Date: Mon, 3 Mar 1997 00:02:29 -0500 (EST) To: fordtrucks-digest lofcom.com
From: digest-proc lofcom.com
Subject: fordtrucks Digest v97 n0013
Reply-To: FORDTRUCKS lofcom.com

Volume 97 Number 0013 fordtrucks Digest

Today's Topics:

Re: Disc Brakes for 59 Ranchero
Re: Disc Brakes for 59 Ranchero
Re: Disc Brakes for 59 Ranchero
RE: Question on 370 truck motor.
Question on 370 truck motor.
370 scoop!
Need advise on F100 Purchase
unsubscribe fordtrucks
Ballast resistor
Re: Need advise on F100 Purchase


* PLEASE DO NOT QUOTE THE ENTIRE DIGEST IN REPLIES TO THE LIST! *

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

>From kpayne mindspring.com Sat Mar 1 19:12:26 1997 From: Ken Payne Subject: Re: Disc Brakes for 59 Ranchero To: FORDTRUCKS lofcom.com

At 12:17 AM 2/28/97 -0500, you wrote:
>Hello All,
>I have a 59 Ranchero with a 352 FE. I would like to convert the front
>brakes to a disc setup prior to building the motor. I have found a few
>kits for this but they are on the pricey side, does anyone have a
>suggestion or recipe for parts swapping from other models, years?
>Thanks, Antonio.
>

Don't take this as fact, but I believe the spindles from a early 70's LDT should work. A good junkyard would know for sure. You'll also need the proportioning valves off the same vehicle plus you'll need to buy a master cylinder for said LDT (it should bolt right onto the Ranchero, Ford master cylinders are pretty universal). I'd recommended buying the new master cylinder instead of taking the junker own as they are only about 25-35 bucks and you'll know it works.

-Ken Payne
1967 Ford F100 Custom Cab, 390 FE V8
List maintainer, send me comments and suggestions.
Visit the Ford Trucks List Web Page (unsubscribe form is there): http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.mindspring.com/~kpayne/ford



------------------------------
>From kpayne mindspring.com Sat Mar 1 22:00:20 1997 From: Ken Payne Subject: Re: Disc Brakes for 59 Ranchero To: FORDTRUCKS lofcom.com

At 07:12 PM 3/1/97 -0500, you wrote:
>At 12:17 AM 2/28/97 -0500, you wrote:
>>Hello All,
>>I have a 59 Ranchero with a 352 FE. I would like to convert the front
>>brakes to a disc setup prior to building the motor. I have found a few
>>kits for this but they are on the pricey side, does anyone have a
>>suggestion or recipe for parts swapping from other models, years?
>>Thanks, Antonio.
>>
>
>Don't take this as fact, but I believe the spindles from a early
>70's LDT should work. A good junkyard would know for sure. You'll
>also need the proportioning valves off the same vehicle plus you'll
>need to buy a master cylinder for said LDT (it should bolt right onto
>the Ranchero, Ford master cylinders are pretty universal). I'd
>recommended buying the new master cylinder instead of taking the
>junker own as they are only about 25-35 bucks and you'll know it works.
>

vvv Woops! Meant LTD, not LDT. And to think, I never did LDS either.
^^^



-Ken Payne
1967 Ford F100 Custom Cab, 390 FE V8
List maintainer, send me comments and suggestions.
Visit the Ford Trucks List Web Page (unsubscribe form is there): http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.mindspring.com/~kpayne/ford



------------------------------
>From mcat epix.net Sun Mar 2 08:58:48 1997 From: mcat epix.net
Subject: Re: Disc Brakes for 59 Ranchero To: FORDTRUCKS lofcom.com

Afriend of mine used the complete disc set up from a 70-71 ltd. It`s a bolt on conversion. He put this on a 63 Galaxie works like acharm.57-71 big Fords are interchangeable on a lot of front end parts.Have the wrecking yard check interchange for more info but i belive 71-96 may also work a well.
Garry

--- On Sat, 1 Mar 1997 22:00:20 -0500 (EST) Ken Payne wrote:

>At 07:12 PM 3/1/97 -0500, you wrote:
>>At 12:17 AM 2/28/97 -0500, you wrote:
>>>Hello All,
>>>I have a 59 Ranchero with a 352 FE. I would like to convert the front
>>>brakes to a disc setup prior to building the motor. I have found a few
>>>kits for this but they are on the pricey side, does anyone have a
>>>suggestion or recipe for parts swapping from other models, years?
>>>Thanks, Antonio.
>>>
>>
>>Don't take this as fact, but I believe the spindles from a early
>>70's LDT should work. A good junkyard would know for sure. You'll
>>also need the proportioning valves off the same vehicle plus you'll
>>need to buy a master cylinder for said LDT (it should bolt right onto
>>the Ranchero, Ford master cylinders are pretty universal). I'd
>>recommended buying the new master cylinder instead of taking the
>>junker own as they are only about 25-35 bucks and you'll know it works.
>>
>
> vvv
>Woops! Meant LTD, not LDT. And to think, I never did LDS either.
> ^^^
>
>
>
>-Ken Payne
> 1967 Ford F100 Custom Cab, 390 FE V8
> List maintainer, send me comments and suggestions.
> Visit the Ford Trucks List Web Page (unsubscribe
> form is there): http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.mindspring.com/~kpayne/ford
>
>
>____________________________________________________________________
>Message distributed via http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.lofcom.com/
>To send mail to fordtrucks, use the address: fordtrucks lofcom.com
>For help send a message with "HELP" in the body to:list-request lofcom.com
>Comments and suggestions are welcome, use: kpayne mindspring.com
>
>

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


~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ Name: Garry
E-mail: mcat epix.net
Date: 3/2/97 Time: 8:50:16 AM

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



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>From rmwise rmi.net Sun Mar 2 12:33:50 1997 From: Bob Wise
Subject: RE: Question on 370 truck motor.
To: FORDTRUCKS lofcom.com

------ =_NextPart_000_01BC26F5.4AD2C020


Jim Hurd's reply on this subject was pretty good. I've got a '79 F700 = that came with the 370 engine. The 370s are low compression engines, = and came with a two-barrel carb. They were designed for fuel economy = and dependability for long hauls driven by someone who doesn't care much = about the longevity of the engine. I had been running the 370 with a = 460 intake and 4-barrel carb, which helps it a lot. However, the engine = is a dog. It has 7:1 compression (seriously).

I have swapped in a 460 into it. This was a more major project than you = might expect. The 370s were generally mounted in the truck by two = mounts on the bell housing, and a special mount that attaches to a = cast-iron timing cover. Very bizarre, in that the block is not directly = mounted to the frame. Additionally, no 460 block I could find was = machined to accept the 370 timing cover. In other words, the timing = cover machining and bolt patterns are significantly different on the 370 = and the 470, even in the same year. A friend of mine asserts that there = was a "medium-duty" version and a "heavy-duty" version of the 370, and = that the "medium-duty" version sported a more conventional mid-block = engine mount.

Since my F700 has the more unfortunate "heavy-duty" 370, I fabricated a = new cross member, and used engine mounts from a junkyard 1-ton that had = a 460 in it. The 460 in the truck now mounts in the traditional = mid-block point, and also by the original bell-housing mount. I would = consider the conversion a great success. I have most of a 370 sitting = in my shop that I would let go very cheap, if anyone was interested in = it.

I also discovered that the crank machining in 460s comes in two flavors = - automatic and manual. The diameter on the rear of the crank that = accepts the pilot bearing/bushing is smaller on the automatics. Of = course, the only commonly available bearing fits the manual transmission = bearing. I had to custom machine a new bronze bushing that would fit = the automatic crank that I ended up with (the most common kind, by far), = as well as the quite large transmission input shaft diameter.

I ended up using some late-model exhaust manifolds, too. The 370 = manifolds exited in the middle of the engine, which now are blocked by = the new cross-member and motor mounts. A rear-exit manifold for the = passenger side, and a three-quarter exit manifold for the driver side = fit the bill - scavenged off an '80s cube van that had a 460 in it.

I also had another brief adventure that involved putting an older 460 = crank into a new 460 block. This does not work AT ALL. The newer = cranks have a 1/2" smaller counterweight radius, and are compensated = with an external balancer. The older cranks with the larger = counterweight radius won't even rotate in a newer block.

On a side note, the F700 was available at some point with a 534 cu. In. = gas engine. This is a very rare beast.

-Bob Wise
Owner, Apex Performance Solutions
Black Forest, CO

-----Original Message-----
From: JLINETT SYSUBMC.BMC.COM [SMTP:JLINETT SYSUBMC.BMC.COM] Sent: Friday, February 28, 1997 9:21 AM To: FORDTRUCKS lofcom.com
Subject: Question on 370 truck motor.

Hi All,

Every so often I see an add for a Ford truck with a 370 gas engine. I had never heard of this (but I'm not familiar with Ford truck engines anyway, except for the 390 and 460...)

I'd be interested in hearing the details on this motor if anyone on the = list
has any knowledge of it- ratings, design, materials, etc.

For instance, I imagine it has a forged crank and rods, 4-bolt mains, = etc.

Thanks and Regards,
Jon in Houston


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------ =_NextPart_000_01BC26F5.4AD2C020

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>From HURDJ VAX.CS.HSCSYR.EDU Sun Mar 2 17:11:50 1997 From: JIM HURD Subject: 370 scoop!
X-VMS-To: IN%"rmwise rmi.net"
X-VMS-Cc: IN%"fordtrucks lofcom.com",HURDJ To: FORDTRUCKS lofcom.com

Bob,
Thanks for all the scoop on the 370's

Jim - in Central NY
'79 F-150 (302!)
'92 Topaz (3.0l)


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>From pieman iwaynet.net Sun Mar 2 17:12:40 1997 From: Bill
Subject: Need advise on F100 Purchase
To: FORDTRUCKS lofcom.com

I have two vechicles to chose from and I do not know which would be the better choice.

One is a 1953 F100 in original #3 condition. It is a 4 speed with a flathead motor.
The wheels and tires are mag type with low profile. It is in need of paint and interior
restoration. The owner is asking $3500. This truck located about 6 hours from my home.

The other is a 1955 F100 with 10 year old restoration. It has three on the tree and a
292 motor. Transmission and motor have been rebuilt when restored, 3000 miles since
restoration. Paint is better than 1953 above but surface was not prepared properly before
application of paint. This truck looks nice compared to 1953 but tail gate has been
bolted closed because of hinge deterioration. It also has American Racing mags with
low profile tires. The owner of this truck is asking $4200. This truck is located 14 or 15
hours from my home and will need be trailered.

I have a 1990 Ford F250 which I plan to use to tow either truck to my home, but I will
need to rent an auto transport to bring them home. I am favoring the 1953 but I am not
confident in that because of lack of restoration experience.

I would appreciate any advise as to which truck would be a better choice and why.

Thanks

Bill



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>From ccwhite somtel.com Sun Mar 2 17:12:41 1997 From: "Collin White" Subject: unsubscribe fordtrucks
To: FORDTRUCKS lofcom.com

Please unsubscribe me.
Thanhs


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>From rmeier connect.net Sun Mar 2 22:22:37 1997 From: rmeier connect.net (Roger Meier)
Subject: Ballast resistor
To: FORDTRUCKS lofcom.com

All fords built since 1939 or so that have a breaker point non electronic ignition have a ballast resistor, or did when they were new anyway. Why?
I will try to explain without getting too much into the math of the thing. Each ,time the points close, the current builds up in the primary winding. This current causes heat to build up in the coil so an external resistor is needed to limit the amount of current flowing in the primary. Without the resistor, enough current will flow to cause the coil to overheat, and if the ignition switch is on but the motor is not running, the coil or the points may be damaged. From about 1957 on, the ballast resistor is in the form of a resistance wire going from the ignition switch to the high side of the coil primary. You can run the engine without the resistor (that is what happens when you hotwire a distributor) but this is hard on the points and can cause early failure of the coil from overheating, especially if the engine is stopped with the points closed and the ignition hotwired. The resistor is not needed for most electronic ignitions as they limit the coil current using othe!
r me
ans.
Hope this h*lps,
Regards,
Roger Meier



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>From canzus techline.com Sun Mar 2 22:27:18 1997 From: Steve & Rockette Subject: Re: Need advise on F100 Purchase To: FORDTRUCKS lofcom.com

At 05:12 PM 3/2/97 -0500, you wrote:
>I have two vechicles to chose from and I do not know which would be the better
>choice.
>
My opinion is, go with the one that is most original, if you are planning to do an anal-retentive type restoration, from now on to be called the "ARR".
If not the ARR go with the truck thats in the best condition overall, as it will need the least work to get it out on the road...

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



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