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Date: Mon, 2 Feb 1998 18:04:16 -0700 (MST)
From: owner-fordtrucks61-79-digest ListService.net (fordtrucks61-79-digest)
To: fordtrucks61-79-digest ListService.net
Subject: fordtrucks61-79-digest V2 #64
Reply-To: fordtrucks61-79 ListService.net
Sender: owner-fordtrucks61-79-digest ListService.net


fordtrucks61-79-digest Monday, February 2 1998 Volume 02 : Number 064



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

Re: '68 390 2v to a 4v [marko helix.net (marko maryniak)]
Ford Truckin ["Deacon" ]
Re: '68 390 2v to a 4v ["Donald R. Screen" ]
Twin I Beam [John Strauss ]
Flames ["Gary, 78 BBB" ]
Oil Pan for 300-I6 [al.giordano AMETEK.COM]
Re: '73 rearend ["Gary, 78 BBB" ]
Carb Size? [tfmf211 murphyfarms.com]
Re: Front end alignment ["Gary, 78 BBB" ]
Re: FW: Headers and a C-6? ["Gary, 78 BBB" ]
Carb/auto tranny linkage [am14 chrysler.com]
Re: Carb Size? [SuperMagot aol.com]
Re: Headers and a C-6? ["Michael Connor" ]
Re: Dura-spark ????? [sdelanty sonic.net]
Ford Truckin ["Deacon" ]
Re: Dura-spark ????? ["Deacon" ]
RE: Headers and a C-6? [Sleddog ]
Re: Dual Point Ignitions [sdelanty sonic.net]
Re: New V-10, Diesel, msc. [sdelanty sonic.net]
RE: New V-10, Diesel, msc. [Sleddog ]
Re: Mags and purty trucks ["Bill Beyer" ]
Re: Carb Size? [SARHOG aol.com]
RE: '68 390 2v to a 4v ["Hogan, Tom" ]
ok here's a question [KEVIN ]
RE: Intierior Trim Restoration, kind of... [Randy Collins

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

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

Date: Mon, 02 Feb 1998 12:00:21 -0800
From: marko helix.net (marko maryniak)
Subject: Re: '68 390 2v to a 4v

>
>I would like to change my current 2v manifold to a 4v manifold on my 390.
> Sounds easy to me, pull the distributor, disconnect the carb linkage unbolt
>the old manifold, install the new, install carb, linkage, distrubutor and
>tune. Is it just that easy or am I missing something? (Like I usually do
>:-)) On the linkage there is a piece which the guys at Ford call a Trottle
>Swivel Assy., it mounts to the rear of the manifold on the drivers side
>and controls the linkage from the pedal going to the carb. Mine twist badly
>and needs to be replaced, is this the true name of this part? Does any one
>have one they are willing to sell? I lose over half of my throttle due to
>the twist of this piece.
>
>
>Any and all help/info will be appreciated.
>
> -Ted
>

Ted:

Add to your list drain the coolant (of course), remove valve covers, and
remove rocker arm assemblies. You have to remove the rocker shafts b/c the
pushrods go thru the intake manifold. You have to unbolt the shafts
according to a system so that you don't bend them. Be very careful around
compressed valve springs, unbolt these stands in stages, and only after
you've loosened the stands near the shut valves.

As for the intake manifold gasket, throw away the front and rear corks and
use silicone. If your heads have ever been milled the manifold won't sit
right and will leak, leak, leak. Even the best shops only use silicone on
the front and rear.

And watch your back, these things are HEAVY!

marko in vancouver
marko helix.net

p.s. while I was at it I put a mild rv grind cam in my truck and it works
fine with the Holley 600 (well, as well as you can expect from a Holley!).

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

Date: Mon, 2 Feb 1998 12:22:45 -0800
From: "Deacon"
Subject: Ford Truckin

Hi Gang!

I called

McMullen Argus Publishing, Inc.
774 South Placentia Avenue
Plancentia, CA 92670-6846
Tel: 714.572.2255

for subscription information Ford Truckin' magazine and was told that they
don't offer subscriptions to Ford Truckin' magazine that it's sold on news
stands only. Who'd a thought such a thing? I can only suggest you ask your
local news stand or auto parts store to carry it. I got mine at Chief Auto
Parts.
Their URL is http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.mcmullenargus.com/default.asp I just looked and
Ford Truckin' is no longer on their list of publications. It may be on it's
way out from the looks of it.
There is an email address for the Webmaster webmaster mcmullenargus.com
that may be able to answer questions. If anyone is able to get any more
information on Ford Truckin' please post it. If a lot of us ask for it maybe
they will start subscriptions again.
Later!


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: Mon, 02 Feb 1998 14:32:25 -0600
From: "Donald R. Screen"
Subject: Re: '68 390 2v to a 4v

I have a metal bracket on the rear of my 390FE that looks as though it's
only purpose is to hook up throttle return springs. It's made of pretty
beefy steel and held with two 9/16 bolts. I dropped on Edelbrock 600 on
my 390 and installed a throttle return bracket and spring on the front
of the manifold near the coil. If you need this rear bracket (ie..it
really does more than help the throttle return then email me and I'll
send it to you for free!...what a guy I am...
This bracket is not the one that is used on the rear corner of the carb
mounting area for the throttle control cable. My 1974 uses a rod
linkage not cable and had no bracket on the rear quarter of the 4300
Motorcraft carb.
Please let me know...going on a two week trip tomorrow so there will be
some delay in my response. BTW I believe my engine started life as a
360 2V and somewhere along the way somebody dropped a 390 4V manifold on
it and 4300 4 barrel carb. Still gotta check that crank measurement...
to see if it has a 390 crank in it.


Don
1974 F100 XLT Ranger 390FE w/ 600 Edelbrock.


tfmf211 murphyfarms.com wrote:
>
> I would like to change my current 2v manifold to a 4v manifold on my 390.
> Sounds easy to me, pull the distributor, disconnect the carb linkage unbolt
> the old manifold, install the new, install carb, linkage, distrubutor and
> tune. Is it just that easy or am I missing something? (Like I usually do
> :-)) On the linkage there is a piece which the guys at Ford call a Trottle
> Swivel Assy., it mounts to the rear of the manifold on the drivers side
> and controls the linkage from the pedal going to the carb. Mine twist badly
> and needs to be replaced, is this the true name of this part? Does any one
> have one they are willing to sell? I lose over half of my throttle due to
> the twist of this piece.
>
> Any and all help/info will be appreciated.
>
> -Ted
>
> 68 F100 390
> 70 Torino GT 351C
> 87 Ranger
> 94 Mustang
> 92 Sentra (Wife's Car)
>
> +-------------- 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: Mon, 02 Feb 1998 14:38:35 -0600
From: John Strauss
Subject: Twin I Beam

>>Jim Writes (and its probably still raining in seattle) : >>Does the
>>65-66 use the twin I beam do they still have the beam axle?
>>Jim
>>
>>
>'65 was the 1st year for the now defunct Twin I beam.
>

Wrongo! Check out the 1999 F-250/F-350. Twin-I-Beam lives on!!


_
_| ~~. John Strauss
\, _} jstrauss inetport.com
\( Texas Fight!

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

Date: Mon, 2 Feb 1998 15:44:38 +0000
From: "Gary, 78 BBB"
Subject: Flames

I sent a fatherly note to Kevin and got an angry reply telling me
"next time mind your own business" with several nasty typo's in his
reply. I could post it if anyone's interested but the point here is
that some folks seem to think they are somehow superior because they
know something they think puts them in a "click" that's somehow more
important or prestigious.

Instead of recognizing his mistake and appologizing when flamed for
it he covers his mistake by flaming back at the list and leaving.
What a shame :-(

BTW, I only burdened the list with my thought here to remind us
all to be thoughtful with our replys even to the "Kevins" who
occasionally pop up on the list :-)

Where's Murphy when
you really need him??

- -- Gary --

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

Date: Mon, 2 Feb 1998 16:00:11 -0500
From: al.giordano AMETEK.COM
Subject: Oil Pan for 300-I6

Gentlemen,
I am in desperate need of an oil pan to fit the 300-I6=2E
Does anyone have one sitting around or any suggestions on
where to find one=2E I've searched the yards in the northeast
area and no luck=2E My pan is all pinholed around the top and allows=20
moisture into the oil (not good)=2E I'm near Boston,MA =2E=2E=2EHELP!
I'm almost at the point of fabricating my own=2E=2E
warm up the MIG=2E
thanks,=20
al g=2E
77 F250 4x4 300-I6 4spd=2E
68 Club Wagon 240-I6 3spd=2E
(wants the 302 put in it)
=20

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

Date: Mon, 2 Feb 1998 16:02:05 +0000
From: "Gary, 78 BBB"
Subject: Re: '73 rearend

> From: "Philip Bohrer"
> Subject: '73 rearend
> Date: Fri, 30 Jan 1998 13:26:42 PST

> I have a '73 F-150 w/ a mildly built 390 & C6. The problem is that
> the previous owner must have towed a heavy load with it as my
> Differential gearing is very low. At 65 MPH the engine is turning
> 2600 RPM. I have no idea what gear set is in it, but i plan on
> having it regeared. My question is, what is the typical torque curve
> for this engine and how many RPM should I drop at 65 MPH while still
> maintaining good power and acceleration? Thanx, in advance.

Give us the tire size and we can figure it out for you if your rpm is
accurate? The 390 should be able to lope along happily at 2000 -
2100 at 60 or so. Most modern vehicles with OD run near 1800 at 60
but they are cammed for that speed. A mildly built 390 could be
built for rpm or torque so we need to know that too :-)

Also, is the C-6 wide ratio? If it's stock, probably not since that
came out around 78 as I recall? This help quite a bit with getting
the gearing up and maintining performance and economy.

Where's Murphy when
you really need him??

- -- Gary --

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

Date: Mon, 2 Feb 1998 14:44:56 +0000
From: tfmf211 murphyfarms.com
Subject: Carb Size?

>>Carb size is determined by the formula: Disp in Cu in X Max RPM X VE
/ 3456
For your application 302 X 6000 X .95 /3456 =3D 498 CFM
If you were racing on a track with a hot cam and headers then the RPM
number
and VE would increase and you could use a 600 CFM. carb.
Also you would not be concerned about drivability.

Dan Lee
'53 F100
351C-4V

I understand the 302 cu. in. and the 6000 Max RPM, but what is VE/3456?

-Ted

69 F100 390
70 Torino GT
87 Ranger
94 Mustang
92 Sentra (Wife's Car)

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

Date: Mon, 2 Feb 1998 14:33:31 +0000
From: "Gary, 78 BBB"
Subject: Re: Front end alignment

> Date: Mon, 02 Feb 1998 14:03:52 -0600
> From: Jim Craig
> Subject: Re: Front end alignment

> camber are designed into the I beams themselves. If they are
> seriously out of wack, then a frame shop will have to torch them and
> bend them back into spec. I had the exact same problem, and my
> solution was to add new springs and replace the kingpins and
> bushings. To this day, it is not completely cured, but after taking
> a very used '79 F150 for a test drive, My truck was about the safest
> place I could think to be.

You don't heat them, they use hydraulic benders to bend them cold.
Caster is a function of the radius arms and "I" beam shape and since
it has a fair lattitude, rarely causes trouble unless bent in an
accident etc. but camber can and is often corrected by bending the
"I" beams by shops who aren't afraid to politically
incorrect..............:-)

My 78 handles very nicely when all the king pin bushings are free. I
have one froze up right now (it's been sitting) and even heat hasn't
loosened it up but I'll take another stab at it before I give up and
pull the pin :-(

Where's Murphy when
you really need him??

- -- Gary --

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

Date: Mon, 2 Feb 1998 16:28:18 +0000
From: "Gary, 78 BBB"
Subject: Re: FW: Headers and a C-6?

> From: tfmf211 murphyfarms.com
> Date: Mon, 2 Feb 1998 13:35:13 +0000
> Subject: FW: Headers and a C-6?

Can't help with the headers but I suspect you will have to at least
lift the engine to get enough room to pull them.

> 2. Some one earlier said something about you can tell if you have a
> C-6 if it has an integral bell housing and the pan has an "L" shape
> to it? Is this true? I would like to change the shift points of
> my tranny. Is this accomplished with a torque converter? It shifts
> smooth, but shifts very quick and at a low RPM range.

Your engine's torque curve will have a lot to do with that but you
can make some changes to the modulator which will affect both 1-2 and
2-3 shifts. There are several modulators for each year so you could
try one made for a larger engine application like a lincoln with 460
and see what it does or simply adjust the setscrew inside the vacuum
tube or push pin orifice, can't remember where it is off hand.......

Changing the torque converter will affect your overall cruise rpm as
well as off line depending on how crazy you get so think about that
first just a bit. I'd mess with the modulator first :-)

BTW, oil will come out so be prepared to stick a finger over the hole
while you mess with it if you take it out :-)

Where's Murphy when
you really need him??

- -- Gary --

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

Date: Mon, 2 Feb 1998 16:39:08 -0500
From: am14 chrysler.com
Subject: Carb/auto tranny linkage

Ted writes: >>On the linkage there is a piece which the guys at Ford
call a Trottle Swivel Assy., it mounts to the rear of the manifold on
the drivers side and controls the linkage from the pedal going to the
carb.

If my memory serves me correctly, the Kickdown rod for the Auto is
located on this device and I always called it a "bellcrank Assy"..
Don't know if that's correct or not, but I believe that is what we
called it. (I still call it that).

Azie

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

Date: Mon, 2 Feb 1998 16:39:59 EST
From: SuperMagot aol.com
Subject: Re: Carb Size?

In a message dated 98-02-02 16:26:21 EST, you write:

>

Correct me if I am wrong fellow listers, but isn't 3456 the magical RPM number
where Torque and HP always equal?

I think this has to do with the way HorsePower is calculated, its a very old
system of power measurement defined literaly by the amount a "strong horse"
could do or something.
Anyways, Torque is a measurement of force. Horsepower is a measure of power
which is basically some force multiplied by time. Thats where RPMs comes in.

I am afraid I dont remember why 3456 IS the magical number though...could
someone else help?

- - Mike

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

Date: Mon, 2 Feb 1998 14:32:27 -0700
From: "Michael Connor"
Subject: Re: Headers and a C-6?

Ted wrote -


>2. Some one earlier said something about you can tell if you have a C-6 if
>it has an integral bell housing and the pan has an "L" shape to it? Is
this
>true? I would like to change the shift points of my tranny. Is this
>accomplished with a torque converter? It shifts smooth, but shifts very
>quick and at a low RPM range.
>
>Any and all help/info will be appreciated.
>
> -Ted


Dunno if this will work in your application, but it worked for me. My C6
did the same
thing when I first installed it. My friend told me that there is an
adjustment on the
vacuum modulator on the back of the tranny. Pull the vacuum hose off, and
you'll
see a little nozzle-looking thing in the center where the hose slides on. It
has a slot
in it. Insert a flat tip screwdriver in this slot and give it 1 full turn
clockwise.
Drive it around the block and see if it shifts differently. If not, give 'er
another turn
till you get it where you want it. I didn't notice a dramatic difference,
but it did
change it enough to suit me. There are undoubtedly others on the list who
have more knowledge on it than I; perhaps they'll respond as well.

Hope this helps,

Mike
Phoenix, AZ
77 F250 4WD 460/C6

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

Date: Mon, 2 Feb 1998 13:49:57 -0800
From: sdelanty sonic.net
Subject: Re: Dura-spark ?????

Deacon writes:

>> I just have one suggestion. Leave the white wire disconnected until
>> you have it running good. You can hook it up later if you want to.
>> Every time you crank it over the module will retard your timing and
>> when you let go of the key, timing returns to normal. Without having
>> everything adjusted yet this auto retard will drive you nuts. I've
>> read that some people never got their engines to run with the white
>> wire hooked up.

Gary replies:

>Ok, I've talked till I'm outa breath but this "auto retard" thing is
>news to me?? AFAIK the dura spark II does not retard anything??


Steve says:

C'mon Gary... That's what the white wire does!
The red wire is the power for the D-spark box and needs to be connected
to a source of 12v that is hot when the key is in the "run" and "crank"
positions.
Applying 12v to the white wire retards the timing (I read somewhere it
was typically 6-8 degrees)
That's why the white wire is 'sposed to be connected to a source that's
only hot during cranking. (typically at the start relay) It retards timing
during cranking to make the starter motor's job easier.
You can leave the white wire disconnected if You choose, which eliminates
tha crank/retard feature.
Duraspark 2 has always had this feature...

Happy motoring,

Steve

"Laws do not persuade merely because they threaten."
-- Seneca, AD 65

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

Date: Mon, 2 Feb 1998 14:16:36 -0800
From: "Deacon"
Subject: Ford Truckin

Hi Gang!
I called
McMullen Argus Publishing, Inc.
774 South Placentia Avenue
Plancentia, CA 92670-6846
Tel: 714.572.2255
for *ubscription information Ford Truckin' magazine and was told that they
don't offer s*bscriptions to Ford Truckin' magazine that it's sold on news
stands only. Who'd a thought such a thing? I can only suggest you ask your
local news stand or auto parts store to carry it. I got mine at Chief Auto
Parts.
Their URL is http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.mcmullenargus.com/default.asp I just looked and
Ford Truckin' is no longer on their list of publications. It may be on it's
way out from the looks of it.
There is an email address for the Webmaster webmaster mcmullenargus.com
that may be able to answer questions. If anyone is able to get any more
information on Ford Truckin' please post it. If a lot of us ask for it maybe
they will start su*scriptions again.
Later!

* is so my post isn't rejected by the server

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: Mon, 2 Feb 1998 14:36:44 -0800
From: "Deacon"
Subject: Re: Dura-spark ?????

> Gary replies:
>
>>Ok, I've talked till I'm outa breath but this "auto retard" thing is
>>news to me?? AFAIK the dura spark II does not retard anything??
>
>
> Steve says:
>
> C'mon Gary... That's what the white wire does!
> The red wire is the power for the D-spark box and needs to be connected
> to a source of 12v that is hot when the key is in the "run" and "crank"
> positions.

StSteStev Steve. DDiDid GGarGary flame mme? AfAftAfter all he said
ababoabout KeKevin? And here I ththought he was one of the gogogood guy's!
I'm hurt!
He's right about the rest of the hook-up! So there Dana (I stick out
tongue and make disgusting noises at you)! :)

Just spreading them joy joy feels! :)

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: Mon, 2 Feb 1998 17:28:00 -0500
From: Sleddog
Subject: RE: Headers and a C-6?

shift points are changed by the valve body.
and use some penatrating fluid on those header bolts first, because broken ones become a bigger problem than anyone wants.

sleddog

- ----------
From: tfmf211 murphyfarms.com[SMTP:tfmf211 murphyfarms.com]
Sent: Monday, February 02, 1998 8:35 AM
To: fordtrucks61-79 ListService.net
Subject: FW: Headers and a C-6?



Gentlemen,

I'm impressed with the knowledge base located here, it's wonderful. So here
are a couple of questions I have for you:

1. I have a '68 F100 with a 390 2v. The headers are shot. Major holes! I
think I can get these out with out doing any problem, but when I say things
like that I generally get clobbered. So any thoughts about how hard it is
to change out headers, with out removing heads and such?

2. Some one earlier said something about you can tell if you have a C-6 if
it has an integral bell housing and the pan has an "L" shape to it? Is this
true? I would like to change the shift points of my tranny. Is this
accomplished with a torque converter? It shifts smooth, but shifts very
quick and at a low RPM range.

Any and all help/info will be appreciated.

-Ted

68 F100 390
70 Torino GT 351C
87 Ranger
94 Mustang
92 Sentra (Wife's Car)






+-------------- 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: Mon, 2 Feb 1998 14:54:02 -0800
From: sdelanty sonic.net
Subject: Re: Dual Point Ignitions

>From: Keith Srb
>Subject: Dual Point Ignitions
>
>Would somebody explain to me what a dual point ignition is, I am assuming
they use two sets of point instead of just one.

Yes, dual point distributors use 2 sets of points. They points are wired in
parallel and are setup so that one set opens and closes slightly later than
the other. It gives more dwell than a single points distributor and so gives
the ign coil a longer charging time which makes for a stronger spark at
high RPM.

Solid state ignitions, which control optimum coil charge time electronically
rather than by points dwell time have made dual points distributors a useless
dinosaur of the past...

Happy motoring,

Steve

"Laws do not persuade merely because they threaten."
-- Seneca, AD 65

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

Date: Mon, 2 Feb 1998 14:53:59 -0800
From: sdelanty sonic.net
Subject: Re: New V-10, Diesel, msc.

>> Sure the Dodge hp/torque numbers look good, but FORDs V-10 is a lot smaller.
>> If you're to compare hp/displacement in. or torque/displacement, you get
>> some good looking numbers: FORD Dodge
>> 265hp/415ci 300hp/488ci
>> .64 hp per ci .61 hp per ci
>>
>> 410ft/415ci 450ft/488ci
>> .99 ft per ci .92 ft per ci
>> Not too shabby the way I look at it.
>> -Tyler-

Oh boy, 0.64 hp/CID...
Wow, that's almost as good as a late 60's VW beetle motor!
Lets see, 0.64hp/cid out of an FE390 would be less than 250HP.
From a 460 it would be about 294 HP.
Seems like pretty uninspiring numbers to me.
Hell, even a stock 240/6 can muster up better HP/CID numbers than that!

If that's the most HP/CID that Ford can make with their overhead cam wonder
than I'm thoroughly unimpressed. Especially for a motor where there isn't
any more power available unless You spend *really* big bucks on it.
A 6000 RPM OHC motor that can't make *at least* 0.75-0.8HP/CID ain't
nuthin but a boat anchor!
As for the dodge's 300Hp from *488CID*... Giggle, giggle, guffaw!

Happy motoring,

Steve

"Laws do not persuade merely because they threaten."
-- Seneca, AD 65

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

Date: Mon, 2 Feb 1998 18:01:14 -0500
From: Sleddog
Subject: RE: New V-10, Diesel, msc.

remember, emmisions choke the motor. emmisions equipement reduces the breathing efficiency of an engine, and that makes a big difference.

sleddog

- ----------
From: sdelanty sonic.net[SMTP:sdelanty sonic.net]
Sent: Monday, February 02, 1998 5:53 PM
To: fordtrucks61-79 ListService.net
Subject: Re: New V-10, Diesel, msc.


>> Sure the Dodge hp/torque numbers look good, but FORDs V-10 is a lot smaller.
>> If you're to compare hp/displacement in. or torque/displacement, you get
>> some good looking numbers: FORD Dodge
>> 265hp/415ci 300hp/488ci
>> .64 hp per ci .61 hp per ci
>>
>> 410ft/415ci 450ft/488ci
>> .99 ft per ci .92 ft per ci
>> Not too shabby the way I look at it.
>> -Tyler-

Oh boy, 0.64 hp/CID...
Wow, that's almost as good as a late 60's VW beetle motor!
Lets see, 0.64hp/cid out of an FE390 would be less than 250HP.
From a 460 it would be about 294 HP.
Seems like pretty uninspiring numbers to me.
Hell, even a stock 240/6 can muster up better HP/CID numbers than that!

If that's the most HP/CID that Ford can make with their overhead cam wonder
than I'm thoroughly unimpressed. Especially for a motor where there isn't
any more power available unless You spend *really* big bucks on it.
A 6000 RPM OHC motor that can't make *at least* 0.75-0.8HP/CID ain't
nuthin but a boat anchor!
As for the dodge's 300Hp from *488CID*... Giggle, giggle, guffaw!

Happy motoring,

Steve

"Laws do not persuade merely because they threaten."
-- Seneca, AD 65







+-------------- Ford Truck Enthusiasts - 1961 thru 1979 --------------+
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Date: Mon, 2 Feb 1998 13:04:41 -0800
From: "Bill Beyer"
Subject: Re: Mags and purty trucks

- ----------
> From: CARVER, JEFFREY D
> To: 'Truck'
> Subject: Mags and purty trucks
> Date: Friday, January 30, 1998 9:08 AM
>
> Unfortunately these are the vehicles that appeal to me
> a LOT more than the "this was done at XXX shop using
> YYY products". And of course they rarely, if ever, include
> the COST of either the parts or the labor. Their intent is
> to suck you into their game of pay-me-for-this. As for comparing
> products from different companies, it doesn't happen. They
> provide you some tidbits, but never dump on a product, as they
> sometimes should. Technically I cringe whenever I see one
> of those mags recommend WD-40 to loosen a bolt, as an example
> of perpetuating a product at the expense of much better products
> that are MADE to penetrate and loosen bolts, such as Liquid wrench,
> Kroil, etc. Have they ever done a comparison of the effectiveness
> of the variety of these products? Ha! No, they can't afford to dump
> on ANY potential advertiser.

I would have to agree with most of your opinions however the December issue
of Petersens 4Wheel & Off Road did a very comprehensive test on winches
comparing electric to hydraulic. The co. which makes the hydraulic winch is
(was?) a very big advertiser in that mag. The hydraulic winch got TRASHED!
It was one of the very few times I have seen this type of unbiased testing.
The really funny thing is that in this months issue of Four Wheeler, a
different mag, the co. that made the hydraulic winch took some of the
statements made in the test TOTALLY out of context and used them in it's
full page ad! Is this a great country or what ?!

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Date: Mon, 2 Feb 1998 18:33:47 EST
From: SARHOG aol.com
Subject: Re: Carb Size?

In a message dated 2/2/98 3:45:07 PM Central Standard Time, SuperMagot aol.com
writes:

>
> Correct me if I am wrong fellow listers, but isn't 3456 the magical RPM
> number
> where Torque and HP always equal?

Horsepower and torque curves cross (therefore, they are the same) at 5252rpm.
Anything below that, torque is greater than horsepower.

John Z
67 F-100 460/C-6
95 Fatboy

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Date: Mon, 2 Feb 1998 13:10:55 -0800
From: "Hogan, Tom"
Subject: RE: '68 390 2v to a 4v

Ted,

There is one other thing you should be aware of in swapping a manifold
on an FE series motor, the manifold extends underneath the valve covers
and the pushrods go through holes in the manifold between the runners.
This will make it necessary to remove the valve covers and the rocker
arm shaft assemblies. I am not trying to discourage you from this
project. Just want to point out a difference in this motor from others.
Edelbrock has a web page with a picture of their offerings for the FE
series. Take a look at www.edelbrock.com and you'll see the holes on
each side of the manifold. The rail next to the holes is where the
valve cover seals. I have no experience with the Edelbrock manifold
personally but you can look in the archives of the list to see what
experience some members have had -- some good some bad.

One other thing. The stock cast iron maifold weighs about 80 pounds.
If you swap it in the truck save your back and get a cherry picker to
lift it off the motor.

I think the swap is worthwhile if you know what you are getting into
ahead of time.

Good luck.

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



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

Date: Mon, 2 Feb 1998 13:30:56 +0000
From: tfmf211 murphyfarms.com
Subject: '68 390 2v to a 4v

I would like to change my current 2v manifold to a 4v manifold on my
390.=20
Sounds easy to me, pull the distributor, disconnect the carb linkage
unbol=
t=20
the old manifold, install the new, install carb, linkage, distrubutor
and=20
tune. Is it just that easy or am I missing something? (Like I usually
do=20
:-)) On the linkage there is a piece which the guys at Ford call a
Trottle=
=20
Swivel Assy., it mounts to the rear of the manifold on the drivers
side=20
and controls the linkage from the pedal going to the carb. Mine twist
badl=
y=20
and needs to be replaced, is this the true name of this part? Does any
one=
=20
have one they are willing to sell? I lose over half of my throttle due
to=20
the twist of this piece.


Any and all help/info will be appreciated.

-Ted

68 F100 390
70 Torino GT 351C
87 Ranger
94 Mustang
92 Sentra (Wife's Car)

- ------------------------------....


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