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Subject: 61-79-list-digest V3 #312
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61-79-list-digest Wednesday, September 1 1999 Volume 03 : Number 312



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

RE: FTE 61-79 - 460 Carb Change
RE: FTE 61-79 - Balance tube placement
Re: FTE 61-79 - Just got a new (old) truck
FTE 61-79 - Re: New truck, various questions.
FTE 61-79 - Re: Wheel bolt patterns
Re: FTE 61-79 - 427 Casting Numbers/ 330 HD
RE: FTE 61-79 - Brakes (none)
FTE 61-79 - Re:1974 351W 4bbl heads
FTE 61-79 - wheels
RE: FTE 61-79 - 390 Power
FTE 61-79 - Vacuum
Re: FTE 61-79 - Re:1974 351W 4bbl heads
RE: FTE 61-79 - 390 Oil Pressure
FTE 61-79 - 73, closed knuckle 8 lug stuff
Re: FTE 61-79 - Duraspark II for 390??
RE: FTE 61-79 - Vacuum
FTE 61-79 - Vacuum operated OD
RE: FTE 61-79 - RE: Brake Bleeding, bounced again....
RE: FTE 61-79 - Duraspark II for 390??
FTE 61-79 - Horses For 390 ?
FTE 61-79 - How much horsepower for a 390??
Re: FTE 61-79 - Brakes (none)
FTE 61-79 - FE dist
FTE 61-79 - Re: Just got a new (old) truck
FTE 61-79 - 330
FTE 61-79 - Squarebore/spreadbore
RE: FTE 61-79 - Power Brakes, Hydro :-)
Re: FTE 61-79 - 1974 351W 4bbl heads
FTE 61-79 - Vacuum
RE: FTE 61-79 - 390 Oil Pressure
RE: FTE 61-79 - 460 Carb Change
FTE 61-79 - oil pressure
FTE 61-79 - Move
RE: FTE 61-79 - Vacuum
FTE 61-79 - Convert
FTE 61-79 - Diesels
RE: FTE 61-79 - Vacuum
FTE 61-79 - FE breathing
Re: FTE 61-79 - RE: Bolt patterns, wheels & Heads
Re: FTE 61-79 - 73, closed knuckle 8 lug stuff
Re: FTE 61-79 - Duraspark II for 390??
FTE 61-79 - Nasty little button
FTE 61-79 - 390 oil pressure
Re: FTE 61-79 - FE breathing
RE: FTE 61-79 - 390 oil pressure
FTE 61-79 - Brakes (none)
FTE 61-79 - flooded hot restarts
Re: FTE 61-79 - 73, closed knuckle 8 lug stuff
Re: FTE 61-79 - 390 oil pressure

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

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

Date: Wed, 1 Sep 1999 06:37:36 -0400
From: "Peters, Gary (G.R.)"
Subject: RE: FTE 61-79 - 460 Carb Change

If you call that lucky :-) I have and always will be a spread bore fan
because they do EVERYTHING better with only one exception, they can't
compete with a Holley on a circle track where the conditions are mostly WOT.
Otherwise they out perform Holley's, Carters, Predators et all on the street
in every way so if you think a square bore is a lucky thing, more power to
ya :-)

The one advantage the Ford square bore has over the OEM Ford spread bore is
that they chose for some reason I'll never understand to have their own
proprietary bolt pattern for it which makes the ford manifold incompatable
with any other spread bore design, all of which use the same, GM pattern.

There is only one ford, GM pattern manifold I know of and it was used on
certain FE's in 68 or thereabouts with a Rochester carb. This fact makes
the Rochester carb a legal ford part :-) (I'm so happy :-))

In case there are any out there who are not aware of the spread bore's claim
to fame, I'll lay it on you (you knew I would too didn't you? :-)). The
spread bore has small primaries and the Rochester has the smallest primaries
for the same overall CFM rating of any of them which makes it the most
desireable for street use. Here's why: Carbs rely on what is known as
signal strength to give the best throttle response and most perfect control
over the fuel flow. Higher velocities allow for more control over this
aspect and smaller venturi bores allow higher velocities therefore better
fuel flow control, therefore better economy for the SAME power output and
any speed, but especially lower speeds which is where street engines spend
most of their time.

The secondaries don't even come into play untill the engine has reached a
certain rpm, even though they are often wide open well before that. In a
light body car this is not too much of a problem because the engine will
overcome this flaw in a relatively short time span but in a truck this can
be a serious detriment to accelleration performance from lower speeds since
it fills the cylinders with air instead of mixture. This is why most truck
engines have vacuum secondaries which open only when the rpm reaches a
certain point.

With spread bores you just get a whole lot more of the above advantages at
the bottom end and still enjoy the CFM advantage at the top but they
typically don't flow as well at racing rpms as properly set up square bores.
On the street I doubt if any of us could tell the differnce between them at
WOT in the rpm ranges we are most likely to be running even in stop light
drags but your gas gauge and throttle response index will definitely know
the differnce around town :-)

- --
Michigan, Pot Hole Jumping,
78 Bronco Loving, Gary
http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.thewowfactor.com/bigbroncos/detail.cfm?detailid=167
- --

> >
>
> I take it Im lucky that my 460 came as a square bore?
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Date: Wed, 1 Sep 1999 06:42:46 -0400
From: "Peters, Gary (G.R.)"
Subject: RE: FTE 61-79 - Balance tube placement

The numbers I've seen for bigblock sizeed engines is about 36" from the
ports but the header design impacts on this quite a bit so this may very
well be the ultimate method since they do seem to agree :-) Most long tube
headers will put the collectors close to 36" from the ports :-) I'm going
to run right home and try this :-)

- --
Michigan, Pot Hole Jumping,
78 Bronco Loving, Gary
http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.thewowfactor.com/bigbroncos/detail.cfm?detailid=167
- --

> point where the paint burns or "bubbles" on the exhaust pipe.
> This usually
> results in placement being close to the headers or manifolds.
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Date: Wed, 01 Sep 1999 07:18:55 EDT
From: "Gerald Ash"
Subject: Re: FTE 61-79 - Just got a new (old) truck

You should know how to work on a truck or call the repair man being a Dodge
man.......just kidding..


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Subject: FTE 61-79 - Just got a new (old) truck
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I was just given a 1976 3/4 ton ford truck. It ran when It was parked
about 6 mo. ago. and I got it ot fire once, Now all I hear is a fast
clicking sound. The battery is charged. Is it the solenoid? Starter?
I am a died in the wool dodge fan so convert me here. I am planing on
making this truck a father/son project with my 13 year old son so I
will be comming here often for help
Grant

__________________________________________________
Do You Yahoo!?

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Date: Wed, 01 Sep 1999 07:43:18 -0400
From: Steve Schaefer
Subject: FTE 61-79 - Re: New truck, various questions.

>
>
> You wouldn't happen to be from the Lansdale, Pa area would you???
> Azie
> Ardmore, Al.
>

Azie,
No, I am not from Lansdale (although I think my neighbors probably wish I would move
there), I am from Erie Pa, up by the lake. I have been near there a couple times
this summer with the truck. Thanks for the answers, this is the first time for a
460 in a truck, I personally stick with my 400s in the trucks. I know the 400
probably would not hold up with the roll back and a car behind it on the lift.
Thanks again.

Steve S
77 F-250 extend cab (yellow/purple, barney)
76 F-350 soon to be rollback
A lot of other vehicles the neighbors just hate
http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.geocities.com/MotorCity/Shop/8663/

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Date: Wed, 1 Sep 1999 08:41:01 -0400
From: "Serian"
Subject: FTE 61-79 - Re: Wheel bolt patterns

> I measured all of them last night and found that there
> are two very standard sizes:

I dunno about the '60's vehicles, but I have discovered
three different sizes in the '70's/80's 5-lug pattern:

There is a small pattern used in mid-size cars and small
trucks (The rims from my 74 Montego or 77-79 Thunderbird
will fit on a 83-90 Ranger), a large pattern used in full-size cars
(76-79 LTD or Lincoln), and a different large pattern that fits
the F series and full size Bronco.


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Date: Wed, 1 Sep 1999 08:50:48 -0400
From: tfreeman murphyfarms.com
Subject: Re: FTE 61-79 - 427 Casting Numbers/ 330 HD

I agree...I'd have it sonic checked before I'd try it.

So the 330 is that much different? I am using a reverse 105 block for a 410
build I have going on. I've dry fitted all of my FE (352 stamping) parts on
that block including oil pump and distributor and everything works fine. I've
always been told the reverse 105 is an FT block.

Most Heavy Duty Truck engines have extra meat in the wall and extra webbing on
the mains for added strength and to make the block rebuildable. Like I said, I
don't know much about the 330 except the bore is unique. I assumed the rest was
a standard FE block. FT cranks will fit an FE block if you machine the snout.
The journals are the same. I believe it was Azie the said the racers used the
391 forged FT cranks that were ground to use in a race prepped FE.

The reverse 105 FT block has been bored by several to 428 specs. I wouldn't
even try with a standard 352 stamped block. I've considered doing this myself,
but will probably work with the 410.

- -Ted




That would be a .180" overbore!

FE and FT blocks had several different castings to accomodate the
various bore sizes.

The 330 was the only engine to use this block. Bore and stroke-
3.875X3.50 Also, Ft blocks used a larger oil pump shaft, which required
the use of a larger distributor housing, larger hole in the manifold,
and a larger hole in the block. The FT cranks had a larger snout(for
lack of a better word) and a thicker flywheel flange. You can use an FT
crank in an FE block, but you must turn down the crank snout and machine
the flywheel flange to the thinner FE size. Also, forged FT and 427
cranks are ten pounds heavier than a cast iron FE crank.

The 332, 352, 360, 390 and 410 used another casting. Bore and
stroke-4.00(332 and 352) and 4.05(360, 390 and 410)

The 406 used two blocks with a 4.13" bore and a 3.78" stroke. From it's
introduction in 1962 till July of '62, the 406 used two bolt mains. In
July of '62, the crossbolted block was introduced and used till about
July of '63. From 6/'63 till '64 the 406 used the two bolt block.

The 428 used another casting to accomodate it's larger bores of 4.13"
with a stroke of 3.98"

The 427 was a unique block because it had cross-bolted mains, notched
cylinders to accept the large valves, siamesed cylinders for strength,
and unique oiling systems. The 427 was introduced in July of 1963,
taking the 406's place on the race track.
In each case, a new block was required to accomodate the ever growing
bore sizes. Personally, I think anything over a .040 overbore should be
sonic checked for wall thickness, especially when trying to turn a
360/390 block into a 428.

Any questions?

Jason
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Date: Wed, 1 Sep 1999 09:24:11 -0400
From: "Peters, Gary (G.R.)"
Subject: RE: FTE 61-79 - Brakes (none)

The caliper hanging up can cause one pad to wear like this but before you
have this kind of destruction you must have heard a metalic grinding noise
when applying brakes??? I've destroyed many pads and a few calipers due to
lazyness but I knew for some time that they were totally shot without even
looking. Granted, once they start crunching is isn't very long before they
completely destruct, perhaps less than 100 miles if you are lucky. I
recenlty discovered that a bad wheel bearing can destroy the brakes too but
in this case it was 4x4 and the hub burned up before damaging the caliper
but the pads were worn at an angle and just starting to get to the metal on
one end. In this case there was no warning but the pads had not become bare
yet either.

On the older light ford trucks you can get several quality levels in rotors
and pads and the cheap, mexican or Indian, or Korean ones do not hold up for
beans. I've burned up quite a few myself but have had good luck with the
better ones made by Wagner, Federal Mogul and Borge Warner and premium
semi-metalic pads.

I always use anti-seize on the dove tail grooves and sliders on my brakes to
ensure they will always slide and have had very good results. Here are some
tips on this:

If you have pulling to one side or other in hard stops, adjust the rear drum
brakes

If this checks out, check the calipers to ensure the pistons are free and
the caliper is sliding as it should.

If it is still pulling you may have MC, proportioning valve or line problems
depending on the system you have or a pad or brake shoe may have been
contaminated with gear oil or other material causing it to be less effective
etc..

If you have no brakes when one or other axle goes out you may have neglected
to keep the rear brakes adjusted but in any case you will probably have to
pump the brake pedal to get any brakes when this happens. Most brake
systems are on a very narrow margin as to pedal travel so even small
descrepancies will cause the pedal to go nearly to the floor. Losing one
whole piston in the MC will certainly take up virtually all of the pedal
travel if you do not pump them.

- --
Michigan, Pot Hole Jumping,
78 Bronco Loving, Gary
http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.thewowfactor.com/bigbroncos/detail.cfm?detailid=167
- --

> father-in-law, Delvan) discovered that the left
> front calipar was destroyed, the inside brake
> pad was worn through past the rivits, and the
> inside rotor service was worn nearly clean
> through.
>
> All of the above brake parts had been replaced
> last year. I suspect the calipar jammed and
> caused all the damage. But after this long
> explanation of what happened, here's my questions.
>
> is a sudden loss of brake pressure? I thought
> that if I lost the front brakes the rear brakes
> would be forced to do all the work, instead like I
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Date: Wed, 1 Sep 1999 08:33:21 -0500
From: "Don Yerhot"
Subject: FTE 61-79 - Re:1974 351W 4bbl heads

All the 351W heads from 69 thru 74 were the same. They had slightly bigger
valves than the 75 and later heads. In 69 they had a 4 barrel engine, but
it's only difference was high compression flat top pistons. When you bolt
them on your 302 make sure that you use hardened washers on the head bolts.
The 302 uses 7/16, while the 351's were drilled for stronger and larger 1/2"
bolts. Good Luck!

DonY
65 F250-351W
74 F100-351W


that were given to me. I was told they wer 1974 351W 4 bbl heads. What
exactly does that mean? Is there anything special about them?>

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Date: Wed, 1 Sep 1999 09:33:28 -0400
From: am14 daimlerchrysler.com
Subject: FTE 61-79 - wheels

Gary writes: >> As to the redrilling thing, why not try using the front hubs
from the
lincoln on the truck and the rear axles as well and then I can ship you
some really nice wheels for it :-) Don't know if the front hubs have
the same bearing size and spacing or not but if they do......:-)
(assuming 2wd of course :-)) Heck, I might take a look at this myself
this weekend the then the wheels will not be available because I really
like them :-)

The Mark is long gone., Went to the crusher the day after I got the rear out of
it, so no front rotors/calipers etc. Besides, I have some pretty sharp chromed
steel wheels on it now. I don't know all the details yet, but I'm determined to
put rear disc brakes on it, so I'll be trying several options before I get the
job done, I'm sure.

Thanks for the offer though.

Azie
Ardmore, Al.


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Date: Wed, 1 Sep 1999 08:39:54 -0500
From: "William S. Hart"
Subject: RE: FTE 61-79 - 390 Power

> > It depends on what year it is, if its one of the last years
> > the exhaust on the 390's
> for instance,
> > may not reach all the claims, but it'll still be a heck of a lot more
> > powerful with headers on it ...
>
> I've seen dyno sheets published in magazines that put a 9.5 to 1 390
> with an iron intake and 750 4 bbl and a mild cam with headers at 355 HP
> and 435 lbs ft of torque at the flywheel.

Note, you said And headers ....


> Very close to a stock GT.

Whose GT ? what you just described sounds like a 390GT (maybe lower
compression) to me ...

> I've heard the argument about FE exhaust ports being weak over and over

Uhm...maybe I wasn't clear enough, I said exhaust, not exhaust ports,
meaning the log style manifolds ... there is no way those are good for flow
...


> again, but if you ever get the chance, just look at a 427 HR or
> tunnel-port head. They are capable of over 750 hp, and they have the
> same exhaust port as an early 390 head.

> I have said this for years, and I guess I'm just stubborn. The '61-'65
> FE (even a 352) NEVER had a breathing problem. You put a good cam that
> pushes it up into the 6500-7000 rpm range and a set of headers on one,
> and you find out that breathing isn't the issue at all.

There you go with the headers again ... and you're also talking early ones,
I think I was talking later ones (72+)

> Anyhow, a 340 HP 435 lbs. ft. engine in a truck, especially when it's
> all over the 1500-5500 range is going to be strong. I don't know what
> you have, but a late 60's 2bbl 9.5 to 1 390 made an honest 265 HP and
> 415 lbs ft. You likely fall in between somewhere.

Honest how ? rear wheels? crank ? Gross ? Net ? I don't think you can
call 265 Gross rated an "honest" horsepower rating, since you'll never see
that much umph while its in the truck ...


Just my $.02
wish

96 Mustang GT 4.6L
73ish F100 4x4 6.4L
http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.public.iastate.edu/~wish

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Date: Wed, 1 Sep 1999 09:46:40 -0400
From: am14 daimlerchrysler.com
Subject: FTE 61-79 - Vacuum

John LaG writes: >>It seems deisels don't develop vacuum properly for vacuum
assist or else it isn't usable for some reason.

Deisels don't develop vacuum at all I don't think. There is a butterfly to
control the amount of air that gets in, but for all practical purposes, I don't
think there is a vacuum.

Azie
Ardmore, Al.


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Date: Wed, 01 Sep 1999 09:49:25 -0400
From: James Oxley
Subject: Re: FTE 61-79 - Re:1974 351W 4bbl heads

Don Yerhot wrote:
>
> All the 351W heads from 69 thru 74 were the same. They had slightly bigger
> valves than the 75 and later heads. In 69 they had a 4 barrel engine, but
> it's only difference was high compression flat top pistons. When you bolt
> them on your 302 make sure that you use hardened washers on the head bolts.
> The 302 uses 7/16, while the 351's were drilled for stronger and larger 1/2"
> bolts. Good Luck!
>

Somebody makes a spacer for the head bolts when doing this swap. I
think Summit or Jeggs may have them.

OX
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Date: Wed, 1 Sep 1999 08:53:02 -0500
From: "William S. Hart"
Subject: RE: FTE 61-79 - 390 Oil Pressure

> When I start my truck in the morning I get really good oil pressure...
> about 40 lbs at idle, but when my truck warms up all the way it drops to
> 10 lbs. Someone at a parts store told me that there is a valve that
> opens and closes when the oil gets thicker/thinner to control the oil
> pressure. Is that true? Where is the little valve.
>

hmmm...the only thing I can think of would be the bypass on the oil pump
that keeps you from over pressurizing ... it has nothing to do with how warm
the oil is other than the fact that as the oil warms, it thins and this can
cause it to look like there's a valve opening up and pressure drops ...
really its just things thinning out ...


> btw the engine is a 390 with 4k miles on it, I already pulled the pan
> and put in new oil pump gaskets, while redoing my old pan gasket.
>

4,000 miles ? and you're having these problems ? I would suspect somehow
the mains aren't seated right, or are the wrong size ... this would allow a
large volume of oil to go through and cause the pressures to drop like you
say ...

Did you have the crank ground or anything when you rebuilt it ? how about
tolerances, did you go race spec on anything ? sounds like an issue of a
loose motor and standard oil pump ... a high volume pump might solve your
problem, but its kind of a band aid fix in that it doesn't really fix the
problem, just cover it up.


Just my $.02
wish

96 Mustang GT 4.6L
73ish F100 4x4 6.4L
http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.public.iastate.edu/~wish

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Date: Wed, 01 Sep 1999 09:54:12 -0400
From: James Oxley
Subject: FTE 61-79 - 73, closed knuckle 8 lug stuff

Hey all

Does anyone know if the spindles/hubs from a 73 F-250 4 X 4 (closed
knuckle) can be used on a 79 F-250?


Thanks

OX
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Date: Wed, 01 Sep 1999 09:55:59 -0400
From: James Oxley
Subject: Re: FTE 61-79 - Duraspark II for 390??

William S. Hart wrote:
>.. good luck finding the dist though .

That bad, hunh?? Did any car 390's ever use durapark.

OX
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Date: Wed, 1 Sep 1999 08:57:21 -0500
From: "William S. Hart"
Subject: RE: FTE 61-79 - Vacuum

> John LaG writes: >>It seems deisels don't develop vacuum
> properly for vacuum
> assist or else it isn't usable for some reason.
>
> Deisels don't develop vacuum at all I don't think. There is a
> butterfly to
> control the amount of air that gets in, but for all practical
> purposes, I don't
> think there is a vacuum.
>

This is kind of fascinating to me. My degree is in Ag engineering, but I
really haven't worked on diesels, just studied them in the books and then
went home and played with my truck ...

Anyway, isn't vacuum created by the air rushing past an orifice ? And don't
diesels need air ? I would think they would run on the same principles as
the car's vaccuum system, except maybe for the strength of the signal...that
is they would always have the same amount of vacuum, none of the spikes and
such that you get with a gas motor because you aren't controlling the air
flow in a diesel you're controlling the fuel flow, so letting off wouldn't
cause the vacuum spike that it would in a car because all the air the motor
needs would still be there ...

At any rate I'm not doin a very good job of explaining it, I hope someone
can straighten me out as to why a diesel doesnt' have any vaccuum ...

Just my $.02
wish

96 Mustang GT 4.6L
73ish F100 4x4 6.4L
http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.public.iastate.edu/~wish

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Date: Wed, 1 Sep 1999 09:59:06 -0400
From: am14 daimlerchrysler.com
Subject: FTE 61-79 - Vacuum operated OD

Gary writes: >>Is this the same vacuum operated version that was on the 49
fords? I
had one of those with a knob to operate it. Didn't work of course :-)

Wasn't that a 2 speed rear end???? Still made today, but the operation is now
elect.

He is talking about the 3 speed transmission, column mounted shifter, with
electrical OD from Borg Warner that was an option on Ford cars and trucks for
years. The trucks discontinued it after the '73 model year. Cars much earlier.
I have one in my shop. It appears to be a normal 3 speed except that it has a
governor on the drivers side and a solenoid on the right passenger side, both
angled downward at 45degrees or so. They were(are) great transmissions, but
would not take a lot of abuse/torque.

Azie
Ardmore, Al.


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Date: Wed, 1 Sep 1999 09:54:58 -0400
From: "Peters, Gary (G.R.)"
Subject: RE: FTE 61-79 - RE: Brake Bleeding, bounced again....

I believe I may have two for a 44 front end but they are buried. How soon
do you need them?

- --
Michigan, Pot Hole Jumping,
78 Bronco Loving, Gary
http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.thewowfactor.com/bigbroncos/detail.cfm?detailid=167
- --

> While I'm here does anyone have any Dana 44 1/2 ton drum brake backing
> plates? I need 4 of them cheap.
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Date: Wed, 1 Sep 1999 09:11:06 -0500
From: "William S. Hart"
Subject: RE: FTE 61-79 - Duraspark II for 390??

> William S. Hart wrote:
> >.. good luck finding the dist though .
>
> That bad, hunh?? Did any car 390's ever use durapark.
>

Nope, cars dropped the 390 in 69 if I remember right (Stangs did anyway),
and 76 is the last year for the trucks, so you are left with a 76 being the
only year, and pickups being the only models to choose from ...

You might be able to sweet talk your parts store and get them to take a
points dist. as a core on a duraspark dist.

Also I know we had a discussion that said you could buy all the parts (the
baseplate, vaned rotor (whatever that's called), and the pickup, and mount
all of them in a points distributor because they use all the same mounting
points, then you just have to worry about the wires comin out of it ...

I think there's an article on the site about what wiring you need to do on
the truck side to get things to work.

Just my $.02
wish

96 Mustang GT 4.6L
73ish F100 4x4 6.4L
http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.public.iastate.edu/~wish

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Date: Wed, 01 Sep 1999 09:24:04 -0500
From: "Brian C Nyman"
Subject: FTE 61-79 - Horses For 390 ?

Having a vested interest in this motor myself, I have found a site that offers
all the HP ratings for all Ford motors - Ford Truck Workshop :
http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.wrljet.com/engines/ .

Here's what they have for the stock FE 390 engines

'63-'71 390 ~265 4400 2V 9.5:1 Regular fuel
'64-'67 390 270 4400 2V 9.5:1
'67-'69 390 280 4400 2V 10.5:1 Premium fuel
'68-'74 390 2V FE
'61-'63 390 300 3600 4V 9.6:1
'62 390 375 6000 4V 10.6:1 High Performance
'62-'66 390 330 5000 4V 10.5:1 Police Interceptor
'64-'65 390 300 4600 4V 10.1:1
'66 390 335 4800 4V 10.5:1 GT
'66-'68 390 315 4600 4V 10.5:1
'67, '69 390 320 4800 4V 10.5:1 GT
'68 390 325 4800 4V 10.5:1 GT
'62-'63 390 401 6000 6V 10.5:1 High Performance


Brian Nyman
Allina Health Systems Provider Support
bnyman allina.com
612-775-1537

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Date: Wed, 01 Sep 1999 09:31:00 CDT
From: "Daniel Hansen"
Subject: FTE 61-79 - How much horsepower for a 390??

I also forgot to tell u guys i do have hedman headers on my pick-up and i
also have a bigger cam, i don't remember what size it is but the rpm's are
from 2-5 so that is pretty good.

Endroman

______________________________________________________
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Date: Wed, 01 Sep 1999 08:04:18 -0700
From: "James A. Doty"
Subject: Re: FTE 61-79 - Brakes (none)

Hi Gary:

Thanks for the message.

I knew there was a problem with the brake on the left front, and had actually
set aside time that day to remove it for inspection. In fact that was what I
was
heading home to do when it failed. After I got the van stopped in front of the
C-Store I sat there with the engine running and repeatedly pumped the brake
pedal. I didn't get anything at all for pressure. The rear brakes where
replaced
last year when I did the fronts and they seem to be working, but I'll have them
checked again to make sure.

Currently there is a little pull to the right when I brake hard. I don't know
for
sure but could that be caused by the pads likely coming from different
manufacturers?
Also the fronts were semi-metallic. I'll call my father-in-law later to varify
that he replaced
the left front pads with semi-metallic.

Thanks again for your message.

James A. Doty
dotyj earthlink.net

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Date: Wed, 1 Sep 1999 10:55:57 -0400
From: am14 daimlerchrysler.com
Subject: FTE 61-79 - FE dist

OX writes: >>OK, next question. Any reason a 76, 390 distr won't work in a 69
390
block?

Nope !!! No reason any FE dist won't work in any other FE. I've mixed and
matched them about every way you can think of. My favorite is to equip earlier
versions with the '76 360 Duraspark unit for a much better ignition system free
of points.

Azie
Ardmore, Al.


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Date: Wed, 01 Sep 1999 08:03:30 -0700
From: Tim Bowman
Subject: FTE 61-79 - Re: Just got a new (old) truck

I just fixed my daughter's 68 F100 with the same symptoms. The first
problem was that the water level in the battery was below the plates and
after filling them and recharging the battery all day, the clicking was
still there. I bridged the solenoid and received a big spark so I
pulled the starter and found it was significantly shorted internally. I
replaced the starter and all is fine.

That was my experience. Hope it helps.

Tim Bowman
Burien, WA
71 F100



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Date: Wed, 1 Sep 1999 10:59:09 -0400
From: am14 daimlerchrysler.com
Subject: FTE 61-79 - 330

Brian K. writes: >>Jason do you know the stroke of the 330 and where did you
find the
information.

Not Jason, but it has to be 3.5"

Azie
Ardmore, Al.


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Date: Wed, 1 Sep 1999 11:03:37 -0400
From: am14 daimlerchrysler.com
Subject: FTE 61-79 - Squarebore/spreadbore

Darrell writes: >>I take it Im lucky that my 460 came as a square bore?

Actually I prefer the spreadbore, but I have running engines right now - one
with each of them. The spreadbore gets just a bit better mileage and is much
more responsive at low rpm. The low end responsiveness is what makes me like it
better - not the bit of extra mileage.

Azie
Ardmore, Al


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Date: Wed, 1 Sep 1999 10:31:37 -0400
From: "Peters, Gary (G.R.)"
Subject: RE: FTE 61-79 - Power Brakes, Hydro :-)

I don't know the names off hand but they adversise in all the classic truck
magazines including Truckin, Custom Classic Trucks, Clsssic Trucks etc..
There are several companies who specialize in this.

- --
Michigan, Pot Hole Jumping,
78 Bronco Loving, Gary
http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.thewowfactor.com/bigbroncos/detail.cfm?detailid=167
- --

> Were do you find Classic truck retrofit AC?
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Date: Wed, 1 Sep 1999 08:08:32 -0700
From: "Bill Beyer"
Subject: Re: FTE 61-79 - 1974 351W 4bbl heads

The older (pre 76) 351W heads did have larger valves than the newer ones but
I've never heard of them being referred to as 4V. The only heads I've seen
differentiated by carb size are the Cleveland heads.

"If you can't dazzle them with brilliance, riddle them with bullets"

- -----Original Message-----
From: James Holland
To: 61-79-list ford-trucks.com
Date: Tuesday, August 31, 1999 8:21 PM
Subject: FTE 61-79 - 1974 351W 4bbl heads


>Hello everyone,
> You'll have to excuse the literally challenged. I have set of heads
>that were given to me. I was told they wer 1974 351W 4 bbl heads. What
>exactly does that mean? Is there anything special about them? I've
already
>had them machined (i.e. magnafluxed, freeze out plugs, valves) and plan to
>install them on my 1968 302 in my 67 F100. Then engine is from a Mustang.
>All I have left to buy are the Rocker arms. I want to use Crane Cams
>extruded aluminum roller rockers for 351W but any ideas from this group are
>appreciated.



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Date: Wed, 1 Sep 1999 11:07:02 -0400
From: am14 daimlerchrysler.com
Subject: FTE 61-79 - Vacuum

Correction ! ! ! !

John LaG writes: >>It seems deisels don't develop vacuum properly for vacuum
assist or else it isn't usable for some reason.

Forget this... Diesels don't have butterflys. The intake is basically open to
the atmosphere through a filter only.... Can I blame this on old age???

Deisels don't develop vacuum at all I don't think. There is a butterfly to
control the amount of air that gets in, but for all practical purposes, I don't
think there is a vacuum.

Azie
Ardmore, Al.


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Date: Wed, 1 Sep 1999 10:39:40 -0400
From: "Peters, Gary (G.R.)"
Subject: RE: FTE 61-79 - 390 Oil Pressure

I'm not an FE man but I know of no little valve that is affected by temp or
oil thickness except the pressure relief valve which is operated strictly by
pressure which is, of course, affected by temperature. In no case would
this valve operate due to thin oil but thin oil typically produces less
pressure so the gauge would register this change. The valve should only
operate in case of "Over pressure", above 80 psi or so.

Low pressure after warm up is normal so long as there is pressure at idle
and it increases at speed to 40 or more psi. With only 4k miles on it, if
you have less than 40# at 60, I would question the ability of the person who
rebuilt your engine :-(

- --
Michigan, Pot Hole Jumping,
78 Bronco Loving, Gary
http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.thewowfactor.com/bigbroncos/detail.cfm?detailid=167
- --


> -----Original Message-----
> From: Matthew Schumacher [mailto:schu 7x.com]
> Sent: 08/31/1999 10:03 PM
> To: 61-79-list ford-trucks.com
> Subject: FTE 61-79 - 390 Oil Pressure
>
>
> All,
>
> When I start my truck in the morning I get really good oil pressure...
> about 40 lbs at idle, but when my truck warms up all the way
> it drops to
> 10 lbs. Someone at a parts store told me that there is a valve that
> opens and closes when the oil gets thicker/thinner to control the oil
> pressure. Is that true? Where is the little valve.
>
> btw the engine is a 390 with 4k miles on it, I already pulled the pan
> and put in new oil pump gaskets, while redoing my old pan gasket.
>
> Thanks for any help you can send.
>
> schu
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Date: Wed, 1 Sep 1999 10:43:07 -0400
From: "Peters, Gary (G.R.)"
Subject: RE: FTE 61-79 - 460 Carb Change

Power is in the eye of the beholder. There is WOT power for racing and
there is "throttle response" for city and towing and high torque/low rpm for
this as well. The carter or edelbrock should fill the bill if you don't
over carb. 600 - 750 cfm, vacuum secondaries are recommended for this
application most often.

- --
Michigan, Pot Hole Jumping,
78 Bronco Loving, Gary
http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.thewowfactor.com/bigbroncos/detail.cfm?detailid=167
- --

> Yep, it's a square bore.
>
> Looking mostly for power. I pull an 8000lb camper with it and an
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Date: Wed, 1 Sep 1999 11:26:19 -0400
From: am14 daimlerchrysler.com
Subject: FTE 61-79 - oil pressure

Matt writes: >>When I start my truck in the morning I get really good oil
pressure...
about 40 lbs at idle, but when my truck warms up all the way it drops to
10 lbs.

Is that at idle??? What is your pressure at 2000 or so rpm's after the truck
gets to normal operating temp??? This is where it counts...

Azie
Ardmore, Al.


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Date: Wed, 1 Sep 1999 11:36:47 -0400
From: am14 daimlerchrysler.com
Subject: FTE 61-79 - Move

William B. writes: >>since my former job of 18 years with Fleming Companies was
erased from a corporate spreadsheet.

Would that be the same Co. that has locations in N. Carolina.. A daughter of an
old Army buddy did work for some Co. in N. Carolina that was Fleming something
or another...

Congrats on your new job... Hope it all works out for you... My home town has
all of 3500 folks in it, so I can't relate to 250000.... Where I work has
approx that many folk, but it "Ain't for me". if you know what I mean.

Azie
Ardmore, Al.


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Date: Wed, 1 Sep 1999 10:50:42 -0400
From: "Peters, Gary (G.R.)"
Subject: RE: FTE 61-79 - Vacuum

If there is no butterfly then there is no vacuum but if there is a butterfly
there must be vacuum because the pistons will create it on the intake
stroke. With no butterfly there is no restriction to create a vacuum. Gas
engines, even at high revs produce no vacuum at WOT (to speak of anyway) due
to this.

I've never looked at a diesel engine so don't know but can't imagine not
having some method of controling the air flow without seriously messing with
the mixture. Diesels are affected by lean mixtures too, I'm sure??

I do know for a fact that they produce no significant engine braking when
the throttle is released for some reason and have exhuast valves to produce
this which is the loud noise you hear as they approach a stop light etc..

- --
Michigan, Pot Hole Jumping,
78 Bronco Loving, Gary
http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.thewowfactor.com/bigbroncos/detail.cfm?detailid=167
- --

> Anyway, isn't vacuum created by the air rushing past an
> orifice ? And don't
> diesels need air ? I would think they would run on the same
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Date: Wed, 1 Sep 1999 11:48:00 -0400
From: am14 daimlerchrysler.com
Subject: FTE 61-79 - Convert

Grant E. writes: >>
I was just given a 1976 3/4 ton ford truck. It ran when It was parked
about 6 mo. ago. and I got it ot fire once, Now all I hear is a fast
clicking sound. The battery is charged. Is it the solenoid? Starter?
I am a died in the wool dodge fan so convert me here. I am planing on
making this truck a father/son project with my 13 year old son so I
will be comming here often for help

Congrats on the "gift". I know you say you have a charged battery, but you
aren't getting it through to the relay(called solenoid, by some) mounted right
by the battery on the inner fenderwell.. When that bugger clicks, it is due to
lack of current, or a dead short between it and the starter or in the starter..
Check all your connections. A mechanical connection does not mean an electrical
connection. Make sure you have a Good freshly charged battery, then clean every
connection really good.. Take a battery from a known starting/running vehicle
if you must. I'd try that 1st.
My Son and I still work together quite a bit and he is 34 years old. We still
"Bond" this way.
Good luck.
Azie
Ardmore, Al.


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Date: Wed, 1 Sep 1999 11:45:04 -0400
From: David Henderson
Subject: FTE 61-79 - Diesels

List members:

Diesels do not produce any vacuum useful for external periphenalia. All of the
vacuum actuated periphenalia get their vacuum from a vacuum pump (which is not
cheap, ask me how I know). On my 1989 F-250 with a 7.3 that I owned prior to
returning to school, the only lines entering the heads were from the fuel pump,
direct injection. The intake was very simple, just air from the air filter
passing into the head, most likely pulled by cylinder vacuum. Remember that a
diesel combusts fuel by using heated fuel that is directly injected into the
cylinder as a fine mist and then compressing the fuel until it combusts (I
cannot remember the name of the law, but energy can be expressed by pressure and
volume). It was an interesting system. I would have to look at my Haynes
manual at home in order to be more specific on the system vacuum and I know
that this is really quite a vague explanation. If anyone is interested, e-mail
me off list and I will respond on the list. Thanks!!

Dave H

PS If your vacuum pump goes out, you do not have any brakes. Ask me how I know
that...

- --
_
_| ~~. David Henderson
\, _} DHenders VT.Edu
\( Gig 'em Aggies! '93

Currently at:
Interdepartmental Genetics Program
2010 Litton Reaves Hall
Virginia Polytechnic Institute and State University
Blacksburg, VA 24061
(540)231-4773
(540)231-5014
DHenders VT.Edu
http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.dasc.vt.edu/henderson/dhenderson.html
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Date: Wed, 1 Sep 1999 11:01:07 -0500
From: "William S. Hart"
Subject: RE: FTE 61-79 - Vacuum

> If there is no butterfly then there is no vacuum but if there is
> a butterfly
> there must be vacuum because the pistons will create it on the intake
> stroke. With no butterfly there is no restriction to create a
> vacuum. Gas
> engines, even at high revs produce no vacuum at WOT (to speak of
> anyway) due
> to this.
>



> I've never looked at a diesel engine so don't know but can't imagine not
> having some method of controling the air flow without seriously
> messing with
> the mixture. Diesels are affected by lean mixtures too, I'm sure??
>

Diesels are affected by their fuel flow, not their air flow like a gasoline
motor. When you step on the "gas" pedal on a diesel, you are causing it to
richen the mixture to accelerate the engine ... similar to a gas motor, but
not the same becaue its the fuel that is controlled directly, not the air
... its easier to look at a fuel injected gas motor and compare that with a
diesel ... in the gas motor you are controlling the air flow, the throttle
body opens and closes to restrict the air, then the computer decides how
much fuel to let in to keep the mixture right ... On the diesel side,
things work the other way, you control the fuel injected into the cylinder
... what happens is the fuel is injected just before the combustion happens,
this way you regulate the amount of "burn time" and such by the amount of
fuel injected ... if you increase the burn time, the motor will speed up
until it uses all the fuel available, decrease the burn time, it will slow
down til its using everything available.

I know they don't always use butterflies in the system for diesels because
that used to be a problem, tip over a tractor with an oil bath air filter
... what happens ? Oil spill out of the filter into the motor ... wow,
more fuel to burn ...motor revs til it blows!


I still contend that some vacuum is created by the flow past an orifice, so
there should be some vaccuum, but maybe its just not enough ?

Just my $.02
wish

96 Mustang GT 4.6L
73ish F100 4x4 6.4L
http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.public.iastate.edu/~wish

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Date: Wed, 1 Sep 1999 12:09:46 -0400
From: am14 daimlerchrysler.com
Subject: FTE 61-79 - FE breathing

Mr Ballinger: I just read your very fine post concerning the breathing of the
FE's and I find myself in nearly complete agreement. I differ only in that I
think that with the stock car/truck manifolds (not the HP 390's/406's and 427's
with the Shortie cast iron headers) the FE was somewhat restricted in breathing.
Put a good set of headers on the FE with 7/8th primary tubes and 30" collectors
and see what a noticeable difference it makes!!!! I always tried to get rid of
the factory manifolds if possible, but your post brings to mind almost exactly
my thoughts about the early years of "Performance" cars.

Azie
Ardmore, Al.


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Date: Wed, 01 Sep 1999 09:43:03 -0700
From: Don Grossman
Subject: Re: FTE 61-79 - RE: Bolt patterns, wheels & Heads

pdesanto Cinergy.com wrote:

> Date: Tue, 31 Aug 1999 08:33:20 -0700
> From: Don Grossman
> Subject: Re: FTE 61-79 - Wheel bolt patterns
>
> All -100's of that era used the 5 on 5 -1/2 bolt pattern. if anyone has a
> 57-96 F-100 or F-150 with a different bolt pattern someone along the line
> swapped out the axles or complete rear end.
> - --
> Don Grossman
>
> Don- I have an all original 81 F-100, 4x2. It has the car 4 1/2" bolt
> pattern on it. I was told the 80 to 82 ( I think ) F-100's had the small
> pattern; but the F-150's had the larger pattern. Phil

Well that's a new one to me. I was under the impression that the F-100 was
killed in 77 to get around emissions standards. Are there any other
differences between the 80-82 F-100 and the F-150 that we should know about.

It must be time for me to switch to Scouts or something where I know
everything will be screwed up ;)

- --
Don Grossman
duckdon pacific.net
99 Contour
63 F-100 4x4
43 GPW


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Date: Wed, 01 Sep 1999 10:15:48 -0700
From: Don Grossman
Subject: Re: FTE 61-79 - 73, closed knuckle 8 lug stuff

James Oxley wrote:

> Hey all
>
> Does anyone know if the spindles/hubs from a 73 F-250 4 X 4 (closed
> knuckle) can be used on a 79 F-250?
>
> Thanks
>
> OX

If I remember right the 73 would be drum brakes and the 79 are disks. The
spindles use a different pattern to bolt to the knuckle. also the wheel
hubs are different between disk and drum Some of the 79 F-250 were also
Dana 60 fronts which also adds some more confusion


- --
Don Grossman
duckdon pacific.net
99 Contour
63 F-100 4x4
43 GPW


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Date: Wed, 01 Sep 1999 10:18:40 -0700
From: Don Grossman
Subject: Re: FTE 61-79 - Duraspark II for 390??

James Oxley wrote:

> William S. Hart wrote:
> >.. good luck finding the dist though .
>
> That bad, hunh?? Did any car 390's ever use durapark.
>
> OX

The core charge for a 76 Duraspark FE distributor should only be about
$30-$40.

- --
Don Grossman
duckdon pacific.net
99 Contour
63 F-100 4x4
43 GPW


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Date: Wed, 01 Sep 1999 11:16:17 -0700
From: "J.S.H."
Subject: FTE 61-79 - Nasty little button

> Very cool to find out that there is a little button that
> releases the knob.

>When they work :-( I've found them to be about 50/50 :-( I finally >got a 3' crow bar out and popped the one in the lincoln after tearing >up my fingers trying to operate that stupid pin :-(

On my 84 the light switch has pin to remove the stem/knob combo,
it also has a litle clip on the back of the knob to remove it from
the stem(like the wiper switch).The stem on the 84 looks identical to
the one in my 76.Next time I'm at the wrecking yard I'm going to grab
the stem out of a later model and try it in my 76 the next time the dash
is apart.
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Date: Wed, 1 Sep 1999 13:31:51 -0500
From: JOHN E DOLSON
Subject: FTE 61-79 - 390 oil pressure

When I start my truck in the morning I get really good oil pressure...
about 40 lbs at idle, but when my truck warms up all the way it drops to
10 lbs. Someone at a parts store told me that there is a valve that
opens and closes when the oil gets thicker/thinner to control the oil
pressure. Is that true? Where is the little valve.


Your oil pressure seems fine to me, just about what it should be. In my
opinion oil pressure is somewhat overrated. After your engine warms up
and gets everything coated in oil it really doesn't need more than 7-10
psi of oil pressure. Yes, this valve does exist , it is inside the oil
pump, however on the 390 it is not adjustable.

John Dolson
Jefferson City, MO
1976 F150 Ranger XLT

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Date: Wed, 1 Sep 1999 12:47:05 -0700
From: "Danger"
Subject: Re: FTE 61-79 - FE breathing

> Put a good set of headers on the FE with 7/8th primary tubes and 30"
collectors
> and see what a noticeable difference it makes!!!! I always tried to get
rid of
> the factory manifolds if possible, but your post brings to mind almost
exactly
> my thoughts about the early years of "Performance" cars.
>
> Azie
.........

You mean 1 7/8", don't you?

I've noticed changes in engine braking (T-18) when converting 390 4bbl
with stock exhaust system into a full length header with high flow muffler.
It sure is nice to let off of the gas and not be thrown forwards.


Danger

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Date: Wed, 1 Sep 1999 13:52:43 -0500
From: "William S. Hart"
Subject: RE: FTE 61-79 - 390 oil pressure

> Your oil pressure seems fine to me, just about what it should be. In my
> opinion oil pressure is somewhat overrated.

OKay, now I start takin issue with some of what has been said here ...


> After your engine warms up
> and gets everything coated in oil it really doesn't need more than 7-10
> psi of oil pressure.

Okay, but that doesn't mean more isn't better does it ? really in my
experience oil pressure is an indication of how good the motor is .. if it
won't hold pressure down on the low side, then its likely a bit worn ... the
only car I've ever run across as a possible exception was my 82GT and that
was just a different animal all together, it took it close to 10 minutes of
low idle before the pressure would get down to the LOW side of things, only
ever saw it do that once, and that was idling waiting for food at a drive
through ...all the other times I've seen oil pressure down its been one of 2
htings 1) bad sending unit. 2) worn motor.


> Yes, this valve does exist , it is inside the oil
> pump, however on the 390 it is not adjustable.
>

Really ? Is this some sort of thermal switch on this? or are you simply
referring to the pressure relief valve ? A thermal type of switch would
blow me away as I've never even seen a reference to one of these... most of
what you see as the motor warms up is the oil changing from thick to thin
... it can be quite dramatic (try putting a bottle of oil wiht a bubble at
the top in the freezer sometime ... pretty cool stuff, do this with several
different oils and see what happens .... hmmm..did I just come up with my
own idea for a multi-media display ....

Just my $.02
wish

96 Mustang GT 4.6L
73ish F100 4x4 6.4L
http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.public.iastate.edu/~wish

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Date: Wed, 01 Sep 1999 13:52:07 -0500
From: "John LaGrone"
Subject: FTE 61-79 - Brakes (none)

>> Any ideas as to what caused this problem with
braking would really be appreciated.

Thanks.

James A. Doty

Stuck proportioning valve is my guess. My right side front wears out faster
than the left side does. I'm pretty sure that is where my problem lies.

- -- John
jlagrone ford-trucks.com
1979 F150 Custom LWB Regular Cab 351M C6 (Henry)
http://www.ford-trucks.com/jlagrone/henry.home.htm
Dearborn iron rules!!!!
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Date: Wed, 01 Sep 1999 12:01:06 PDT
From: "MARTY COLMAN"
Subject: FTE 61-79 - flooded hot restarts

I just changed the 390 in my 73 F100 from a 2v over to a used Edelbrock
600cfm with a stock cast manifold. Now when the motor is hot it seems to
purculate (sp?) after I shut it off, it's flooded when I go to restart. Not
too bad, but I do have to hold it to the floor and crank for a few seconds.
This is very frustrating and not good for the motor.

I do have a 1 inch spacer between manifold and carb, but the only one I
could find was a solid aluminum one (not too many choices in rural South
Dakota). And besides that I had to pay $35 for it, needless to say I was
not too thrilled with it, but I was in a pinch. I know the plastic ones do
help some with heat transfer (which the FEs have trouble with), but will
that cure it? Could it be some adjustment? I don't want to have to go get
another one, SWMBO already flipped out "Thirty-five dollars for that chunk
of metal?!" - not cool. But if I need a new one, that's what I'll have to
get.

It also seemed to run a little rough around 1200-2000 rpm (I noticed it in
neutral) like it had a miss or was flooding a little, but give it some more
throttle and it came right out of it. Are these two things related? Any
thoughts?

Marty Colman

______________________________________________________
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Date: Wed, 01 Sep 1999 15:03:53 -0400
From: James Oxley
Subject: Re: FTE 61-79 - 73, closed knuckle 8 lug stuff

Don Grossman wrote:
>
> James Oxley wrote:
>
> > Hey all
> >
> > Does anyone know if the spindles/hubs from a 73 F-250 4 X 4 (closed
> > knuckle) can be used on a 79 F-250?
> >
> > Thanks
> >
> > OX
>
> If I remember right the 73 would be drum brakes and the 79 are disks. The
> spindles use a different pattern to bolt to the knuckle. also the wheel
> hubs are different between disk and drum Some of the 79 F-250 were also
> Dana 60 fronts which also adds some more confusion
>

OK, that explains why the whole setup is still there then as it is
drum brakes. If anyone is interested, there is an almost complete 73,
F250 4 X 4 at Dave and Shorties (in Eastern Pa). It has a 360 in it
also. They don't sell whole trucks, but if your looking for something.
I think it was 4 spd.
OX
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Date: Wed, 01 Sep 1999 19:06:47 EDT
From: "Gerald Ash"
Subject: Re: FTE 61-79 - 390 oil pressure

I have to agree also. Years and years ago I purchased and installed a high
pressure oil pump on moms 327 family wagon. The bearings went down in
10,000 miles. Chevy told my dad that it was due to the high oil pressure
washing the bearing surfaces away. I know that they have come a long way
with oil and metal but always pressure causes heat. Fill-er-up with Mobile
One and a Ford Filter and don't worry unless the valves or rather lifters
tap.
My thoughts.......now stone me....ha
GA


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