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Date: Thu, 19 Mar 1998 03:50:38 -0700 (MST)
From: owner-fordtrucks61-79-digest ListService.net (fordtrucks61-79-digest)
To: fordtrucks61-79-digest ListService.net
Subject: fordtrucks61-79-digest V2 #161
Reply-To: fordtrucks61-79 ListService.net
Sender: owner-fordtrucks61-79-digest ListService.net


fordtrucks61-79-digest Thursday, March 19 1998 Volume 02 : Number 161



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

Re: Number 4 oil hole, etc [dave.williams chaos.lrk.ar.us (Dave Williams]
Re: 460 hop-ups [Chekerdpst ]
460 noises [Chekerdpst ]
ADMIN: Seeking assistance [Ken Payne ]
Re: Towing [Ken Payne ]
Re: 4V FE intake and 4100 carbs [sdelanty ]
Re: 351s ["Dale and Donna Carmine" ]
Re: 460 noises [danadeb pacbell.net]
Re: Oil Filter Adapter [danadeb pacbell.net]
RE: 4V FE intake and 4100 carbs [DC Beatty ]
Re: Number 4 Main Oil Feed Hole [sdelanty ]
Re: Casting #. [sdelanty ]
Re: restrictor plugs [sdelanty ]
Re: Oil Pressure Problem [sdelanty ]
Re: CHROME SIDE TRIM FOR 66 [John Gillespie ]
doohickey--was Oil Filter Adapter [DC Beatty ]
Re: 302 to 351W swap ["Harry Jennings" ]

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

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

Date: Wed, 18 Mar 1998 18:25:00 -0500
From: dave.williams chaos.lrk.ar.us (Dave Williams)
Subject: Re: Number 4 oil hole, etc

- -> I once asked Dick Landy what his Pro Stocker had for oil pressure at
- -> idle. He said "Almost zero". He then went on to explain that FLOW
- -> was the important thing. Pressure just makes it happen. He said he
- -> was still flowing LOTS through the bottom end at idle.

Yes! Yes! Yes!

Some people have this weird idea the oil pressure supports the crank,
or something.

All that the pressure does is guarantee some amount of flow, which is
required for cooling. Oil shear makes the bearing heat up; race engines
commonly run 250-300F at the bearings. As long as any oil is getting to
the bearing at all, the journal's rotation takes care of generating its
own pressure.

==dave.williams chaos.lrk.ar.us======================================
I've got a secret / I've been hiding / under my skin / | Who are you?
my heart is human / my blood is boiling / my brain IBM | who, who?
====================================http://www.ford-trucks.com//lc/lc.php?action=do&link=http://home1.gte.net/42/index.htm


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

Date: Wed, 18 Mar 1998 21:21:22 EST
From: Chekerdpst
Subject: Re: 460 hop-ups

very interested as well

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

Date: Wed, 18 Mar 1998 21:30:58 EST
From: Chekerdpst
Subject: 460 noises

Hey guys
I'm tracing a ticking noise within my truck that is rpm dependent. i
have removed both valve covers, and found nothing suspect so far. Can anyone
tell me if this 77 460 has the hardened valve seats? The truck has a large
gas opening, and the previous owner has always run unleaded. If I decide to
put my 69 460 heads on this low compression block, does anyone foresee
problems (I would likely rering and do the bearings at the same time, along
with whatever else needs attention). Also-how difficult are the rear drums to
refresh-initial observation looks like the axles have to be pulled. All and
any comments appreciated. Thanks for your help in advance-

Darren Erickson
1977 F-250 Camper Special 460/C-6



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

Date: Wed, 18 Mar 1998 22:05:38 -0500
From: Ken Payne
Subject: ADMIN: Seeking assistance

I need help from some list members in order to save myself
(and others) an enormous amount of time. The problem is
Microsoft email packages. They insist on sending W*NMAIL.DAT
and M*ME attachments (can't spell them because the server
will bounce them).

I know from experience that many have had this problem and
solved it. If you're using a Microsoft package and can
successfully post to the lists, please let me know what
your settings are. This will allow all list members to
participate in the discussions. I will post these settings
in the new "Instruction Guide" I'm putting together for
list usage.

Email me at: kpayne mindspring.com

Thanks,
Ken Payne
Admin, Ford Truck Enthusiasts
http://www.ford-trucks.com

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

Date: Wed, 18 Mar 1998 22:20:02 -0500
From: Ken Payne
Subject: Re: Towing

Forwarded for: Steve Best, Nova Scotia, sbest glinx.com

>From: pickup65 juno.com (Jon E Purut)
>The instructions that came with my tow bar
>*Pickup or van must weigh 1-1/2 times as much as towed vehicle.
>*If towing vehicle does not weigh enough, Weight must be added to prevent
>an un*table towing combination. Instability can lead to loss of control
>and/or a "jackknife" condition.
>*Some step bumpers restrict turning. Use extra caution. Turning too
>sharply can damage the tow bar, the hitch ball and the bumper."

First hand experience with this one. The rear of an empty pickup is
quite light and slides sideways quite easily. If the towbar-ed vehicle
has power steering it will really resist turns and can readily push the
rear of a pickup sideways, jack-knifing you at an intersection. Weight in
the rear of the pickup and REALLY slowing down for sharp corners needed.


Steve Best, Nova Scotia, sbest glinx.com
6.9 litre diesel Ford van, full-time 4 wheel drive
"Hang on kids, we're going through..."
4 wheel drive van page: http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.glinx.com/users/sbest
Tire chains, camping gear, tools and first aid stuff too...

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

Date: Wed, 18 Mar 1998 19:59:23 -0800
From: sdelanty
Subject: Re: 4V FE intake and 4100 carbs

>Q#1
>I picked up an FE 4V intake and an Autolite 4100 carb for my restomod
>project. The intake has a D5 casting, meaning 1970's year 1975. No
>problem with these numbers. But, I have a curious little problem with the
>intake once I got it home. I noticed on the passenger side
>of the intake next to the carb mounting, was a hole about the size of a dime.
>Someone got a clue as to what this is for? Is it for exahusting
>something? I dunno. My 2V intake has no such hole anywhere like this.
>How do I need to address this when I rebuild the engine? Plug it? It is
>not for vacuum Is it? HEP me!

Stu,
It's for EGR. That hole is how the EGR valve gets it's " EG "
There's a spacer block that sits between the manifold and the carb
and directs exhaust gas from this hole to the EGR valve which bolts to
the back of the spacer block.
You could maybe tap the hole and plug it, but it sits about halfway under
the edge of the carb flange, so You need to make Your plug sit flush with
or below the surface of the manifold so the carb will seal.
It's got hot exhaust pressure behind it, so make sure the plug seals
well.
The easiest thing is to get the EGR spacer and EGR valve and put it on,
but don't put a vacuum hose on the valve so it's non functional.
Or get another manifold without EGR... I've got a D4TE 4-bbl manifold
that doesn't have EGR. Too bad it's so damned heavy, or I'd try and sell
it to You... (-:

Steve

Though good may come of practice, this primal truth endures;
The first time anything is done, it's done by amateurs.
-- Art Buck

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

Date: Wed, 18 Mar 1998 22:52:30 -0600
From: "Dale and Donna Carmine"
Subject: Re: 351s

Has the Earth's axis shifted or what??
First Deacon leaves and now Dave R. is making derisive comments about his
beloved M block.

>"weenie ineffective retrofit smog design that is said to be a
>'good torque motor' so we don't hurt their feelings lover."
- ----snip----
>Davey, Ya just got to try a 460 before you get to
>carried away here.
>There really is a BIG difference, trust me :-)

Come on Dave....you're just just shaking the trees for a reaction with that
one....aren't you? Besides even the rawest F-truck recruit knows that the
400 has a longer stroke than the 460, and with a bump in the compression and
the right cam will run all over the 460 'til the RPM's get up to where the
460's bigger ports give it an advantage. But for a truck engine I'll take a
warmed over 400 any day!

later,
dale c
'79 351M

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

Date: Wed, 18 Mar 1998 19:47:18 -0800
From: danadeb pacbell.net
Subject: Re: 460 noises

Chekerdpst wrote:
>
> Hey guys
> I'm tracing a ticking noise within my truck that is rpm dependent.



Fuel pump?



> and the previous owner has always run unleaded.



If im not mistaken, unleaded is the only gas available in the US at the pumps. I
have been running unleaded in all of my vehicles since unocal stopped selling
it. I think that was the mid 80'S or was it earlier?



> If I decide to
> put my 69 460 heads on this low compression block, does anyone foresee
> problems


If you can put valve seats in now you might as well, but I would say run the
heck out of it then worry about the seats. I would be surprised if you
couldn't get 100,000 miles out of the stock seats.



> Also-how difficult are the rear drums to
> refresh-initial observation looks like the axles have to be pulled.


8 bolts and the axles slide out then not much more work then front drums
on an older front drum car or truck. Buy or rent the 2 and something inch socket
so
you can do the job right.




Dana

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

Date: Wed, 18 Mar 1998 20:36:45 -0800
From: danadeb pacbell.net
Subject: Re: Oil Filter Adapter

Ken Payne wrote:
>

> You are correct. I have first hand experience, broke the
> left motor mount two years ago.
>
> Try this one out:
> I gave it some gas pulling into a parking lot. Engine mount
> broke, pulling the left side of the engine up. This in turn
> pulled the throttle linkage, pulling the engine up further,
> pulling the throttle linkage.... you get the picture?


That's what that dohicky on the intake manifold is for. As the engine raises the
dohicky moves farther away from the firewall but the link between the dohicky
and the firewall causes the dohicky to compensates for the distance and the
throttle doesn't move much more then if the engine had not rocked!



Dana

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

Date: Thu, 19 Mar 1998 00:17:21 -0500
From: DC Beatty
Subject: RE: 4V FE intake and 4100 carbs

Stu. I think it is for a vacuum block to be threaded into. Is it a thread=
ed
hole? Mine has a block in the approximate position you described and it's=

the manifold vac to the tranny modulator. =



Hope this helps,
Drew Beatty
1967 F100 352
1974 Maverick 302


Stu Wrote =


those
really nice older
salvage yards. lots and lots of older stuff. Very organized for a
salvage
yard, anyway, =


Q#1
I picked up an FE 4V intake and an Autolite 4100 carb for my restomod
project. The intake has a D5 casting, meaning 1970's year 1975. No
problem with these numbers. But, I have a curious little problem with the=

intake once I got it home. I noticed on the passenger side
of the intake next to the carb mounting, was a hole about the size of a
dime.
Someone got a clue as to what this is for? Is it for exahusting
something? I dunno. My 2V intake has no such hole anywhere like this.
How do I need to address this when I rebuild the engine? Plug it? It is=

not for vacuum Is it? HEP me!

Q#2
The 4100 Autolite I bought is in really good shape. casting date
was
3-18-1964. =

But, at the base of the rear valve on the back of the carb/ passenger sid=
e
where the bottom right hand screw mounts, there seems to be a small hole
right acress where the threads would run. Could this/would this
(been reading Dr. Suess to my babies) cause a problem?? Can it be reapir=
ed
/ patched in some way? Does it need to be??

I am on spring break so I will try to get in in the next few to check mai=
l.
=

STU
Nuke GM!

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

Date: Wed, 18 Mar 1998 21:33:54 -0800
From: sdelanty
Subject: Re: Number 4 Main Oil Feed Hole


Marve writes:
> The rockers get PLENTY of oil with this setup. Imagine what was
>wasted on the rockers before. If I want to waste oil flow, the bottom
>end is where I want to do it. Remember, the rod journals are fed by
>these same main bearing holes, through the cross-drills in the crank.

It's *amazing* how much oil is wasted on the top end of an FE.
If You pull the valve covers and start and rev the motor to 3K rpm
for a little while it'll puke a couple of quarts on the ground in no
time.. The oil drain holes from the head back to the block aren't all
that big and a lot of oil backs up in the rocker chamber area even at
moderate RPM's. Once it gets deep enough it can also drain back thru
the pushrod openings, but by then You've probably got a quart or more
of Your oil in each head...
All that oil up in the valve cover area also makes it more likely to
puke oil into the PCV valve at high RPM.

I want most of that oil down in the bottom end where it's gonna do me
some good when I'm pulling hard and fast!
The FE is plenty durable without any oiling mods, but opening the passages
from the pump and restricting oil to the rockers certainly makes the FE even
more of a good thing! And I like the warm fuzzy feeling that comes from
having a few PSI more hot oil pressure...

Steve

Though good may come of practice, this primal truth endures;
The first time anything is done, it's done by amateurs.
-- Art Buck

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

Date: Wed, 18 Mar 1998 21:33:57 -0800
From: sdelanty
Subject: Re: Casting #.

>Steve writes: >>It seems not all FE blocks have a number. Do Yours?
> Where are they?
>
>I've never seen an FE with the P/N on it anywhere.
>
>Azie
>Ardmore, Al.

I saw an FE at the wreckers about a year ago that had a casting "C6AE"
on the left side down low between the front 2 freeze plugs.
It's the *only* FE block I've ever seen with a casting #. I pulled a
head off it but it was just a basic garden variety 390.
It was in a '66 Country Squire and some of those things had 427's, so
I just hadda check...

It's kinda weird, all the different displacements and varieties that FE's
come in and almost all the blocks just say "352".
It's like Ford just said "Here, it's an FE and You can just freakin guess
what displacement and year it is!"
It sure makes it hard to shop for desirable flavors at the wreckers!

Steve

Though good may come of practice, this primal truth endures;
The first time anything is done, it's done by amateurs.
-- Art Buck

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

Date: Wed, 18 Mar 1998 21:34:00 -0800
From: sdelanty
Subject: Re: restrictor plugs

>Steve writes: >>Have any of You other FE guys done this "restrictor
>trick" yet? If You're carefull and adventurous it can be done in a
>couple hours without removing the heads..

>Yes Steve - this is one of the other things I did when I was racing,
>but its hardly necessary for an every day driver that may be hotrodded
>once in a while. I used allen head set screws with a .060" hole
>drilled in them.
>
>Azie
>Ardmore, Al.

The FE's reliability speaks for itself even without any oiling mods,
but the restrictors do make for a good percentage increase in the oil
pressure to the mains, and greatly reduces the amount of oil that
gets "stored" in the heads at even moderately high RPM's.
Not necessary, but probably.

I tried some allen set screws, but the only ones my local hardware
store had were made of some kind of hardened material and after I
toasted 2 drill bits on the first one I went to plan B...

Steve

Though good may come of practice, this primal truth endures;
The first time anything is done, it's done by amateurs.
-- Art Buck

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

Date: Wed, 18 Mar 1998 21:34:03 -0800
From: sdelanty
Subject: Re: Oil Pressure Problem


>If it's not leaking it's another good argument for leaving the bearings
>alone.


>If it's not knocking the new pump will buy you an easy two years with
>none of that hassel.
>George

When I opened up my 390 the pump wasn't all that bad but the main and
rod bearings were shot.
I don't think a new pump would have done beans for mine.
I'd sure at least pull the caps off a couple rods and mains and have
a look while I was in there. Once the pan is off it only takes a few
minutes to change the rod and main bearings. It's that rear main seal
that will take the longest to do...

Steve

Though good may come of practice, this primal truth endures;
The first time anything is done, it's done by amateurs.
-- Art Buck

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

Date: Wed, 18 Mar 1998 21:47:26 -0800
From: John Gillespie
Subject: Re: CHROME SIDE TRIM FOR 66

Is it a Standard truck or Camper special? in either case try Dennis Carpenter
(800) 476-9653, http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.dennis-carpenter.com
John
66F100 240-I6
82LTD 302AOD
94Ranger Splash 4.oL (I hate liters)

BEANER12 wrote:

> I have a 66F100 just about ready to paint but I still have one problem. I
> cant find all the side trim for it. I have some parts books, but none of them
> show the door piece or the hood piece. Any info on where to buy or if anyone
> has some chrome they want to get rid of I would greatly appreciate any help.
>
> Thanks, Eddie
>
> 66F100
> Winter Haven, Fl.

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

Date: Thu, 19 Mar 1998 01:17:53 -0500
From: DC Beatty
Subject: doohickey--was Oil Filter Adapter

Dana,

Funny you should mention the doohickey. Are you talking about that thrott=
le
linkage contraption thingy that looks like part mouse trap, part lever
action whirligig rotating erector set thingy with little pins and threade=
d
bars and clips on it? If so, mine's all worn out to the point where I hav=
e
custom multi-stage idle speed, my favorite of which is "4 rpm and then
stall." =


As the US Post Office has absconded with my Dennis Carpenter catalog, can=

someone please tell me if they offer one of these? I don't see it in the
Mac's catalog. I'd like to replace it when I change out my motor in the
next couple of weeks, but don't have time to wait for the catalog again. =


Thanks in advance for any help

Drew Beatty
1967 F100 352
1974 Maverick 302


Ken Payne wrote:
> =


> You are correct. I have first hand experience, broke the
> left motor mount two years ago.
> =

> Try this one out:
> I gave it some gas pulling into a parking lot. Engine mount
> broke, pulling the left side of the engine up. This in turn
> pulled the throttle linkage, pulling the engine up further,
> pulling the throttle linkage.... you get the picture?


>>Dana wrote =

That's what that dohicky on the intake manifold is for. As the engine
raises the
dohicky moves farther away from the firewall but the link between the
dohicky
and the firewall causes the dohicky to compensates for the distance and t=
he
throttle doesn't move much more then if the engine had not rocked! >> =

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

Date: Thu, 19 Mar 1998 02:26:05 CST
From: "Harry Jennings"
Subject: Re: 302 to 351W swap

>From: "John May"
>Subject: 302 to 351W swap
>
>I have a 71 F100 2wd swb w/ a 302 & 3sp in the tree. I would like >drop
in a 351 and auto tranny into it. I would like to know about the >needs
to do this swap. Have I overlooked very
>much?
>

John,

This is a direct BOLT IN! You don't have to do anything! Everything you
asked about isn't a problem.
....

---

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