily work purposes and hauling? Thanks in
Advance.
Bob
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Date: Tue, 9 Mar 1999 15:56:45 -0600
From: JOHN E DOLSON
Subject: FTE 61-79 - 360 teardown surprise! slipper skirt pistons in 360?

I ran into something unexpected today when I was tearing down my 360. It
has slipper skirt pistons, although I 've been told that 360s only used
full skirt pistons. This makes me wonder, is it a 360 or a 390? I don't
believe this engine has ever been apart before. the I.D. tag was correct
for the truck it came out of, it had stamped steel head gaskets, all
original style bolts and fasteners, and what looked like 30 years of road
grime. The engine is a 1972 model.

Are there any marks on the pistons that would help me determine if they
are for a 360, or 390? How about the connecting rods or crank?

Any help or ideas will be appreciated,

John Dolson
Jefferson City, MO
1976 F150 Ranger XLT

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Date: Tue, 09 Mar 1999 15:06:36 -0700
From: Mike Orendorf
Subject: FTE 61-79 - timing gear and other misc. parts


I aim to use a Ford replacement water pump and *new* Carter fuel pump.
This is where I am in need of help. Anyone have ideas on clutch brands,
timing gear brands/types and other miscellaneous parts I will need? What
am I forgetting??? Suggestions with your
reason why please. Sorry, I am one of those who needs a reason for
everything.....makes SWMBO insane!!!! hehehehe>>

I dont know if anyone else has run into this, but if your using a High Volume Oil Pump
(make sure you really need it) a few engine builders have told me for street use High
Volume Oil pumps can cause problems. One problem which I experienced was a busted oil
pump driveshaft and my distributor cam gear came lose because of the extra torque needed
to drive the oil pump. You only need high volume (which means high pressure if you think
about it) if you are running the engine really hard. If you stick with the High Volume
(like I have) pay the extra $$ for a heavy duty oil pump driveshaft, and consider having
your distributor spot welded to increase the strength on the gear.

Sounds like u got everything else covered. Theres nothing like firing up an engine for
the first time...good luck to you! :)

- - Mike

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------------------------------

Date: Tue, 09 Mar 1999 17:15:58 -0500
From: Ken Payne
Subject: RE: FTE 61-79 - 351m400

Please trim posts when replying to list email.

Thanks,
Ken Payne
Admin

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------------------------------

Date: Tue, 09 Mar 1999 16:15:49 -0600
From: William S Hart
Subject: Re: FTE 61-79 - Electrical and Carb Problem

>in the truck dim and brighten in perfect sych with the rpm of the engine. As
>you can imagine, it's real noticeable after dark. Once the rpm's are goosed
>up a little, then it's not noticeable anymore, I suspect because the engine
>is turning fast enough to keep things from dropping down. I've installed a
>new battery and rebuilt the alternator, to no avail. Does anyone have any
>idea what the problem might be and how to fix it?

It could be the voltage regulator not quite regulating very well ... that's
about all that's left. Also may check your idle, if its set too low this
problem will occur no matter what. Actually this problem will always occur
to some extent, but should be fairly controlled, as long as it stays runnin
you shouldn't have a problem, since if its idling you're probably not over
driving your head lights :)

> Second, the truck has a rebuilt 360 with a 2bbl carb on it. Someone
>before me installed an electric fuel pump and then proceeded to try to modify
>the carb by drilling screws out and wiring the choke back, which was manual,
>among other things, so you can imagine what it's like trying to start it on a
>cold morning. In essence it needs a new carb. Any suggestions as to a good
>all around 2bbl carb for primarily work purposes and hauling? Thanks in
>Advance.

The stock 2V should work fairly well, mine seemed a bit sluggish down low
til I went with the 4V, but at the same time I did the timing chain, and I
think that made a lot of the down low difference.


Just my 2cents

wish

Links http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.public.iastate.edu/~wish/links.html
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------------------------------

Date: Tue, 09 Mar 1999 16:22:53 -0600
From: William S Hart
Subject: Re: FTE 61-79 - timing gear and other misc. parts

>I dont know if anyone else has run into this, but if your using a High
>Volume Oil Pump
>(make sure you really need it) a few engine builders have told me for street
>use High
>Volume Oil pumps can cause problems. One problem which I experienced was a
>busted oil
>pump driveshaft and my distributor cam gear came lose because of the extra
>torque needed
>to drive the oil pump. You only need high volume (which means high pressure
>if you think
>about it)

That's what I thought at first too, but it isn't true! The high volume
would produce higher pressures, if the relief valve on the pump was
stiffer, as it is the relief valve will let the oil stay at the same
pressure as before, or slightly higher. The downside is that the valve is
always open letting oil flow, this is bad because it adds heat to the oil,
not something your engine needs to contend with.

High pressure pumps have a stiffer spring in them, that will mean you need
to generate more pressure before the relief is released ...

Of course Hi pressure, hi vol. pumps will do both ...

The point is still the same, you don't need the hi volume pump, or high
pressure for sure. Not with a stock rebuild anyway. If you had race spec
bearings that might be a different story...






if you are running the engine really hard. If you stick with the
>High Volume
>(like I have) pay the extra $$ for a heavy duty oil pump driveshaft, and
>consider having
>your distributor spot welded to increase the strength on the gear.
>
>Sounds like u got everything else covered. Theres nothing like firing up an
>engine for
>the first time...good luck to you! :)
>
>- Mike
>
>== FTE: Uns*bscribe and posting info http://www.ford-trucks.com/faq.html

Just my 2cents

wish

Links http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.public.iastate.edu/~wish/links.html
'73 1/2 ton 4x4 Ford http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.public.iastate.edu/~wish/truck.html
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------------------------------

Date: Tue, 09 Mar 1999 16:28:53 -0600
From: William S Hart
Subject: Re: FTE 61-79 - 360 teardown surprise! slipper skirt pistons in 360?

>Are there any marks on the pistons that would help me determine if they
>are for a 360, or 390? How about the connecting rods or crank?
>
One way to double check would be to measure the distance between the
journals on the crank (not the length of the engine...) anyway just measure
from the middle of one to the middle (or top to top or bottom to bottom) of
the one on the opposite throw ... if the distance is close to 4" (3.98)
then its a 428, if its 3.75 (3.78) its a 390, and if its 3.5 (3.50) its a
360 ...

The pistons I took out of my 390 (76) had 410 cast into them above the
wrist pin ... weird, but its a 390.


Just my 2cents

wish

Links http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.public.iastate.edu/~wish/links.html
'73 1/2 ton 4x4 Ford http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.public.iastate.edu/~wish/truck.html
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------------------------------

Date: Mon, 8 Mar 1999 09:59:50 -0500
From: am14 daimlerchrysler.com
Subject: FTE 61-79 - Lincoln Engine series

Stu writes: >>What engine series did the Lincoln division use in the
1960's????? Did they use FE's or did they have their own engine to play with?

To the best of my knowledge the Lincolns never used the FE, but I do not know
that for sure. In the late 50's ('56 or thereabouts) the lincolns had an engine
of I believe 361CuIn and was I think a large variant of the Y blocks. (I also
think this engine was used in larger F series trucks) In '58 the 430 was
introduced and I do not know the "Series" of that family engines. I do know
that the Mercurys and maybe the Edsels used a 383CuIn version of the same
engine. These engines were designed so that the combustion chamber was in the
piston to head clearance (the head was flat). They never got any aftermarket
support. The Lincolns used the 460 starting in 66 (I think) and what was used in
between these two is unknown to me. Could have been an FE, but I don't think
so. The 430 could have been used up until the 460. I just don't know.

Azie
Ardmore, Al.


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------------------------------

Date: Tue, 09 Mar 1999 16:55:42 -0600
From: Stu Varner
Subject: Re: FTE 61-79 - Lincoln Engine series

At 09:59 AM 3/8/99 -0500, you wrote:
>Stu writes: >>What engine series did the Lincoln division use in the
>1960's????? Did they use FE's or did they have their own engine to play
with?
>
>To the best of my knowledge the Lincolns never used the FE, but I do not know
>that for sure. In the late 50's ('56 or thereabouts) the lincolns had an
engine
>of I believe 361CuIn and was I think a large variant of the Y blocks. (I also
>think this engine was used in larger F series trucks) In '58 the 430 was
>introduced and I do not know the "Series" of that family engines. I do know
>that the Mercurys and maybe the Edsels used a 383CuIn version of the same
>engine. These engines were designed so that the combustion chamber was in
the
>piston to head clearance (the head was flat). They never got any aftermarket
>support. The Lincolns used the 460 starting in 66 (I think) and what was
used in
>between these two is unknown to me. Could have been an FE, but I don't think
>so. The 430 could have been used up until the 460. I just don't know.
>
>Azie
>Ardmore, Al.

Thanks Azie,

You must be behind on email!! This question was posted a few days ago. ;^)
I was only wondering about the Lincoln's using FE's because I am gathering
parts for my next FE project since I am "lucking" in to a free 352 block
and I have a 4V intake. I wanted to find Lincoln FE valve covers
just for a conversation piece but instead, I have located a set of Mercury
FE covers.......
Geez, That means I have to build a 410 this time!!

Still need to locate a solid 67-72 truck to put the engine in. A never
ending search to find the right one.

Thanks Azie!!

Stu
Nuke GM!
http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.pscico.com/stu

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------------------------------

Date: Tue, 09 Mar 1999 12:09:37 -0500
From: James Oxley
Subject: Re: FTE 61-79 - ohboyohboyohboyohboyohboyohboyohboyohboy

> Well Folks, I finally got the tranny into Tweety. Went down to my dads
> friends Tranny shop (I shoulda started there) and picked up a new torque
> converter, one of those aerosol Flush can thingies, and a lil more advice.
> Next came the fun part. I dont care what anyone says about these trucks bein
> big. The 460/C6 combo is still a squeeze fit.

How different is this rig thana 79 Bronco. I would think the eng
compartment woudl be pretty similar. His also had AC. Only took us about
20 min to get my friends 460 back in his truck and attached toteh
tranny. We did have to jack up the C6 until it was pratically denting
the firewall :-). Those torque conv bolts can be a pain if not lined up
ahead of time.

OX
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------------------------------

Date: Tue, 09 Mar 1999 19:26:15 -0500
From: luxjo thecore.com
Subject: Re: FTE 61-79 - timing gear and other misc. parts

William S Hart wrote:
>
> >I dont know if anyone else has run into this, but if your using a High
> >Volume Oil Pump
> >(make sure you really need it) a few engine builders have told me for street
> >use High
> >Volume Oil pumps can cause problems.


My melling HV pump seized after 70 miles and ruined my distr and my
cam. A new stock pump is running fine now.

OX

One problem which I experienced was a
> >busted oil
> >pump driveshaft and my distributor cam gear came lose because of the extra
> >torque needed
> >to drive the oil pump. You only need high volume (which means high pressure
> >if you think
> >about it)
>
> That's what I thought at first too, but it isn't true! The high volume
> would produce higher pressures, if the relief valve on the pump was
> stiffer, as it is the relief valve will let the oil stay at the same
> pressure as before, or slightly higher. The downside is that the valve is
> always open letting oil flow, this is bad because it adds heat to the oil,
> not something your engine needs to contend with.
>
> High pressure pumps have a stiffer spring in them, that will mean you need
> to generate more pressure before the relief is released ...
>
> Of course Hi pressure, hi vol. pumps will do both ...
>
> The point is still the same, you don't need the hi volume pump, or high
> pressure for sure. Not with a stock rebuild anyway. If you had race spec
> bearings that might be a different story...
>
> if you are running the engine really hard. If you stick with the
> >High Volume
> >(like I have) pay the extra $$ for a heavy duty oil pump driveshaft, and
> >consider having
> >your distributor spot welded to increase the strength on the gear.
> >
> >Sounds like u got everything else covered. Theres nothing like firing up an
> >engine for
> >the first time...good luck to you! :)
> >
> >- Mike
> >
> >== FTE: Uns*bscribe and posting info http://www.ford-trucks.com/faq.html
>
> Just my 2cents
>
> wish
>
> Links http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.public.iastate.edu/~wish/links.html
> '73 1/2 ton 4x4 Ford http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.public.iastate.edu/~wish/truck.html
> '96 Mustang GT http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.public.iastate.edu/~wish/mustang.html
> == FTE: Uns*bscribe and posting info http://www.ford-trucks.com/faq.html
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------------------------------

Date: Tue, 09 Mar 1999 16:40:13 -0800
From: "J.S.H."
Subject: FTE 61-79 - Motors/FE cams

" promise
"I am not exaggerating, come to Mass some time and we can go out on the
coldest
of mornings, let it idle and you can see how driveable the truck is,
then we
can hook the tow bar to our rollback and I will pull it around town!!!
""

Of course there would have to be a broke down ch%*y on the rollback
for ballast.:} That was me who posted the FE cam question,Thanks for
info.BTW I have a Shelby intake I'm installing on it .It has Shelby
and FoMoCo cast into it so it has to be good.




"Anyone have ideas on clutch brands,
timing gear brands/types and other miscellaneous parts I will need?
What
am I forgetting???"
You can get a good quality single
roller chain with steel gears instead of plastic.I'm sure your
machinist can get you a good one.My machinist recommended a single
roller over a double and so far so good.Can't remember what brand tho.
Might also have a spare pair of shorts handy when you fire it up
for the first time.Nothing quite like the sights and sounds of firing
up a fresh motor.
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------------------------------

Date: Tue, 9 Mar 1999 20:25:17 EST
From: JUMPINFORD aol.com
Subject: Re: FTE 61-79 - ohboyohboyohboyohboyohboyohboyohboyohboy

The biggest difference between my job and yours is that no cross members have
to come off to install an engine. I had to pull 2 of em. I've done motor
installs solo, but trannys are somethin different, especially without a Tranny
jack. Believe me its like day and night. Dont forget that EVERYTHING on a
tranny instal is done from underneath. Im just glad its all over with, cept
for the exhaust leaks. I need to send it in, soon no less.

Darrell Duggan
74 F-350 "Tweety"
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------------------------------

Date: Tue, 9 Mar 1999 20:59:12 -0500
From: "Ted & Sarah Freeman"
Subject: FTE 61-79 - 351C Internally or externally balanced?

Hey guys,

Is the Cleveland internally or externally balanced?

Thanks,

- -Ted

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------------------------------

Date: Tue, 09 Mar 1999 22:19:59 EST
From: Rollie H Hunt
Subject: Re: FTE 61-79 - 351C Internally or externally balanced?

Ted, I am currently rebuilding a 351 C and it is externally balanced .
There are counter wieghts on the flywheel and there is a heavy side cast
into the harmonic balancer.
My engine has a 1971 cast date and reads 1L1 ( December 1 , 1971 ) , so I
dont know about the later years of this engine ( 71 - 74 ) .
I hope this helps .
R . H . Hunt

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------------------------------

Date: Tue, 9 Mar 1999 22:38:08 EST
From: My427Stang aol.com
Subject: Re: FTE 61-79 - 360 teardown surprise! slipper skirt pistons in 360?

Get me the crank casting number, I dont know the # off hand, but for instance
a 428 is 1U, it will be something like that - Ross
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------------------------------

Date: Tue, 09 Mar 1999 22:53:03 EST
From: Rollie H Hunt
Subject: FTE 61-79 - 391FT - 351C engine swap

Thanks to Don Y. and Don C. for the info on the engine swap . What am I
planning to do with my 391FT ? That is a good question . I would probably
like to sell it or trade it . My brother will kill me for not keeping it....

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