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Date: Thu, 8 Jan 1998 13:57:19 -0700 (MST)
From: owner-fordtrucks61-79-digest ListService.net (fordtrucks61-79-digest)
To: fordtrucks61-79-digest ListService.net
Subject: fordtrucks61-79-digest V2 #11
Reply-To: fordtrucks61-79 ListService.net
Sender: owner-fordtrucks61-79-digest ListService.net


fordtrucks61-79-digest Thursday, January 8 1998 Volume 02 : Number 011



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

Synthetic Oils, PZL ["Gary, 78 BBB" ]
Master cylinder retrofit/ Trans ID/ Tire size [steve.peters mts.com]
Re: TORQUE CONVERTORS ??? ["Gary, 78 BBB" ]
RE: TORQUE CONVERTORS ??? [Sleddog ]
RE: C6 wide ratio gearsets [Sleddog ]
RE: C-6 Shift Kits [Sleddog ]
RE: C-6 Wide Ratio Gearsets [Sleddog ]
RE: TORQUE CONVERTORS ??? [Sleddog ]
obsolete parts/fan shroud [Stuart Varner ]
Flywheel 427 [am14 chrysler.com]
Re: C-6 Wide Ratio Gearsets ["Gary, 78 BBB" ]
Re: Flywheel 427 [John MacNamara ]
Re: C-6 Shift Kits ["Gary, 78 BBB" ]
Re: 1973 F-250 Ranger Camper Special [Don Grossman ]
RE: TORQUE CONVERTORS ??? ["Gary, 78 BBB" ]
brake retrofit, pistons, starter [marko helix.net (marko maryniak)]
Re: brake retrofit, pistons, starter [John MacNamara ]
Dual Batteries ["Hogan, Tom" ]
Re: Flex coupling on a '77 F150 2wd ["Gary, 78 BBB" ]
Re:460 & AOD, was Digest V2 #5 ["Gary, 78 BBB" ]
Looking for Ford T750 (1965) parts ["Gilles Hemberg" ]
Re: brake retrofit, pistons, starter ["Bill Beyer" ]
Re: TORQUE CONVERTORS ??? [danadeb pacbell.net]
Re: C-6 Wide Ratio Gearsets [danadeb pacbell.net]
Re: Master cylinder retrofit/ Trans ID/ Tire size [danadeb pacbell.net]
Pieces and parts ["Michael Redden" ]

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

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

Date: Thu, 8 Jan 1998 07:29:03 +0000
From: "Gary, 78 BBB"
Subject: Synthetic Oils, PZL

I have to make an apology to my friends concerning my adamant stand
on the Penzoil thing :-( I based my statements on a FAQ I read that
included the PZL in the synthetic catagory but apparently, at best,
its a semi if even that. I read the back label on one of the bottles
after reading so many comments about the parafin content and sludging
up engines and there was no reference to synthetic anything but it
did say it was a "petroleum" product which also explains why it was
very little more expensive than regular oils so I stand corrected.
I hope my stupidity hasn't caused anyone any grief :-(

I will say that I have had good luck with it so it's not a bad oil
but even though it's a turbo formula which means low ash (carbon) it
apparently is not synthetic like a thought :-(

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

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

Date: Thu, 8 Jan 1998 08:27:13 -0500
From: steve.peters mts.com
Subject: Master cylinder retrofit/ Trans ID/ Tire size


Does anybody know if I can directly retrofit a dual master cylinder
from a '67 F100 (first year of dual) onto my '65 F100, without getting
into pedal height problems?

I have a non-original automatic transmission that I can't seem to
identify. The code on the ID tag is PFA B. I suspect its an FMX, but
the Chilton's transmission manual I have doesn't show existance of a
ford PFA code. Anybody know where I can go to translate the code?

My tires are too small (low profile), which screws up my speedo/odo
and causes my engine to scream on the highway. I calculated that I
need 33" diameter tires to get thing corrected. I believe 33" is a
fairly common truck tire. Does anybody know what size tires the
F100 originally came with?




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

Date: Thu, 8 Jan 1998 08:40:25 +0000
From: "Gary, 78 BBB"
Subject: Re: TORQUE CONVERTORS ???

> Date: Wed, 07 Jan 1998 17:33:36 -0500
> From: Brian & Jacque Milbrandt
> Subject: TORQUE CONVERTORS ???

> Did I just screw up ?? I put my 460 in the '64 last week. The truck
> had
> a 400 in it before, bolted up to a C6. I didn't even think about the
> torque convertor...should I have replaced the one from the 400 motor
> to one for a 460 ??? Oh please tell me I'm ok !!

I've got both and use them interchangeably so I hope they are the
same! Someone said the pilot diameter was different but I don't
remember seeing that when I put it together? I don't think the
converter even touches the crank so pilot doesn't mean anything does
it?

Function wise I don't think there is any difference. They are the
same diameter and probably have the same internals. The converter
doesn't give a hoot about torque, it only responds to rpm. If the
engine is capable of making the rpm it will operate the same
regardless.

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

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

Date: Thu, 8 Jan 1998 09:22:04 -0500
From: Sleddog
Subject: RE: TORQUE CONVERTORS ???

the 460 (assuming it is more powerful than the 400 starting at idle, all
the way up) will show a higher stall speed, and a higher flash speed, but
will approach lockup (the almost 1:1 ratio at higher speeds) at close to
the same speed.

flaah rpm is what the the tach shows when, from a dead stop you slam the
throttle. at the point when you feel the truck move, that is flash. stall
is the point when the engine can no longer increase in rpm against
stationary tires (or tranny, whatever).

these two caracteristics are dependant upon many variables, but the most
influental are the engine torque, tire size, rear end ratio, converter
size, internal design, and oil temperature.

converters generally multiply torque. the greater the speed diference
between the engine, and tires, the more multiplication. the lower the
difference, the less multiplication. at a point where the slippage is near
nothing, there is no torque multiplication. this is called lock-up, not to
be confused with new style lockup converters that actually have a clutch
that locks up to a 1:1 ratio.

so by keeping your converter, you should notice a higher stall, or flash
speed, depending upon how much more torque the 460 has. so, it is not a
mistake, as locg as you still have the drivadility you want.

for reference:
rv converters are designed to reduce slippage (usually by increasing dia.).
pulling converters are designed to always slip (like having a 7000 rpm
stall an a 5000 rpm redline motor).
drag race converters are designed to slip alot up to a certain rpm, but get
close to lockup very shortly beyond that.(usually by decreasing dia.)

sleddog

- ----------
From: marko maryniak[SMTP:marko helix.net]
Sent: Wednesday, January 07, 1998 7:09 PM
To: fordtrucks61-79 ListService.net
Subject: Re: TORQUE CONVERTORS ???

You should be fine, unless you found that the 400 was winding out while
driving down the highway.

The rpm of the convertor, if I'm not mistaken, determines the fluid
pressure
produced, doesn't it. the engine's power dictates how quickly and/or
easily
the engine builds up the necessary fluid pressure and keeps it there. So
according to my theory (and I have been known to be wrong before) your 460
will make the same rpm as the 400 did to create the same motive power, but
will create it faster.

Right?


marko in vancouver







+-------------- Ford Truck Enthusiasts - 1961 thru 1979 --------------+
| Send posts to fordtrucks61-79 listservice.net, |
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------------------------------

Date: Thu, 8 Jan 1998 09:25:30 -0500
From: Sleddog
Subject: RE: C6 wide ratio gearsets

GER in, PA did mine with a low gear set, and they have a fantastic warrenty
even for race tranny's. i can find the number for anyone interested. they
also make custom torque converters for specific application. you tell em
what you do, and they'll make the right converter.

sleddog

- ----------
From: Tyler Abbott[SMTP:tabbott island.net]
Sent: Wednesday, January 07, 1998 6:32 PM
To: fordtrucks61-79 ListService.net
Subject: RE: C6 wide ratio gearsets

>From the Jan. 98 edition of 4x4 Power magizine (Artical "Low Down and
Dirity"). A-1 Automatic Transmission of Canoga Park, CA is the company
named. There is only one gear set listed. A 2.72 first for 11% lower and
1.54 second for 5% lower.
Hope this helps.
- -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: Thu, 8 Jan 1998 09:27:04 -0500
From: Sleddog
Subject: RE: C-6 Shift Kits

just ask yourself, do you want firm, or HARD shifts. . . .

that's where you will notice the difference

sleddog

- ----------
From: woody[SMTP:wfriesen worldnet.att.net]
Sent: Tuesday, January 06, 1998 11:15 PM
To: fordtrucks61-79 ListService.net
Subject: C-6 Shift Kits

Anyone have advice/info on differences in shift kits for the C-6 auto--I've
heard of TCI, Fairbanks, TransGo, B&M and Level 10 and asked a few parts
pushers for info (but seems they all read from the same script).
Apparently line pressure is one variable, with a few offering full line
pressure for racing applications (TCI and B&M) by what is included or left
out in the assembly. Do they all offer about the same performance with the
same pressures and other variables they alter from stock, or are there
individual differences that would make one a better choice over the others
in moving a 3/4 ton pickup?

Woody
wfriesen worldnet.att.net





+-------------- 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: Thu, 8 Jan 1998 09:28:19 -0500
From: Sleddog
Subject: RE: C-6 Wide Ratio Gearsets

i had GER build mine for me. as far as indentifing them? i don't know.

sleddog

- ----------
From: Dale and Donna Carmine[SMTP:dcarmine inetnebr.com]
Sent: Wednesday, January 07, 1998 10:03 PM
To: Ford Trucks
Subject: Re: C-6 Wide Ratio Gearsets

> Can someone shed some light on the C6 low ratio gearsets? What
>years were they offered? Can they be retrofitted into any C6? What are
>the ratios for the std and the low versions? Is it just 1st gear
>that's different or is 2nd lower also?
>TIA

More questions........Is there anyway to ID a C-6 with a wide ratio gearset.
To everyone out there running this setup, Did you install the gearset or
are there specific models of trucks that came with the wide ratio. Does
anyone know the option code for the gearset? Basically I'm looking for some
way I can go browse around the boneyard and find one of these gems.

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






+-------------- 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: Thu, 8 Jan 1998 09:35:09 -0500
From: Sleddog
Subject: RE: TORQUE CONVERTORS ???

- ----------
From: Gary, 78 BBB[SMTP:gpeters3 ford.com]
Sent: Thursday, January 08, 1998 3:40 AM
To: fordtrucks61-79 ListService.net
Subject: Re: TORQUE CONVERTORS ???

> Date: Wed, 07 Jan 1998 17:33:36 -0500
> From: Brian & Jacque Milbrandt
> Subject: TORQUE CONVERTORS ???

I've got both and use them interchangeably so I hope they are the
same! Someone said the pilot diameter was different but I don't
remember seeing that when I put it together? I don't think the
converter even touches the crank so pilot doesn't mean anything does
it?

the pilot goes into the hole in the crank end. it is imprortant. not hte
actual dia, but that they are the same. early versions (for the 460 i
know) have a different size than the later models.

Function wise I don't think there is any difference. They are the
same diameter and probably have the same internals. The converter
doesn't give a hoot about torque, it only responds to rpm. If the
engine is capable of making the rpm it will operate the same
regardless.

sorry gary, the converter is a torque multiplier, and responds to both
torque and rpm in different ways. basically, a lower torque motor can't
create the slippage, and therefore the same torque multiplication as a a
higher torque motor. if you put that little 2000 rpm stall conv. from a
nissan sentra behind a blown small block with 800 hp and 675 ftlbs torque
it will become something like an 6500 rpm stall converter. this by the way
is how all aftermarket/performance converters are made. they are all
rebuilds from other cars.

sleddog

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






+-------------- 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: Thu, 08 Jan 1998 08:58:56 -0800
From: Stuart Varner
Subject: obsolete parts/fan shroud

For the last several months I have been trying to stock pile those parts
needed for the resification I am working on, my first born son, my 1971
F-100 4x4, well, I made an amazing discovery. I ordered a new fan
shroud from Obsolete parts in Oklahoma on Nov 4, 1997, as they were the
only people in the world to have them listed in a catalog. My old one
is cracked and broken in places, well, they had the part backordered
until Saturday, 1-3-98, when I got a card in the mail saying the part
had been shipped and was in stock. I called the feller who worked the
desk and he took the order and apologized because it was so long in
getting there because it seems Ford Motor Company makes them on a kind
of "as needed" basis.
They still have all the molds and tooling for the fan shrouds!!
AMAZING!! The parts guy from Obsolete informed me that Ford was still
making ALOT of Obsolete parts for cars and trucks from days gone by.
Basically, if they could still make money making it, they would make and
sell it!

Just wanted to share this with you as I know the older 68-72 as well as
73-79 F-100's
use a very similar plastic/fiber type material. There is hope for
harder to find and sometimes brittle parts like the fan shroud.

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

Date: Thu, 8 Jan 1998 10:18:08 -0500
From: am14 chrysler.com
Subject: Flywheel 427

>>Does anyone out there have a spare flywheel for a 427 they'd sell
cheap? I need one to balance with the crank in my 427.
John: Any FE will work except the 410/428. Surely you have
access to a local salvage yard that has some old FOMOCO trucks with
manuals in them behind 352/360/390 engines. I think I still have one
of the Older ones off a 406 laying around someplace. Probably covered
in rust, and would have the old starter tooth spacing ring on it.
(older versions have less teeth/in.) If you really want me to go look,
let me know.

AM14 Chrysler.com

Azie

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

Date: Thu, 8 Jan 1998 10:23:42 +0000
From: "Gary, 78 BBB"
Subject: Re: C-6 Wide Ratio Gearsets

> From: "Dale and Donna Carmine"
> Subject: Re: C-6 Wide Ratio Gearsets
> Date: Wed, 7 Jan 1998 21:03:54 -0600

> More questions........Is there anyway to ID a C-6 with a wide ratio
> gearset. To everyone out there running this setup, Did you install
> the gearset or are there specific models of trucks that came with
> the wide ratio. Does anyone know the option code for the gearset?
> Basically I'm looking for some way I can go browse around the
> boneyard and find one of these gems.

I don't think there is any way to tell once it's out of the vehicle.
My 78 came from the factory with one. If you find a vehicle with
2.75 gears and a C-6 it probably has the wide ratio since 2.75's
would really strain even a 460 without it. The E4OD uses the same
gear sets as the C-6 and the wide ratio set for it is what ford is
servicing the C-6's with now according to the SVO catalog so you can
buy one new if you like as well.

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

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

Date: Thu, 08 Jan 1998 07:28:11 -0800
From: John MacNamara
Subject: Re: Flywheel 427

am14 chrysler.com wrote:

> >>Does anyone out there have a spare flywheel for a 427 they'd sell
> cheap? I need one to balance with the crank in my 427.
> John: Any FE will work except the 410/428. Surely you have
> access to a local salvage yard that has some old FOMOCO trucks with
> manuals in them behind 352/360/390 engines. I think I still have one
> of the Older ones off a 406 laying around someplace. Probably covered
> in rust, and would have the old starter tooth spacing ring on it.
> (older versions have less teeth/in.) If you really want me to go look,

Thanks Azie: Until yesterday I didn't know any flywheel would work, I'm
sure I can find one for a 390 or 360 and for less money than a 427 one.
Thanks for the offer.

Regards
John

78 F250 4X4 Supercab
67 GT500
66 Corvette

> let me know.
>
> AM14 Chrysler.com
>
> Azie
> +-------------- 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: Thu, 8 Jan 1998 10:28:14 +0000
From: "Gary, 78 BBB"
Subject: Re: C-6 Shift Kits

> From: "woody"
> Subject: C-6 Shift Kits
> Date: Tue, 6 Jan 1998 21:15:17 -0700

> what is included or left out in the assembly. Do they all offer
> about the same performance with the same pressures and other
> variables they alter from stock, or are there individual differences
> that would make one a better choice over the others in moving a 3/4
> ton pickup?

I usesd a transgo RV level one kit in my van which weighed 5k# and
was 4wd. It made the 1-2 shift a bit stronger (quicker) as well as
the 2-3 and if you got on it and let it shift at wot it really banged
in hard but under normal driving wasn't noticeable. They told me the
level 2 would shift hard under all conditions and level 3 was manual
only for racing etc..

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

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

Date: Thu, 08 Jan 1998 08:19:50 -0800
From: Don Grossman
Subject: Re: 1973 F-250 Ranger Camper Special

danadeb pacbell.net wrote:
>
> Sound like tie rod ends that are really worn out. the wheels hit a bump and then
> start to oscillate ( goes toe in then toe out then toe in etc.)
> when you put on the breaks hard or slow down everything settles down till next
> time.
>
> Good Luck!
>
> Dana

Yep. I had that problem on an 87 that I had. The scuff marks on the
sidewall went up the side of the tire about 2/3's the way up. I only
found the tie rods were shot after replaceing shocks and other bushings.
- --
Don Grossman
duckdon pacific.net


63 Ford F-100 4x4 67' 390, t-98, Spicer 24, Dana 60, Dana 44, power
steering, power brakes, and now ON BOARD AIR!

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

Date: Thu, 8 Jan 1998 12:15:30 +0000
From: "Gary, 78 BBB"
Subject: RE: TORQUE CONVERTORS ???

> From: Sleddog
> Subject: RE: TORQUE CONVERTORS ???
> Date: Thu, 8 Jan 1998 09:35:09 -0500

> sorry gary, the converter is a torque multiplier, and responds to
> both torque and rpm in different ways. basically, a lower torque
> motor can't create the slippage, and therefore the same torque
> multiplication as a a higher torque motor. if you put that little
> 2000 rpm stall conv. from a nissan sentra behind a blown small block
> with 800 hp and 675 ftlbs torque it will become something like an
> 6500 rpm stall converter. this by the way is how all
> aftermarket/performance converters are made. they are all rebuilds
> from other cars.

I understand what you are saying but with all things being equal it
still comes down to rpm. To move a 5k# brick form zero will take the
same amount of torque regardless of the engine used. If it can't
supply it you can't get the rpms either. The converter will resist
the torque precisely the same amount at X rpm regardless. If the
tires don't slip and you apply more torque at a given rpm then you
increase the kinetic energy involved and I can see how it will slip
more but now we're getting into very specific applications outside of
the norm wouldn't you say?

The difference between the function with a 400 and a 460 in the same
vehicle for normal street use is basically zero IMHO. IOW if you run
60 mph on the same road with the same vehicle and the same converter
it will slip EXACTLY the same amount regardless of the engine under
those precise conditions. This was my main point and why I said it
was rpm dependent but for pulling or drag racing you need to
maintain the engine at maximum torque at WOT for the whole run so it
becomes more crucial, right?

BTW, I think I do remember the nose fitting rather well into the
crank but I think my 335 series and 385 series converters and even
the 351W which was the original one I used all fit the 460 but I
can't remember for sure now. Probably a model year thing?

I put a 351C in after the 351W and used the same one and then the 429
and then the 460 and I'm pretty sure I used the same converter. I
sort of figured it went with the tranny not the engine? In fact I
think I may have used the 351W flex plate on the 351C but can't
remember that for sure either it's been quite a few years since I did
all that :-)

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

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

Date: Thu, 08 Jan 1998 09:26:55 -0800
From: marko helix.net (marko maryniak)
Subject: brake retrofit, pistons, starter

Hey everyone.

Seems I've been posting alot lately. But I have a lot of questions.

Pistons: The engine builder I've been talking to has suggested I use
"silvalite" (sp?) pistons, instead of federal mogul, cause they're lighter.
Any thoughts on this?

Starter: I changed the starter on my 352, which I'm still driving while I
start my project. After about a week of use, it "whistles". When I first
installed it, it sounded like any other starter. Yesterday it started to
"whistle", making a high-pitched whine as well as the usual sounds. Does
this mean anything, and in particlar anything bad? It got a little colder
and drier lately, so maybe that's all, but I was just wondering....

Power brake retrofit:

My project truck is my 71 f250 4x4. It has dana 44 front, 60 rear, with
drums all around. It has manual brakes, which work but require a fair bit
of stomping on. My donor truck (body included) is a 67 merc m100 with power
brakes. I would like to convert my 4x4 to power brakes, but not discs,
hopefully just put the booster on it if you know what I mean.

Since I don't have cross reference numbers, I was hoping someone had done
this so I could benefit from their experience. I guess that if I can keep
the master cylinder on the f250, I'd need to get a shorter pedal rod or
something, but who needs to guess when you've got the list to rely on?


Thanks for your advice!


marko in vancouver
marko helix.net

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

Date: Thu, 08 Jan 1998 10:15:49 -0800
From: John MacNamara
Subject: Re: brake retrofit, pistons, starter

marko maryniak wrote:

> Hey everyone.
>
> Seems I've been posting alot lately. But I have a lot of questions.
>
> Pistons: The engine builder I've been talking to has suggested I use
> "silvalite" (sp?) pistons, instead of federal mogul, cause they're lighter.
> Any thoughts on this?

Lighter means less torque and more revving capabability. Is that what you want?
How about the silicon pistons from JE, etc. Can run tighter tolerance in the
cylinder and the rebuild will last longer. Just my .02!!

>
>

Thanks
John MacNamara

78 F250 4X4 Supercab
67 GT500
66 Corvette

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

Date: Thu, 8 Jan 1998 11:06:38 -0800
From: "Hogan, Tom"
Subject: Dual Batteries

I've seen some 72-73 trucks with dual battery setups. Usually setup as
a heavy duty camping rig. Is this a factory setup? I can't find any
reference in the factory manuals. What is the advantage to two
batteries? Is it worth the expense/headache? Was this something that
had more value 20 years ago but less payoff now with advances in battery
technology?


Tom H
San Francisco, California
76 F-150 SuperCab 390FE
96 Windstar 200 hp 3.8L (Wife's Hot Rod)

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

Date: Thu, 8 Jan 1998 14:34:31 +0000
From: "Gary, 78 BBB"
Subject: Re: Flex coupling on a '77 F150 2wd

> From: "MICHAEL THOMAS"
> Date: Wed, 7 Jan 1998 17:23:07 -0500
> Subject: Flex coupling on a '77 F150 2wd

> I need to know a good way on changing the flexible coupling that
> joins the steering shaft and the p/s gearbox on a '77 F150 2wd. The
> old one is broke and steering is very sloppy!!

Good way?? Just take it off and put on a new one :-) Is the rubber
gone or is it the steel parts? I believe one end has a clamp
arrangement on it to the shaft and the other has a pinch bolt. The
rubber may be rivited to one side, can't remember but if the steel
parts are not damaged and the rubber is bolted in all 4 holes then
it's no brainer, otherwise...................

I believe you have to remove the two bolts under the dash and 4
screws in the floor to pull the column far enough out of the way to
fix it but it's been a while so not sure it has to be pulled back.
There are two bolts with metal backing plates on them which connects
the two sides to each other. These can be taken right out but not
sure about the other two?? Sorry, my brain just can't come up with a
good picture right now :-(

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

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

Date: Thu, 8 Jan 1998 14:39:07 +0000
From: "Gary, 78 BBB"
Subject: Re:460 & AOD, was Digest V2 #5

> Date: Wed, 07 Jan 1998 19:45:37 -0800
> From: Kurt Albershardt
> Subject: Re:460 & AOD, was Digest V2 #5

> I don't know what the wiring for the E4OD looks like but if it's
> anything reminiscent of the Dodge A-518 I have a very simple relay
> and microswitch setup that does the trick for me.
>
> What kind of signalling does it need?

Don't know but it's computer controlled based on several engine
inputs (sensors) It would have to be manually controlled by the
driver otherwise I'm sure which isn't the hot setup IMHO :-)

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

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

Date: Thu, 8 Jan 1998 20:47:03 +0100
From: "Gilles Hemberg"
Subject: Looking for Ford T750 (1965) parts

Hi,

I am looking for a place to get parts for an old Ford T750 truck. It is an
industrial vehicle with a hydraulic crane mounted on its back.

The model is dating from 1965 and I could find absolutely no reference to
this truck on any search engine so far. I have contacted Mr. FoMoCo;
CGFordParts and a few others with no luck so far.

I need parts for bodywork that is beginning to rust. I already found 1 part
at CGFordParts, but that just isn't enough. I need 2 more: the front-left
and front-right wings. I have the catalog numbers in case anyone is
interested.

Bye!

__/ Data \_______________________________
| Fido 2:291/1934 - ANA 180:1000/0 (NC) |
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Date: Thu, 8 Jan 1998 11:52:05 -0800
From: "Bill Beyer"
Subject: Re: brake retrofit, pistons, starter

- ----------
> From: marko maryniak
> To: fordtrucks61-79 ListService.net
> Subject: brake retrofit, pistons, starter
> Date: Thursday, January 08, 1998 9:26 AM
>
> Hey everyone.
>
> Seems I've been posting alot lately. But I have a lot of questions.
>
> Pistons: The engine builder I've been talking to has suggested I use
> "silvalite" (sp?) pistons, instead of federal mogul, cause they're
lighter.
> Any thoughts on this?
>

Silvolite pistons are just a trade name for pistons made by Keith Black.
You can learn all you want about them at:

http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.kb-silvolite.com/

Good Luck!

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Date: Thu, 08 Jan 1998 12:26:09 -0800
From: danadeb pacbell.net
Subject: Re: TORQUE CONVERTORS ???

Listen to Sleddog, he knows what he is talking about!!!!!

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Date: Thu, 08 Jan 1998 12:39:47 -0800
From: danadeb pacbell.net
Subject: Re: C-6 Wide Ratio Gearsets

I saw a tag under the hood of a 70s to 80s BIG Ford car that boasted the trans
gear ratios. If its the original trans you might be in luck!!

Dana

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Date: Thu, 08 Jan 1998 12:55:31 -0800
From: danadeb pacbell.net
Subject: Re: Master cylinder retrofit/ Trans ID/ Tire size

steve.peters mts.com wrote:
>
>
> Does anybody know if I can directly retrofit a dual master cylinder
> from a '67 F100 (first year of dual) onto my '65 F100, without getting
> into pedal height problems?


Don't know!




>
> I have a non-original automatic transmission that I can't seem to
> identify. The code on the ID tag is PFA B. I suspect its an FMX, but
> the Chilton's transmission manual I have doesn't show existance of a
> ford PFA code. Anybody know where I can go to translate the code?

C-4 has a removable bell housing and is cast pot metal or aluminum case
FMX has a removable bell housing and has a cast iron case ( I.E. magnetic )
C-6 has non removable bell housing and is cast pot metal or aluminum case



>
> My tires are too small (low profile), which screws up my speedo/odo
> and causes my engine to scream on the highway. I calculated that I
> need 33" diameter tires to get thing corrected. I believe 33" is a
> fairly common truck tire. Does anybody know what size tires the
> F100 originally came with?


I would think that a 8.5 to 9.5 x16.5 or so was stock I think that would get you
a 29-30" dia.

If you like your low profile tires then go to a speedo shop and have the gear at
the trans end of the speedo cable changed. You can do it your self too but
unless your real good with gear ratios etc. it might be cheaper to have someone
else do it.




Dana

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