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Date: Sat, 20 Dec 1997 03:50:26 -0700 (MST)
From: owner-fordtrucks61-79-digest ListService.net (fordtrucks61-79-digest)
To: fordtrucks61-79-digest ListService.net
Subject: fordtrucks61-79-digest V1 #393
Reply-To: fordtrucks61-79 ListService.net
Sender: owner-fordtrucks61-79-digest ListService.net


fordtrucks61-79-digest Saturday, December 20 1997 Volume 01 : Number 393



=======================================================================
Ford Truck Enthusiasts - 1961-1979 Trucks Digest
Visit our web site: http://www.ford-trucks.com/
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To unsubscribe, send email to:
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with the word "unsubscribe" in the body of the message. For help, send
email to the same address with the word "help" in the body of the
message.
=======================================================================
In this issue:

Re: re re thanks group ["Deacon" ]
RE: URGENT!!!PLEASE HELP!! [mcat epix.net]
Re: FW: Turn signals ["Gary, 78 BBB" ]
428 Fm 360 [am14 chrysler.com]
Re: 428 Fm 360 [marko helix.net (marko maryniak)]
URGENT HELP PLEASE #3 [marko helix.net (marko maryniak)]
Limited Slip Questions [Tyler Abbott ]
Missing at 2-3000rpm [al.giordano ametek.com]
Re: Limited Slip Questions [danadeb pacbell.net]
RE: Limited Slip Questions [Sleddog ]
RE: 428 Fm 360 [Sleddog ]
Re: Dana 44 ball joints ["Bill Beyer" ]
Noise on take-off ["J. A. Knapper" ]
Re: Motorcraft Carbs ["Dale and Donna Carmine" ]
Wiring diagram for 64 f100 ["Tim McKane" ]
Re: Limited Slip Questions []
RE: URGENT!!!PLEASE HELP!! [Steve & Rockette ]
Re: URGENT HELP PLEASE #3 [Steve & Rockette ]
big thank you and odds-ends [marko ]
Re: big thank you and odds-ends [marko ]

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

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

Date: Fri, 19 Dec 1997 02:59:21 -0800
From: "Deacon"
Subject: Re: re re thanks group

> maybe I should have said: "I was sitting in my 53 f-100 meditating as
> I've just finished wading through several digests (on another list) of
> "Ford" comments, opinions, diatribes, episitles, flames, burnouts,
> epithets and a generous helping of b.s. All over the definition
> of....."

That would have really got you in trouble. Wrong list for a '53. :)
That must have been one hell of an ignition upgrade in your '53 if it
gets you Internet access! Who's your ISP?

> at least the flames seem to come with a sense of humor here.

Kens the only one that flames for content around here! The rest of us
are just having a good time. Besides, Dana's the last person you need to
worry about flaming you. That boy's always in too good a mood to flame
anyone (personally, I think he's one of those do gooder Eagle Scout types).
:)
Later!

PS. I was just, kind of, joking about Ken flaming for content, kind of,,, a
little,,, sort of. :)


Deacon Blues deconblu gte.net
================================================
Visit The Deacon Blues Homepage
http://www.ford-trucks.com//lc/lc.php?action=do&link=http://home1.gte.net/deconblu/
http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.dragonfire.net/~site/tbirdknights/

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

Date: Fri, 19 Dec 97 06:24:06 PST
From: mcat epix.net
Subject: RE: URGENT!!!PLEASE HELP!!

Marko,
Buy it! The 410 was a great engine, the crank is the same as the
428, I belive the block can be bored to 4.13 with no problem. You will
have to balance the internals which is no problem for a good shop. The
valve covers are unique to the merc They are simalar to the 427 pent roofs
but were stamped with the merc logo. Not to often seen but they came
painted and chromed
Garry
- --- On Fri, 19 Dec 1997 00:48:02 -0800 marko wrote:

>Okay, here goes.
>
>Got me a line on a 66 mercury stationwagon with functional 410 mercury,
>original "marauder" sticker on air cleaner. I'll be rebuilding if I buy.

>
>The 410 afaik has a 428 crank and 390-sized (4.05") bore. Can it be
safely
>bored to 4.13" (428 size?)
>
>The 410 heads are basically the same as 352/390 heads. Aren't they?
Then
>why are the rocker covers taller? BTW they have "mercury" stamped into
them
>instead of "power by Ford". COOL!!!!!
>
>This 410 has a funny looking 4 barrel carburetor on it. The whole
>venturi/float bowl setup is one piece cast. The whole top (covers of
both
>float bowls) come off in one piece. Carburetor looks like it was hewn
out
>of a brick of pot metal, know what I mean? There is a FOMOCO tag on it.
>The choke heater is in the very rear, it looks like. The choke covers
the
>front 2 barrels. Is this an Autolite 4100? Is this a good carburetor?
>
>I know the 410 uses Detroit balance. I intend to internally balance the
>crank assy. If I do that, can I take my 360 flywheel, balance it, and use
>it? (cos the wagon's an automatic and the truck is a standard).
>
>What are the power ratings for a 410? Does it perform substantially better
>than the 390? Is it a sleeper or a slug?
>
>Finally, does $400 Canadian sound like too much to pay (the motor runs, no
>water in the oil and not too noisy, 160 thoumi and never been opened but sat
>a coupla years) and does anybody want a 66 mercury stationwagon with some
>rust and no engine?
>
>
>cheers, please reply SOON as I have to make arrangements FRIDAY.
>
>
>Thanks!
>
>marko 8^0
>
>+-------------- Ford Truck Enthusiasts - 1961 thru 1979 --------------+
>| Send posts to fordtrucks61-79 listservice.net, |
>| List removal information is on the web site. |
>+---------- Visit Our Web Site: http://www.ford-trucks.com/ ----------+
>

- -----------------End of Original Message-----------------


~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
Name: Garry
E-mail: mcat epix.net
Date: 12/19/97 Time: 6:24:06 AM

427 Fe powered 56 F-100 Wild by design
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

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

Date: Fri, 19 Dec 1997 08:08:40 +0000
From: "Gary, 78 BBB"
Subject: Re: FW: Turn signals

> From: "Hogan, Tom"
> Subject: FW: Turn signals
> Date: Thu, 18 Dec 1997 16:39:18 -0800

> > >Au contrair Mon Ami. Ford DOES still carry the turn signal
> > >switches. About $80.00 each for a 76 and I believe that if they
> > >have a 76 they should have a 78. Strange coincidence that I'm
> > >planning on changing mine now isn't it? I've done it once. Not
> > >difficult but it is a
> > pain.

Yeah, the older ones you had to take the plug apart but the 78 has a
hole in the back of the cast doflingy on the column just the right
size for the whole dang thing to slip through intact!! Why do I love
my 78, let me..........................

Anyway, last night I came to the conclusion that since the blue wire
which powers the signals with ign sw on is providing power to the
switch in neutral but push it to either side and there is no power to
that circuit anywhere so something's broken or missing in the switch
itself. I can turn the ign sw on and jump the hot to any of the
lights in the switch and they work so it's got to be in the switch
itself. In just a few minutes I'm going to start calling around :-(

I spent an unbelievable amount of time determining all this because
everywhere I touched I was getting all kinds of power except when the
switch was moved to one side or the other??? I kept going back to
see if I was missing the big picture :-(

The other thing that kept throwing me off was the fact that sometimes
it wasn't getting a good connection at the plug. I finally
satisfied myself I had good connections all around and gave up :-(

My wife doesn't think I should be spending almost as much on a truck
that doesn't have air, makes lots of noise and gets poor mileage as I
am on her T-Bird and then have to work on it when I should be taking
her shopping etc.. Women, they just don't understand the important
things! :-)

Michigan Pot Hole Jumpin Bronco lover, -- Gary --

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

Date: Fri, 19 Dec 1997 14:28:47 -0500
From: am14 chrysler.com
Subject: 428 Fm 360

Jeff: It can be done, if the 360 will bore to 4.130'. I've bored some
of the '60s versions of 390s out to become 406, which is the same bore
(4.130). I've also bored a few into the water jacket trying this. Not
all will bore this far. Once you determine that it will bore to the
4.130 then you have a balance difference you must take care of. The
428 and the 410 are balanced externally (weights on the flywheel and
the vibration damper).. If you can find a 428/410 flywheel and
vibration damper, crankshaft and pistons you are homefree.

>>I have a spare 360 FE engine out of a 1968 F-100 that I would like to
convert
to a 428. I'll be putting in my '69 F-100 4x4, and really want some low
end
power. I have some parts already (Edelbrock performer manifold and carb,
Mallory distributor, etc.) Anybody know (or knows somebody who knows)
what I'm
getting into?

Good luck.

Azie

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

Date: Fri, 19 Dec 1997 11:39:15 -0800
From: marko helix.net (marko maryniak)
Subject: Re: 428 Fm 360

>Jeff: It can be done, if the 360 will bore to 4.130'. I've bored some
>of the '60s versions of 390s out to become 406, which is the same bore
>(4.130). I've also bored a few into the water jacket trying this. Not
>all will bore this far. Once you determine that it will bore to the
>4.130 then you have a balance difference you must take care of. The
>428 and the 410 are balanced externally (weights on the flywheel and
>the vibration damper).. If you can find a 428/410 flywheel and
>vibration damper, crankshaft and pistons you are homefree.

Remember that you have to have a matched set-damper, crank, pistons and
flywheel, all detroit balanced as an assembly. Or, you can take your 428
crank/piston assembly and have it internally balanced, then put a neutral
balance flywheel (i.e. your 360 one, properly re-balanced) and damper on it.


marko in vancouver

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

Date: Fri, 19 Dec 1997 11:50:23 -0800
From: marko helix.net (marko maryniak)
Subject: URGENT HELP PLEASE #3

YYYYIIIIIIPPPPPPPPPEEEEEEE!!!!!!!


Well, I got me yet another toy. Now I have to start playing with all of
them....

OK, so here's the situation:

I bought the car for $400. The wrecker who took the car will haul the
engine out for free for me and put it on a skid in back of my truck.

Aside from the very cool valve covers, the radio inside has a white
background and says "Mercury" in stylish letters. I will use it in my
truck. The gauges are really cool as they are white background too but I
can't use them. I'll pull them for some kind of decorations, maybe make
clocks/thermometers/whatever out of them. I wish I had use of the glass,
it's perfect. I took the steering wheel insert too as it says "mercury" and
I'll try to change out my "Ford" one on my column. The seat is absolutely
awesome but, sigh, not designed for a pickup I'm afraid. Oddly, the only
Mercury thing on Mercury trucks is the hood lettering and the tailgage. So
I'll make it more real than the factory did!

And, to belabor a point, there's the "mercury 410 marauder" air cleaner, and
the "mercury" stamped valve covers.

But nobody answered my question about the 4100 carburetor! Isn't the carb
that I have a 4100? For ease of reference, it's a 4bbl with a FORD tag on
it and some number like C6A?? ??? on it, it looks like it was hewn from a
solid block of die-cast (i.e. integral float bowls, only the top comes off,
and the choke heater looks like it's on the back. If this is a 4100, can
you tell me if it's a good carb or shud I continue using my Holley 6919?

Thanks!


marko in vancouver ;-)

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

Date: Fri, 19 Dec 1997 12:17:56 -0800
From: Tyler Abbott
Subject: Limited Slip Questions

I believe I have a good idea of how a Locker works, but I'm confused about
Limited slip. I know there're not as "good" as a true locked, but less
noticeable in daily driving. How do they operate? Do they truly lock? Is
posi traction refering to a Locker or LS?
What was factory available from FORD, a true locker or Limited slip?
Thanks
- -Tyler-

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

Date: Fri, 19 Dec 1997 15:19:20 -0500
From: al.giordano ametek.com
Subject: Missing at 2-3000rpm

Hi folks,
Only my 2nd time posting,thought i'd share some painful=20
troubleshooting with you=2E My '77 F250 4x4 300-6 NP435 NP205 was=20
missing between 2000-3000 RPM just before shifting and was worse with=20
an electrical load on (blower,lights etc=2E) and to top it off it was=20
intermittant=2EWell I went thru the procedure in my factory manuals=20
which included the ignition module everything checked out to spec=2E,=20
(volts,ohms)=2E I finally decided it had to be the module checked the=20
ohms reading across the power inputs got 690 ohms, checked a spare I=20
had , it read 3500 ohms =2E I plugged the spare in and "Eureka" it=20
worked nice and smooth=2E Moral of the story is "procedures don't alwa=
ys=20
find everything"! I use to work for FORD as a mechanic and this had me=
=20
in circles for 2 weeks=2E=20
This truck has pushed snow all it's life and i'm the orignal owner
bought it off the lot for $6800=2E00 can't touch one now for that=2E
=20
al

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

Date: Fri, 19 Dec 1997 16:21:22 -0800
From: danadeb pacbell.net
Subject: Re: Limited Slip Questions

As I understand it there are clutch plates like in an auto trans and
when the axle gears get loaded they try to move to the outside and put
pressure on the clutch disks causing them to rotate with the
carrier........... or something like that!


Which is the best? I have no idea. More clutch disks and 4 spider ( or
are they called planet ) gears would probably be for the better.

Dana

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

Date: Fri, 19 Dec 1997 20:19:35 -0500
From: Sleddog
Subject: RE: Limited Slip Questions

factory options are of the limited slip variaty. a posi (limited slip) has
clutch disks that are attatched to the each axle, so to speak, so that they
try to turn together while allowing some slippage at a given torque. off
road, when one wheel is off the ground, a locker will turn both wheels (as
will a torson-gleason) applying 100% torque to the wheel on the ground, but
a posi will usually spin the unweighted tire and apply anly a small amount
of torque to the tire on the ground. an open diff will apply zero torque
to the tire on the ground.

as a posi ages, it may provide less limited slip action. the detroit
locker i had in my 77 f150 (33" muds, 3.50 gears, 460 cid, auto) was
unnoticeable on the street except under the following conditions:
snow,
ice,
wide open throttle from a stop or low speed while turning.

sleddog

- ----------
From: Tyler Abbott[SMTP:tabbott island.net]
Sent: Friday, December 19, 1997 3:17 PM
To: fordtrucks61-79 ListService.net
Subject: Limited Slip Questions

I believe I have a good idea of how a Locker works, but I'm confused about
Limited slip. I know there're not as "good" as a true locked, but less
noticeable in daily driving. How do they operate? Do they truly lock? Is
posi traction refering to a Locker or LS?
What was factory available from FORD, a true locker or Limited slip?
Thanks
- -Tyler-







+-------------- Ford Truck Enthusiasts - 1961 thru 1979 --------------+
| Send posts to fordtrucks61-79 listservice.net, |
| List removal information is on the web site. |
+---------- Visit Our Web Site: http://www.ford-trucks.com/ ----------+

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

Date: Fri, 19 Dec 1997 20:10:18 -0500
From: Sleddog
Subject: RE: 428 Fm 360

a good machine shop can sonic test the block for you first. then you'll
know if you can bore it out. if one or two cyl. don't have the meat to do
it, they can be sleeved first. a 1/2-3/4 full cementing of the water
jacketing can help too, without loosing any cooling.

sleddog

- ----------
From: marko maryniak[SMTP:marko helix.net]
Sent: Friday, December 19, 1997 2:39 PM
To: fordtrucks61-79 ListService.net
Subject: Re: 428 Fm 360

>Jeff: It can be done, if the 360 will bore to 4.130'. I've bored some
>of the '60s versions of 390s out to become 406, which is the same bore
>(4.130). I've also bored a few into the water jacket trying this. Not
>all will bore this far. Once you determine that it will bore to the
>4.130 then you have a balance difference you must take care of. The
>428 and the 410 are balanced externally (weights on the flywheel and
>the vibration damper).. If you can find a 428/410 flywheel and
>vibration damper, crankshaft and pistons you are homefree.

Remember that you have to have a matched set-damper, crank, pistons and
flywheel, all detroit balanced as an assembly. Or, you can take your 428
crank/piston assembly and have it internally balanced, then put a neutral
balance flywheel (i.e. your 360 one, properly re-balanced) and damper on
it.


marko in vancouver







+-------------- Ford Truck Enthusiasts - 1961 thru 1979 --------------+
| Send posts to fordtrucks61-79 listservice.net, |
| List removal information is on the web site. |
+---------- Visit Our Web Site: http://www.ford-trucks.com/ ----------+

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

Date: Fri, 19 Dec 1997 17:24:35 -0800
From: "Bill Beyer"
Subject: Re: Dana 44 ball joints

- ----------
> From: Deacon
> I have a theory on the term "emergency brake". When braking systems
went
> from mechanical to hydraulic, Salesmen would tell flat earth people, that
> the mechanical parking was there encase of hydraulic failure. Or was it
> called an emergency brake at one time?

The original purpose of the "emergency" brake was just that for
emergencies. JUDICIOUS use of the hand brake WILL stop you in the event of
loss of hydraulic braking. Reaching down and yanking it to the headliner
will NOT. It's the same principle as using the (pre ABS) foot brake
correctly or just mashin' it to the floor boards to avoid running over your
neighbors dog (assuming you care about your neighbors dog).

> Because most parking brakes use the rear wheels, makes a parking
brake
> dangerous in an emergency.

However nowadays with lawyers runnin' the show your s'posed to call 'em
"Parking" brakes.

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

Date: Fri, 19 Dec 1997 21:52:41 -0500
From: "J. A. Knapper"
Subject: Noise on take-off

The noise that happens on initial accel could be the slip yoke binding
up. When you apply the power to take off, it unbinds and clunks into
place. The newer (1980 and up) trucks have the same problem, try coating
the output shaft splines with Teflon grease (1 piece driveshaft) or the
male splines on a 2 piece driveshaft.
The 410 for $400 Canadian is a good price, here in the Toronto area 390
are going for at least that when they need rebuilding.
Jim Knapper Ford of Canada,
1968 F100 (soon to have 390 GT installed, I hope)

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

Date: Fri, 19 Dec 1997 20:46:52 -0600
From: "Dale and Donna Carmine"
Subject: Re: Motorcraft Carbs

Dave R. said; >The 2150 is merely an updated/revised 2100.

Thanks Dave! I should have known that you would have the answer to this
one. I just wish my 2150 worked better, I'm still having problems with idle
and off idle performance, (misses and hesitates). It got really bad when
the weather first got cold, I finally figured out that when I put the
rebuild kit in last summer I had reset the choke pull-off according to the
spec. in the carb kit. It worked OK in the summer 'cuz it didn't stay on
the choke long. But, when it got cold the thing was so rich it would miss.
I reset it to about .25" and it works much better, the kit called for .12".
Hopefully I'll have time to look at the idle this weekend.

> it was the only 2V carb installed on Mustang engines

Hmmm..........couldn't be any bias it that opinion.

Dave, are the brakes stopping well now?

later,
Dale Carmine
'79 F-150 351M
York, Nebraska

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

Date: Fri, 19 Dec 1997 21:50:29 -0500
From: "Tim McKane"
Subject: Wiring diagram for 64 f100

I just purchased a 64 f100 with a 351W , I am trying to find a wiring
diagram for this year... any ideas?

Thanks

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

Date: Fri, 19 Dec 1997 18:59:53 -0800
From:
Subject: Re: Limited Slip Questions

Tyler Abbott wrote:

> I believe I have a good idea of how a Locker works, but I'm confused about
> Limited slip. I know there're not as "good" as a true locked, but less
> noticeable in daily driving. How do they operate? Do they truly lock? Is
> posi traction refering to a Locker or LS?
> What was factory available from FORD, a true locker or Limited slip?
> Thanks
> -Tyler-
>
> +-------------- Ford Truck Enthusiasts - 1961 thru 1979 --------------+
> | Send posts to fordtrucks61-79 listservice.net, |
> | List removal information is on the web site. |
> +---------- Visit Our Web Site: http://www.ford-trucks.com/ ----------+

Lockers and limited slip were both available on various Ford models in the
'60s and '70s. As for which it better, it depends upon what you are wanting to
do with it. At the dragstrip, lockers are almost bullet proof up to ridiculous
hp and torque applications. My 73 F-100 has a detroit locker and gone through
over 4 years of drag racing, wood hauling, boat towing with a built 460 in
front of it with no problems. They can be a little rough on tire wear and have
a very characteristic "clunk" sound when they lock up after a turn. Totally
harmless but it does sound like you just broke an axle. Some people feel that
lockers dont handle well in the snow but I dont give much creedence to that. I
live well into the snow zone in the mountains of northern CA and have never
had what I would consider a problem with handling, even with the built 460.

Limited slip differential usually use some form of friction pre-load on plates
that allow the individual axles to turn at different speeds when turning but
will engage under power to deliver torque to both back wheels. As the common
limited slip depends, to some degree at least, on friction components, wear is
a factor. The more torque they have to handle the sooner they wear out. I had
a 67 SS 396 (made by a manufacturer whose name I wont mention as children may
be reading this) with a limited slip that I was racing in C/MP class. By the
way, that same nameless manufacturer calls its limited slip differential
"Posi-Traction", hence the term "posi".The limited slop (NOT a misspelling)
required rebuilding every season. In very high torque installations (not
commonly found in street machines, ie, 500 cu in well built motors, 4.00:1
plus gearing and big, sticky slicks) the friction components can be overcome
by the torque input, reducing the effectiveness of a limited slip. Compare
that with the fact that lockers are used almost exclusively in high horsepower
drag racing for street/strip cars that must turn corners and can't use a
spool, and in NASCAR. Interesting to note that the FORD 9" with a detroit
locker in NASCAR vehicles from "other" manufacturers).

In a nutshell (and yes I know its not entirely accurate)
Lockers = strong, reliable, provides true "locking" action, greater tire wear,
clunk on re-engagement.
Limited slip = smoother, quieter, less tire wear, depends on friction
components, needs rebuilding more often.

Rick Brewster
73 F-100, 460 Power by Lincoln

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

Date: Fri, 19 Dec 1997 20:03:33 -0800 (PST)
From: Steve & Rockette
Subject: RE: URGENT!!!PLEASE HELP!!

At 06:24 AM 19/12/97 PST, you wrote:
> Marko,
> Buy it! The 410 was a great engine, the crank is the same as the
>428, I belive the block can be bored to 4.13 with no problem. You will
>have to balance the internals which is no problem for a good shop. The
>valve covers are unique to the merc They are simalar to the 427 pent roofs
>but were stamped with the merc logo. Not to often seen but they came
>painted and chromed
> Garry


The valve covers on my old '63 Mercury Ex Police Cruiser 390
were gold, I Think they were originally that colour....

Steve & Rockette...Lifes a beach
'63 F100 Longbox

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

Date: Fri, 19 Dec 1997 20:03:36 -0800 (PST)
From: Steve & Rockette
Subject: Re: URGENT HELP PLEASE #3

At 11:50 AM 19/12/97 -0800, you wrote:
> YYYYIIIIIIPPPPPPPPPEEEEEEE!!!!!!!
>
>

>But nobody answered my question about the 4100 carburetor! Isn't the carb
>that I have a 4100? For ease of reference, it's a 4bbl with a FORD tag on
>it and some number like C6A?? ??? on it, it looks like it was hewn from a
>solid block of die-cast (i.e. integral float bowls, only the top comes off,
>and the choke heater looks like it's on the back. If this is a 4100, can
>you tell me if it's a good carb or shud I continue using my Holley 6919?
>

Yes, its a 4100, the vacuum diaphram is whats mounted on the back,
had one on the 390, took it off and ran it on my 57 deceased F100,
ran great. I prefer these carbs to Holleys, they dont leak.

Steve & Rockette...Lifes a beach
'63 F100 Longbox

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

Date: Sat, 20 Dec 1997 00:35:14 -0800
From: marko
Subject: big thank you and odds-ends

Well, I did phone the lady back and she said okay, it's yours. So I do own
it. That air cleaner!!! "Mercury 410 Marauder" Yeesh!

Tomorrow morning me and my toolbox (and helper) will go out and yank that
motor. I will get the tag number from the carb and find out for sure what
kinda carburetor it is. Somebody said it's a not-too-efficient fomoco and
not an autolite, so we'll see.

The motor, however, is truly a 410 merc. At today's rates, for about $260
USD. Wow. And it runs too, I started it. No water in the oil unlike my
352 :-( . I phoned a place called "Thunderbolt engines" in Langley, BC and
they seemed very knowledgeable about fe's and even the 410, the guy knew it
in and out. I was encouraged and will take it there. He suggested a
bone-stock rebuild, but suggested we discuss and select pistons for
compression ratio, and a cam. The stock 410 cam is 0.253" lift for both int
and exh, same as the 390-270hp 2V. I wonder if that's okay for me.

Any opinions on cam lift for me? And on pistons? I was thinking 390 truck
pistons to cut down the compression ratio a tad for today's fuel.

He also says stock valves are what to use, as I am supposedly not after
maximum flow at the heads, seeing as my 4x4 would never make it around the
curves at Le Mans! (but since it is a 4x4 I could always plot my own course
through the grass and trees! It would make for an interesting 24 hour race!
If I need a co-driver I will post to the list!) He will detroit-balance the
whole thing with my 360 flywheel. I suppose this is okay considering I am
gonna be running the Squamish forest roads, not Daytona.

He also says the stock dual-plane Ford manifold, although heavy, is more
than great for my application. An aluminum manifold, while saving 40
pounds, would not make for much in the way of performance improvements.
Also, if he port-matches the head and the manifold, he says it may create a
venturi at the joint which would be bad. He suggests a windage tray and
maybe a baffle in the pan (spot-welded) to keep the oil in the back on
downhill grades. Sounds like a reputable engine builder and right in my
backyard. Yes, so I guess there are good engine builders in BC!!!

I am hoping he has a dyno he can put the motor on to seat the rings and test
it out. It'd be nice to report just how much snot this engine has. (Is
"snot" acceptable language for the list, Ken?)

Any other suggestions? (He has said a roller chain is about the only mod.
He suggests a stock oil pump not a hi vol as this will be a new rebuild).

For headers, I am thinking I will get a set of Stan's Headers. Stan is a
guy in Tacoma WA who custom makes his own headers (I am not in any way
connected, just impressed). Stan makes tri-Y headers which scavenge well
and Stan hand-builds them for each application. The FE 4x4 variety is such
that the pipes go down in front of the starter, not beside it. He
hand-builds them with 3/8" plates (or whatever they're called) and 14/16
gauge steel, and then nickel electroplates them. He has a website but at
the risk of being promotional I will let you guys to a net search and find
it yourselves. For ignition, I am again thinking I will just use a
Duraspark with a big cap, and carry a spare box. No need for fancy stuff as
this thing will rarely get out of breath, probably only when I go over a
bump and my foot accidentally stomps on it. (yeah right, I bet I'll rip the
treads off those new Hoosiers I'm putting on it too).

Other than that, I will take out the radio (really cool, a white dial with
"mercury" stylishly lettered and chrome buttons) and I will take the gauges,
even tho I can't use them. They are WHITE with black lettering and look
EXTREMELY COOL. One day I may get around to having my buddy Frank the
machinist make me an instrument panel out of aluminum and I will insert
them. The seats are an awesome kind of sky-blue/turquoise (incidentally the
color of my 71 f250) and I will measure them and, if useable, take along
with the seatbelts. Finally, I will take the steering wheel and just maybe
use it, or at least take out the mercury centerpiece and install on my
truck. This would be awesome cause the only Mercury thing about 67 Mercury
pickups is the tailgate and the hood lettering.

Does anybody have any suggestions about wheels? I was thinking about white
spokers but well, they rust. So I thought about directional aluminum ones.
Any suggestions on makers or places to get a good deal (8 bolt ford)?

Okay, enough about that.

Now for odds and ends:

To the guy making the 428 out of the 360:

I have got nothing but raves on the 410. If you want to build a 410 rather
than a 428, you need do no boring, or worry about heads. Just use a 428
crank and pulley. You'll need "short rods". According to my book, the 360
has "long rods". Your 360 rods are C1AE-A (60-67 352, 68-76 360, 64-77 330)
and for a 66-67 410, 429, 0r 390 you need a C6AE-A; and for a 68-70 390,
410, 428 (including GT's) you need a C6AE-C. The long rod is 6.540" long
and the short rod is 6.488" long. If you don't change them you will have
obvious problems. Yo'll also need a set of 390 pistons. I can let you know
what I choose to keep the compression "down" to 9.5 or so, but I figure
it'll be 390 truck pistons. No problems then with deck height and whatnot.
Also, you can use your 360 heads without problems on the 410 as they are the
same. No need to use bigger valves and WHY (what-have-you). Pushrod length
is either 9.59 or 9.62" stock, but if you mill your heads you should consult
with your machine shop. This is a grey area for me.

Back to the 410. Everybody says it makes LOADS of torque. I have no specs
on how much but I'm sure its a whole mess. This is really what I am after.
Hopefully it will pass smog but a 71 pickup isn't exactly expected to be a
'97 Escort or anything.

To Ken:

I checked my headlight doors and yes they are slightly deformed. I'm sure
you could fix em up with a bit of judicious smoothing, but I'm not sure you
wanna be bothered. Dennis Carpenter sells new ones if you're a perfectionist.

To Deacon:

Yes, now I own "a Mercury or two!". I also own a guitar, so I'll have to
learn to play the ol mercury blues on that, altho I don't think I'll be
singin any blues for awhile with my new mill!

To Mark in California:

Thanks a heap for your advice! I coulda bought that 390 but instead I have
a more "authentic" motor which seems it'll do the job much better!

To Stu Varner:

Thanks for the encouragement! I won't regret this decision, I know it!
Seeing as we can more easily buy Cohibas here I will try to ship you one
over to your fishing spot in Ontario! (Even Jesse Helms can't say anything
about that, as it'll be free).

To Jim Hurd:

Hey, where are you? I need some advice on carbureting this new baby of mine!

To everyone else on the list:

Thanks for a most entertaining list! Every day I come into the office I
spend some "quiet time" with the ford list--most of the time it isn't quite
as I am laughing my brains out! Your banter is really entertaining! Maybe
one of these years our list can do a get-together, but in the meantime I'll....

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