fordtrucks61-79-digest V2 #132

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Date: Sat, 7 Mar 1998 19:41:26 -0700 (MST)
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fordtrucks61-79-digest Saturday, March 7 1998 Volume 02 : Number 132

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

RE:460 Aftermarket ["Robert Harris" ]
Re: Frenched antennas [GMPACHECO ]
Re: Posting JPGs [Mike Schwall ]
Re: EFI V8s ["Harry Jennings" ]
Re: jpgs ["Harry Jennings" ]
Re: 460 aftermarket ["Chris Hedemark" ]
Re: Posting JPGs ["Chris Hedemark" ]
Re: 460 aftermarket ["Chris Hedemark" ]
FE-series enthusiasts ?? [Serian ]
Ranchero Body Panels [mmcewen

gpu.srv.ualberta.ca (John McEwen)]
RE: 460 Aftermarket [Sleddog ]
RE: EFI V8s [Sleddog ]
RE: 460 aftermarket [Sleddog ]
RE: 460 aftermarket [Sleddog ]
460 Idle ["Mike" ]
Disc brake conversion guide. [Ken Payne ]
Re: EFI V8s ["Bill Beyer" ]
Radius arm bushings. ["Daniel H. Jenkins"
Re: fordtrucks61-79-digest V2 #131 [Marv Miller ]
RE: EFI V8s [Sleddog ]
Re: Radius arm bushings. [Mike Schwall ]
Re: French antennas [Lee Craner ]

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

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

Date: Sat, 7 Mar 1998 07:20:33 -0800
From: "Robert Harris"
Subject: RE:460 Aftermarket

The reason there is so much aftermarket for the smaller engines is there is
so much more to correct than in a 385 series (370/4 29/460). With the
smaller blocks, it takes quantum big bucks to get into the insanity that can
be had from a 460 with just cleaned up stock parts and a proper rebuild.

Heads - the Windsor Heads are doggie doo doo - and most of the after market
are only somewhat better. Lots of room of competitive improvement. The
stock 385 heads with mild port and cleanup are good up to 600+hp. More than
that and there is the option of the aluminum CJ heads - about $700 each
(PAW). For street use, the early closed chamber C8**, C8**, DzeroVE heads
are relatively available and with minor clean up perform as well or better
than CJ heads for most street purposes.

Blocks - the stock 385 can be built from 370 to 460, and overbored up to
.110 (try that on a small block) and reasonably stroked to 520 to 540 cubic
inches. If you got to have more, the cast iron SVO block (PAW $1775.00) can
go out to 4.625 and the block is clearanced for up to a FIVE (5) Inch
stroke - something like 672 cubic inches.

The manifold selection for carbs is limited - true - but with over 500 HP
possible on a single 4 barrel and dual quad tunnel rams taking it to the
limit, is it really necessary to have a bunch?

Fuel Injection. Fel Pro, Holley, E-bok and others make kits that can
convert any reasonable intake to EFI. Not quite as off shelf - but
available.

Turbos. Kits available. For the truly insane, Ak Miller can put two turbos
and propane on a 460 and get you an 800 to 900 hp+ daily traffic driver for
about what 400 hp costs on a small block.

So what it boils down to, do you want to spend your time and fortune geeking
out over the endless combinations that when properly done, bring you up to
the point where the 385 dinosaur is just starting to awake, or do you want
to fritter it away on wine women and song? The only thing the 385 won't do
better and cheaper than the smaller blue ovals is make more fuel economy.

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

Date: Sat, 7 Mar 1998 10:26:48 EST
From: GMPACHECO
Subject: Re: Frenched antennas

not lately, so is it possibly to get a motorized antenna in a 72 F-100 and
what is the donor vehicle or do I purchase this through a vendor??

Mike in Seattle
trying to stick to women, and staying away from antennas..

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

Date: Sat, 07 Mar 1998 11:18:14 -0600
From: Mike Schwall
Subject: Re: Posting JPGs

At 08:34 PM 3/6/98 -0800, you wrote:
>Ken,
>is there any way that you could setup a spot on the web site for list
members to
>upload JPGs for all list members to see. Idea is if I scan a picture or
draw a
>sketch that will help answer or make clearer an answer to a list question, I
>could post it where all who wanted to, could go to see. Maybe have an
automatic
>deletion date of 5 days or so from posting.
>
>What do you think?
>
>If it's possible what do you all think?
>
>Maybe someone on the list with a web site could donate a page to this and we
>could E-mail the JPGs to that member and he / she could upload the JPGs to
their
>page. To keep a sense of separation, the page would not need to be linked to
>from the members home page.

I'd be willing to let go of some web space for the list.

Mike

_____________________________________________

Email: mikes

intx.net
Home Page: http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.intx.net/mikes
Ford Page: http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.intx.net/mikes/fordarea.htm

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

Date: Sat, 07 Mar 1998 11:24:26 CST
From: "Harry Jennings"
Subject: Re: EFI V8s

Hello All,

>
>always liked a modern engine
>in an old car/truck (like a V10 in a 40's powerwagon, or a SHO v6 in >a
small british sports car from the 50's)
>

I like this sort of thing, too. I have worked on some plans for a 2 door
95 Taurus Wagon. It would be RWD and powered by a 3.2L SHO V6 and an
auto from a Ranger.

*******

>
>How about EFI on a 400M using 351C 4V heads?
>By EFI do you mean MFI? EFI stands for Electronic Fuel Injection.
>

This will not work. well, it can, but......... OK, you cannot take an
intake (EFI or not) that is made for a 351C and bolt it onto a 400M or
351M. Here is why ----

Since the 351C heads will fot onto the other two engines it makes sense
that the 351C intake would bolt up to it as well. It will not. the
reason is the deck height. The 351M and 400M both have a much taller
deck height than does the 351C. For this reason, the intake would not
fit (it would end up being too narrow). This is the reason Edelbrock
gave me when I asked if I could put a Performer RPM ontop of 351C heads
on my 351M.

However, EFI (even MPFI) can be put on ANY engine. You can take a carb
intake and have it converted into an EFI intake. All they do is drill
and tap the runners for injectors, place a dry throttle body on top, and
configure a custom computer for it.

Hope this helps.

Harry.

______________________________________________________

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

Date: Sat, 07 Mar 1998 11:28:54 CST
From: "Harry Jennings"
Subject: Re: jpgs

>
>Maybe someone on the list with a web site could donate a page to this
>and we could E-mail the JPGs to that member and he / she could upload
>the JPGs to their page.
>

As of right now, I can't put something up all the time. However, if you
have a cool project you would like to see on the internet send it too
me. I am looking for stuff like that for my web stie. I am also looking
for common FAQs, Tech Stories, and how-to tips.

Harry.

Visit me at
HREF="http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.geocities.com/MotorCity/Garage/3271/index.html">my new
web page.

______________________________________________________

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

Date: Sat, 7 Mar 1998 13:00:39 -0500
From: "Chris Hedemark"
Subject: Re: 460 aftermarket

>i just mean that, as for heads, the little blocks have TOO many choices,
>and half of them are so similiar that it really just confuses things. and
>as for other parts, every one charges the same amount basically, so which
>company do you buy from? which part is better? here, i think less choices
>makes for an easier engine build. as for a 500 horse windsor, it would be
>cheaper to build an equal 460 by far. it still holds true, no substitute
>for cubic inches!

There is a substitute, but like everything in life "it depends". It depends
on if the truck is for drag strip duties or daily useage.

Like you said, it is cheaper to build a 460 to make more power. *However*
the mileage figures I've heard for the 460 are absolutely in the toilet
compared to a 500HP blown smallblock (which can easily be above 20MPG).

In the long run, though, how much do you *really* save by running a
smallblock??? Many would argue that you get much better mileage running a
smallblock *but* how does this compare to the cost of building it? If it
costs an extra $1,000 to make an equivilant amount of power with a
smallblock, then how long will it take to recoup that at the gas pump???
Keeping this in mind, it may be wiser financially to go the big block route
for a weekend driver. A car like my Mustang sees about 25,000 miles a year.
When I get the truck, it will be replacing my Mustang (Mustang is going to
wife who always looked better in the car anyway). With that kind of heavy
use, a blown smallblock looks more and more attractive every day.

Another thing to consider is how much money do you have to dump in the
engine up front. If you only have $1,000 to spend I think that you'd be
happier if you went to the salvage yard and get yourself a nice fat 460, and
then upgrade it one bolt-on at a time as money allows. Right out of the box
these engines make great power. I love how the 460 powered lincolns, even
with really high (numerically low) gearing, could smoke tires with the best
of them. Traction is definitely going to be a serious problem for anyone
who cares to run one of these beasts, even mildly warmed up. Big blocks
have always been great for stump-pulling power just off idle.

>EFI can be done on a 460, but i never tried, though i have heard that the
>later model heads and the EFI will make power.

How is this done? Is it just a lower intake that mates to the upper intake
used on EFI Mustangs? Or is this something that is specific to the 460 all
the way through? EFI is great for fuel economy and torque, but you trade
off some horsepower (not much) up top. But there is nothing like just
jumping in the truck, turning the key, have it start quickly and idle
smoothly. All year around. No screwing with a carb to get it jetted just
right. The last two vehicles I've owned were EFI and I am really sold on it
(1996 Ford Mustang GT w/4.6L SOHC, and a 1995 Dodge Ram 2500HD 4x4 w/8.0L
V10).

>small blocks really are fun and a good choice. supercharging a modern
>motor can be very exciting and will provide great reliability with a better
>than stock bottom end, or even a stock one for those who don't use the
>boost often. gas mileage for a blown small block should be better than a
>equal 460 i would think.

Blown 5.0L's don't suck up much more gas than a naturally aspirated model,
especially when you are off boost. Figures above 20MPG (highway) are still
common on these motors. I get 30MPG hwy and 20MPG city with my 4.6L but I
think the 20MPG figure is lower than average because I tend to "have fun"
with my car. :-)

>but, i also do have a thing for EFI motors. always liked a modern engine
>in an old car/truck (like a V10 in a 40's powerwagon, or a SHO v6 in a
>small british sports car from the 50's)

I don't know about the Ford V10 as I've never driven a truck with one, but I
used to own a Dodge truck with a V10 and let me tell you that engine was a
thing of beauty. It used to blow people away how I'd tie a tree to the
frame of my truck, put it into DRIVE, and let it idle forward. I might have
to blip the accelerator till it reached about 1100 or 1200 RPM and the tree
would just come right out of the ground roots and all, and folks would have
to tell me to stop because I couldn't feel any kind of strain on the truck
when this was going on so I didn't know when the tree finally gave free
unless I was watching in the mirror. I remember during the winter piling
the bed up with snow, packing it down, and piling on more snow until there
was snow packed down and rising above the roofline of the cab. The bed
hardly sagged at all (yeah I know it has nothing to do with the engine) but
when I drove it, there was *no* sensation of any kind of load while I was
driving it and if anything the ride was smoother and traction was better.
Acceleration didn't suffer perceptably. Now I know if this had been my old
F350 with the 400M I would have at least felt some sluggishness. And I
don't know if I would have been pulling those trees out of the ground
either. And I never would have thought of commuting from Wilmington
Delaware (roughly) to Newark New Jersey with the Ford. That Dodge V10 is a
beautiful engine. Shame they cheapened it up though by putting an
underengineered tranny behind it (yeah I had a strawberry juice explosion
driving over the Commodore Barry Bridge from NJ to PA one fatefull day...
that's another story). With a stout trans behind it, that V10 would be so
beautiful in ANY old truck. I would even be willing to put aside my policy
of "Ford Truck, Ford Engine".

>i'd like to hear about what you decide to do. i just like motors, big or
>small, new or old. how about EFI on a 400M using 351C 4V heads? hmm, i
>like that idea...now, where did i put that 400 block...oh, theres some
>heads...maybe noone will notice they're missing...

I've never been too fond of the 400M. Maybe it's because of the nearly
non-existant aftermarket. I've had a few 351C motors, both 2V and 4V. In
fact I've got a 4V cleveland out of a 71 Mustang in storage right now so
that might be a good idea. It needs a rebuild, and some headwork, but that
was a crazy fast engine when it was running. And, I understand that there
*is* an EFI lower intake for these engines that will mate to the 5.0L EFI
system. This swap makes more and more sense every minute.
Hmmmmmmmmm..........

There is a salvage yard I know of up in PA that sells any engine it has for
$250, delivered (within reasonable distance). Their prices may have gone up
some since it's been about 6 years since I've bought a salvage yard engine
but I got a pretty stout 289 out of an old Falcon from them and a few 302's.
Plus one 400M. I remember that they *always* had a good supply of Lincolns
with 460's. The temptation was always there to bolt one into one of my
Mustangs but I never saw it through. Maybe next time I go up to visit my
folks in Philly I should tow up a utility trailer and pay Lou's a visit.
Lincolns seem to be much more common up in Philly than they are down here in
tobacco country (where there are more pickups to pick from).

Well first thing's first. First I gotta get the truck, and seeing how I am
on the upswing from a short financial slump it might be a couple of months
before I get the dough up. The truck's been out there for like a year with
the sign on it so I hope that it stays awhile longer. :-)

Chris Hedemark
Yonder Way
http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.yonderway.com

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

Date: Sat, 7 Mar 1998 13:04:15 -0500
From: "Chris Hedemark"
Subject: Re: Posting JPGs

>I'd be willing to let go of some web space for the list.

I've got a new server in the works for Yonderway.com that will have gobs of
space on it. I wouldn't mind setting aside some space either. Server
should be up before summer if all goes well.

Chris Hedemark
Yonder Way
http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.yonderway.com

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

Date: Sat, 7 Mar 1998 13:17:34 -0500
From: "Chris Hedemark"
Subject: Re: 460 aftermarket

>By EFI do you mean MFI? EFI stands for Electronic Fuel Injection. Just
>about all fuel injection systems these days are electronic. MFI is
>multiport/multipoint fuel injection where the injectors are actually in the
>manifold as opposed to TBI throttle body injection where the injectors are
>in a throttle body on top of the manifold. I thought that the new 460s are
>all EFI/MFI. If so that means that Ford must make a "lower intake" for
>460s. Maybe I read you post wrong.

OK EFI is just the terminology used (whether correct or incorrect isn't my
point) within the 5.0L/4.6L Mustang circles. Maybe it's incorrect. I
apologize. The concept I was talking about is the MFI system you describe
above.

>On a side note I have also been hearing that actually TBI systems are
>better for making power because they do a better job of mixing the air and
>fuel. I know that Barry Grant has just come out with a new TBI system which
>will mount on any 4V manifold. Don't know the CFM rating but it says it's
>for minimum 400 hp engines so it should feed a 460 quite well.

Well I like the idea of going to "MFI" using all upper components from the
5.0L market and special lower for the 460. There are uppers now capable of
feeding some serious air and fuel injector sizes are now available that
would even choke a lot of big blocks. I really like the idea of using a
Ford EEC-IV computer and only changing the elements needed to make it work
with a 460 (which can all be programmed in with a custom chip for
$200-$250). The Ford EEC-IV has proven flexible enough to be used in many 8
second cars, so I figure it should be fine for my daily driver. :-)

I guess I've just had my fill of carbs, and now that I've had a few years of
bliss with fuel injection I hesitate to go back to using carbs.

All this talk about 460's is really tempting me though. I've been working
out a plan of attack for this '66 and was leaning towards just yanking a
5.0L out of a wrecked ponycar and building it up from there. But if I can
find a later model Ford truck that already has fuel injection and rolled or
something, maybe I'd be better off taking the whole drivetrain from it, plus
electronics and everything, and squeezing it into the '66. When $$$ allow,
start upgrading to aftermarket heads, working the block, etc. followed by
porting the intake and dropping in bigger injectors. There are some crazy
big MAF meters available now, on the order of 90mm or so!!! My brother
builds trannies and torque converters that you would buy from Summit or TCI
so I'm set there. His shop also has the equipment and knowlege to do engine
and head buildups as well so I can get a good deal there. Dang you guys are
tempting me here. :-)

Chris Hedemark
Yonder Way
http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.yonderway.com

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

Date: Sat, 07 Mar 1998 12:07:37 -0500
From: Serian
Subject: FE-series enthusiasts ??

Hey all !! I went to "the usual" boneyard today lookin' for some Windsor
parts, and much to my surprise, the guy who owns the yard has quite a
selection of FE truck engines (360/390) and etc.. If you are looking to get
some (or a lot) of FE parts, and are willing to travel to northeastern PA to
find them, send me email (off the list).

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

Date: Sat, 7 Mar 1998 11:46:14 -0700
From: mmcewen

gpu.srv.ualberta.ca (John McEwen)
Subject: Ranchero Body Panels

Hi Everyone:

I am a new member to the list but am quite active on a number of others. I
have a '76 Ranchero 500 which is a low mileage original but needs new
sheetmetal around the rear wheel openings. Does anyone have anything or
any leads to new or good used metal? I also need the correct badge/chrome
molding for the tailgate - mine is blank. Any leads would be deeply
appreciated.

John McEwen

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

Date: Sat, 7 Mar 1998 14:29:45 -0500
From: Sleddog
Subject: RE: 460 Aftermarket

thank you thank you, for saying something i tired to say so much better than i did say it and so much clearer. i like the way you think!

sleddog

- ----------
From: Robert Harris[SMTP:bob

bobthecomputerguy.com]
Sent: Saturday, March 07, 1998 10:20 AM
To: fordtrucks61-79

ListService.net
Subject: RE:460 Aftermarket

The reason there is so much aftermarket for the smaller engines is there is
so much more to correct than in a 385 series (370/4 29/460). With the
smaller blocks, it takes quantum big bucks to get into the insanity that can
be had from a 460 with just cleaned up stock parts and a proper rebuild.

snipped

So what it boils down to, do you want to spend your time and fortune geeking
out over the endless combinations that when properly done, bring you up to
the point where the 385 dinosaur is just starting to awake, or do you want
to fritter it away on wine women and song? The only thing the 385 won't do
better and cheaper than the smaller blue ovals is make more fuel economy.

+-------------- 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: Sat, 7 Mar 1998 14:39:29 -0500
From: Sleddog
Subject: RE: EFI V8s

anyone remember who? is it weiand that makes plates to put 351C intakes on
a M engine? i know someone does, just can't recall who. you see, there
are no good intakes for the M engines, so you NEED the C manifold for a
really good performance build. of course, there is not a big selection
available for the 351C intakes.

sleddog.

PS- i still am surprised that for an engine that has such potential, the
351C has not really been exploited. well, at least the heads get used, but
many times on a winsdor, called a clevor.

- ----------
From: Harry Jennings[SMTP:hjennings

hotmail.com]
Sent: Saturday, March 07, 1998 12:24 PM
To: fordtrucks61-79

ListService.net
Subject: Re: EFI V8s

Since the 351C heads will fot onto the other two engines it makes sense
that the 351C intake would bolt up to it as well. It will not. the
reason is the deck height. The 351M and 400M both have a much taller
deck height than does the 351C. For this reason, the intake would not
fit (it would end up being too narrow). This is the reason Edelbrock
gave me when I asked if I could put a Performer RPM ontop of 351C heads
on my 351M.

Hope this helps.

Harry.

______________________________________________________

+-------------- 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: Sat, 7 Mar 1998 14:43:26 -0500
From: Sleddog
Subject: RE: 460 aftermarket

come on, i dare ya to do it! i double dare ya!

- ----------
From: Chris Hedemark[SMTP:chris

yonderway.com]
Sent: Saturday, March 07, 1998 1:17 PM
To: fordtrucks61-79

ListService.net
Subject: Re: 460 aftermarket

All this talk about 460's is really tempting me though. I've been working
out a plan of attack for this '66 and was leaning towards just yanking a
5.0L out of a wrecked ponycar and building it up from there. But if I can
find a later model Ford truck that already has fuel injection and rolled or
something, maybe I'd be better off taking the whole drivetrain from it, plus
electronics and everything, and squeezing it into the '66. When $$$ allow,
start upgrading to aftermarket heads, working the block, etc. followed by
porting the intake and dropping in bigger injectors. There are some crazy
big MAF meters available now, on the order of 90mm or so!!! My brother
builds trannies and torque converters that you would buy from Summit or TCI
so I'm set there. His shop also has the equipment and knowlege to do engine
and head buildups as well so I can get a good deal there. Dang you guys are
tempting me here. :-)

Chris Hedemark
Yonder Way
http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.yonderway.com

+-------------- 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: Sat, 7 Mar 1998 14:56:14 -0500
From: Sleddog
Subject: RE: 460 aftermarket

i still have my 94 dudge v10. and yes, what a great motor. and yes, my
tranny too blew it's juice from mile 6 on route 80 in jersey, accross the
delaware river and ALMOST into my driveway, just 1 more mile to go i coulda
been home (wonder if it has something to do with bridges?:). still have
tranny problems. but, i also have problems with the C6, and that's a beefy
trans!

in fact i am expecting more C6 problems this year. for truckpulling, the
guys i know that run over 700 hp and get traction where destroying
planetaries every 3 pulls or so. but, synthetic oil helped alot. dropped
tranny temp 20+ deg F.

sleddog
- ----------
From: Chris Hedemark[SMTP:chris

yonderway.com]
Sent: Saturday, March 07, 1998 1:00 PM
To: fordtrucks61-79

ListService.net
Subject: Re: 460 aftermarket

- -------snipped big time---------

I don't know about the Ford V10 as I've never driven a truck with one, but
I
used to own a Dodge truck with a V10 and let me tell you that engine was a
thing of beauty. . That Dodge V10 is a
beautiful engine. Shame they cheapened it up though by putting an
underengineered tranny behind it (yeah I had a strawberry juice explosion
driving over the Commodore Barry Bridge from NJ to PA one fatefull day...
that's another story). With a stout trans behind it, that V10 would be so
beautiful in ANY old truck.

Chris Hedemark
Yonder Way
http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.yonderway.com

+-------------- 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: Sat, 7 Mar 1998 15:06:31 -0600
From: "Mike"
Subject: 460 Idle

This is a multi-part message in MIME format.

- ------=_NextPart_000_0020_01BD49DA.9C636620
Content-Type: text/plain;
charset="iso-8859-1"
Content-Transfer-Encoding: quoted-printable

Hi

My 460 in my 1977 F-350 starts up great , then for about 3 =
minuets in cuts out and carries on then after about 3 minutes all of a =
sudden it sounds great. And after you start it and rev it up and when =
it comes back down to idle speed it just dies what is my problem

- ------=_NextPart_000_0020_01BD49DA.9C636620
Content-Type: text/html;
charset="iso-8859-1"
Content-Transfer-Encoding: quoted-printable

http-equiv=3DContent-Type>

Hi

size=3D2> My=20
460 in my 1977 F-350 starts up great , then for about 3 minuets in cuts =
out and=20
carries on then after about 3 minutes all of a =
sudden it=20
sounds great. And after you start it and rev it up and when it =
comes back=20
down to idle speed it just dies what is my=20
problem

- ------=_NextPart_000_0020_01BD49DA.9C636620--

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

Date: Sat, 07 Mar 1998 15:07:14 -0500
From: Ken Payne
Subject: Disc brake conversion guide.

>I have one more question concerning the disk brake conversion. Ken says
>that you should keep the kingpins from the donor truck, but then states
>that if you want your truck handling "like new" that you should get a
>kingpin set for a '67-'72, which would obviously not be the donor truck.
>Which should I go with? And is it likely that I will need an oversize set?
> My local Parts America wants $46.99 for a kingpin set for a '68, plus
>$53.99 for a set of brass bushings. Or was it $54 for the oversize set? I
>forget. Anyway, the point remains: which year kingpin to use. Any help
>is appreciated.
>bigric

mail.utexas.edu, bigric

tamu.edu
>'68 F100 Custom Cab Stepside 360 4bbl

This is confusing me too, and I wrote it! The king pin set I have is a
67-72. The 73-79 pins may not line up correctly with the keeper bolt
that slides through the side of the king pin. Same thing with a 65-66,
use use 65-66 king pins. I've updated the guide, its obviously incorrect
(and confusing).

Ken

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

Date: Sat, 7 Mar 1998 12:30:47 -0800
From: "Bill Beyer"
Subject: Re: EFI V8s

- ----------
> From: Sleddog
> To: 'fordtrucks61-79

ListService.net'
> Subject: RE: EFI V8s
> Date: Saturday, March 07, 1998 11:39 AM
>
> anyone remember who? is it weiand that makes plates to put 351C intakes
on
> a M engine? i know someone does, just can't recall who. you see, there
> are no good intakes for the M engines, so you NEED the C manifold for a
> really good performance build. of course, there is not a big selection
> available for the 351C intakes.
>
Both Edelbrock and Weiand make aluminum intakes for the M series. Edelbrock
has 2 flavors, EGR and non-EGR. What's wrong with these?

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

Date: Sat, 7 Mar 1998 13:00:04 -0800 (PST)
From: "Daniel H. Jenkins"
Subject: Radius arm bushings.

If it possible for me to replace the radius arm bushings on my
truck without removing the radius arm? I have a 2wd 1977 F150 Supercab.
The bushings that ar ecurrently there look a little shot and could
probably stand to be replaced. Besides, I think it's the cause of some
annoying front end noises... :) Thanks for any help.

- -------------------------------------------------------------------------------
Daniel H. JenkinsFood for thought: John Milton
djenkins

honors.unr.eduwrote _Paradise_Lost_; When his
Honors Programwife died he wrote _Paradise_
University of Nevada, Reno_Regained_...

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

Date: Sat, 07 Mar 1998 13:49:53 -0800
From: Marv Miller
Subject: Re: fordtrucks61-79-digest V2 #131

Dennis Candy, the
> CandyDMan wrote:
> Subject: Re: Airborne?

> They don't put Airborne personnel into "perfectly good" airplanes -
> keeps the incentive to jump out up!! :)

Hey, there! I was one of those guys on the ground down in Nashville
from 1966 to 1968 that tried their best to keep the aircraft in tip-top
shape for the guys at Ft. Campbell. The only drawback is that those
turbines were made by a division of G*****l Motors. Ford (content),
unfortunately, doesn't make 4000 HP turbine engines, or I'm sure
Lockheed would'a used 'em. They WOULD have been superior!
- -Marv-

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

Date: Sat, 7 Mar 1998 16:51:47 -0500
From: Sleddog
Subject: RE: EFI V8s

IMHO if they are dual planes, that's what's wrong with them. 4V C heads
are heavy breathers, and need a heavy breathing intake. if weind makes a
stealth for them and it is as good as the other stealth intakes they make
i would saay it would work, as i feel the stealth is the only good
performance dual plane.

but, i am sure some people disagree about my opinions on intakes.

sleddog.

- ----------
From: Bill Beyer[SMTP:bbeyer

pacifier.com]
Sent: Saturday, March 07, 1998 3:30 PM
To: fordtrucks61-79

ListService.net
Subject: Re: EFI V8s

- ----------
> From: Sleddog
> To: 'fordtrucks61-79

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