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

Content-Type: text/plain

fordtrucks-digest DigestVolume 97 : Issue 140

Today's Topics:

Re: 460 swap ["Gary, 78 BBB" ]
Re: JcWitney info ["Gary, 78 BBB" ]
Re: JcWitney info ["Jim Strigas"
Re: COMPRESSION FYI [sdelanty sonic.net ]
Re: JcWitney info ["George Shepherd"
Re: Pinging [Bj2797 aol.com ]
gas milage in 1963 ford [Rsmcnabb aol.com ]
Re: JcWitney info [JRFiero aol.com ]
JCWhitney info, F-1 wiring harness [JRFiero aol.com ]
Re: COMPRESSION FYI [JRFiero aol.com ]
Pinging ["Wade Keller"
RE: COMPRESSION FYI [Kevin Kemmerer ]
460 Headers ["Mike & Evan" ]
Re: pinging [Mike Schwall ]
RE:Pinging [Mike Schwall ]
Re: pinging [Mike Schwall ]
Re: COMPRESSION FYI ["Gary, 78 BBB" ]
RE: 460 Headers [Kevin Kemmerer ]
Re: pinging ["Gary, 78 BBB" ]
Re: pinging [daffin satcom.whit.org (Mike ) ]
UNSUBSCRIBE [daffin satcom.whit.org (Mike ) ]
straight axle [John Strauss

Administrivia:

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

Date: Mon, 4 Aug 1997 14:03:05 +0000
From: "Gary, 78 BBB"
To: fordtrucks lofcom.com
Subject: Re: 460 swap
Message-Id:
Content-Type: text/plain; charset=US-ASCII
Content-Transfer-Encoding: 7BIT

> From: "Jim Strigas"
> Subject: Re: 460 swap
> Date: Mon, 4 Aug 1997 08:43:52 -0700

> Gary, have you had any trouble with theomo wrap on your headers? I
> was going to do this to reduce under hood temp's, but read on an
> other list people having their headers come apart do to internal
> heat.

I haven't really had them on long enough to say. The truck is just
doing hauling duty now and the headers will probably rust away before
I get much use out of them sorry to say. I will say though that I've
put plain headers on before and they were a lot noisier. I'm sure
the wrap quiets them down a LOT! The wrap does make it harder to get
the wrench on the header bolts though. I'll get the extended bolts
next time.

I don't have much invested in them so I wasn't too worried about how
long they hold up. It was kind of an experiment to see if it would
improve low end torque and economy, neither of which seems to have
been improved to any great extent. I didn't rejet the carb since it
is a stock spread bore so this may have influenced the outcome.

-- Gary Peters --

(Mine)78 F-150, 2wd, 460, C-6
(Mine)78 Bronco, 4wd, 351M, Np 435, Np 205, 33's
(Daughter's)92 Tempo
(Daughter's)92 T-Bird
(Wife's)94 T-Bird
(Son's)90 F-150, I6
(Son's)76 Blue Bird School bus
All mine to work on, maintain etc..

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

Date: Mon, 4 Aug 1997 15:17:09 +0000
From: "Gary, 78 BBB"
To: fordtrucks lofcom.com
Subject: Re: JcWitney info
Message-Id:
Content-Type: text/plain; charset=US-ASCII
Content-Transfer-Encoding: 7BIT

> Date: Mon, 4 Aug 1997 11:39:55 -0500 (CDT)
> From: William Sabers
> Subject: JcWitney info

> Can anyone tell me how to get a JCWhitney catalog. Do they have a
> web page where I can sign-up. Do I have to mail them????


http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.catalogsite.com/Gen/JCWhitney_P1.html

-- Gary Peters --

(Mine)78 F-150, 2wd, 460, C-6
(Mine)78 Bronco, 4wd, 351M, Np 435, Np 205, 33's
(Daughter's)92 Tempo
(Daughter's)92 T-Bird
(Wife's)94 T-Bird
(Son's)90 F-150, I6
(Son's)76 Blue Bird School bus
All mine to work on, maintain etc..

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

Date: Mon, 4 Aug 1997 12:55:21 -0700
From: "Jim Strigas"
To:
Subject: Re: JcWitney info
Message-ID:
Content-Type: text/plain;
charset="US-ASCII"
Content-Transfer-Encoding: 7bit

>Can anyone tell me how to get a JCWhitney catalog. Do they have a web
>page where I can sign-up. Do I have to mail them????
>
>Thanx
>Wsabers

I haven't found them on the Web but you can order their catalog from
here. I did a search for "automotive" and they were amongst the free
automotive catalogs you can order from there! they have it as J.C.Whitney.

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

Jim Strigas
jstrigas worldnet.att.net
It's new. It's thin. It's under construction. It's my Homepage!
http://www.ford-trucks.com//lc/lc.php?action=do&link=http://home.att.net/~jstrigas
If you have nothing better to do, visit my Homepage. There's nothing there
for everyone!

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

Date: Mon, 4 Aug 1997 15:07:24 -0700
From: sdelanty sonic.net
To: FORDTRUCKS lofcom.com
Subject: Re: COMPRESSION FYI
Message-Id:
Content-Type: text/plain; charset="us-ascii"

On Mon 4 Aug 1997, Kevin Kemmerer wrote:

>all this talk of compression is goning on, so i thought i would share an =
>experience of my cousin. this does relate to ford trucks, as well as =
>any engine running cast iron heads.


>also, when replacing the gaskets each time they blew many =
>pushrods where bent (from the high compression - need cromemoly ones =
>now).

If I were You, I'd be looking elsewhere for the cause of the
bent pushrods.

Why would the pushrods care what the compression ratio is?
The only time there is any significant cylinder pressure is when
the valves are CLOSED and the pushrods are just lazily waiting
for the next "event" to come along...

If You guys are really spinning to 7K+ rpm with STOCK pushrods,
it's no wonder there's problems.
The most common causes of bend pushrods are:
Too high RPM
Piston/Valve interferance.
Spring coil bind (with high lift cams)
Retainer/guide interferance (high lift cams)
Rocker bind problems, inadequate slot length on stud mount rockers.

Never heard of it from excess compression...

>we checked the compression using a comp gauge and came up with about 240 =
>psi. this calcs to 17:1 compression! they apparently sent the wrong =
>pistons!

You can't really use comp pressures to calculate comp ratios.
The problem is adiabatic heating of the charge.
When You squeeze a load of air to a smaller volume, it gets MUCH hotter.
(Hey, that's why diesels work ain't it...?)
This hotter temp further increases the pressure of the gas, so MEASURED
pressures are usually *much* higher than CALCULATED pressures.

Example: I once built a 2110cc VW motor with 10.5:1 comp.
It had 220 psi of compression pressure... Da math don't work do it?


I suppose You could use PV = nRT to calculate the real pressure
ratio, but You would have to know exactly how much charge heat was
absorbed by the piston, cylinder and head and know what percentage
of air was pumped back due to cam duration. (Ack!)

Gas physics over for today,

Steve Delanty

1971 F100 shortbox, FE390, T-18 4-speed

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

Date: Mon, 4 Aug 1997 17:08:53 -0500
From: "George Shepherd"
To:
Cc:
Subject: Re: JcWitney info
Message-Id:
Content-Type: text/plain; charset=ISO-8859-1
Content-Transfer-Encoding: 7bit

The newsstands here in Dallas sell them. Or call them at 312-431-6102

----------
> From: William Sabers
> To: fordtrucks lofcom.com
> Subject: JcWitney info
> Date: Monday, August 04, 1997 11:39 AM
>
> Can anyone tell me how to get a JCWhitney catalog. Do they have a web
> page where I can sign-up. Do I have to mail them????
>
> Thanx
> Wsabers
>
>
> ____________________________________________________________________
> Message distributed via http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.lofcom.com/
> For help send mail with subject "HELP" to:fordtrucks-request lofcom.com
> Comments and suggestions are welcome, use: kpayne mindspring.com
>

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

Date: Mon, 4 Aug 1997 20:21:23 -0400 (EDT)
From: Bj2797 aol.com
To: fordtrucks lofcom.com
Subject: Re: Pinging
Message-ID:

Carter makes a strip kit . This has various metering rods & jets. You can
dial your engine in easily with this.
BOB.
76 f-250
390

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

Date: Mon, 4 Aug 1997 21:07:21 -0400 (EDT)
From: Rsmcnabb aol.com
To: fordtrucks lofcom.com
Subject: gas milage in 1963 ford
Message-ID:

My nephew just bought a 1963 ford p.u. with a straight 6 engine. Its seems
to be using an excessive amount of gas. Does any one know what mpg range
this 6 cylinder should get? Std. transmission, don't know gear ratio.

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

Date: Mon, 4 Aug 1997 21:09:54 -0400 (EDT)
From: JRFiero aol.com
To: fordtrucks lofcom.com
Subject: Re: JcWitney info
Message-ID:

In a message dated 97-08-04 12:41:51 EDT, you write:


page where I can sign-up. Do I have to mail them????

Wsabers >>

Dan Wentz (sp?) on his great F-1 page
http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.geocities.com/MotorCity/3623/ has a link to J C Whitney, which is
http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.catalogsite.com/Gen/JCWhitney_P1.html, part of the catalog site
mentioned in another post. It allows you to order a catalog, but nothing
else. While you're poking around, check out the rest of Dan's page.

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

Date: Mon, 4 Aug 1997 21:17:49 -0400 (EDT)
From: JRFiero aol.com
To: fordtrucks lofcom.com
Subject: JCWhitney info, F-1 wiring harness
Message-ID:

Just a Whitney update.
I posted, sometime in June (?), that I'd ordered a wiring harness from
Whitney for my 51 F1. It was back-ordered at the time, to ship ~7/10. I got
snail mail from them saying the manufacturer couldn't guarantee delivery
within 60 days, so their policy was to cancel my order, and recommend I try
again later.
I tried again the other day, and they wouldn't accept the order because
they couldn't confirm an availability date. I asked about a special order
with an open ended delivery date (hopefully before my truck burns up), and
they said they'd have someone call me.
This is good and bad - bad that they don't have the part, good that
they're letting me know what's happening and giving me choices.
I'll keep you all up to date. They did say that the next time I tried to
order I should ask about availability of the part before giving all the rest
of the order info requested. Sounds like an obvious idea to me.

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

Date: Mon, 4 Aug 1997 21:29:37 -0400 (EDT)
From: JRFiero aol.com
To: fordtrucks lofcom.com
Subject: Re: COMPRESSION FYI
Message-ID:

In a message dated 97-08-04 21:00:23 EDT, you write:


Date:97-08-04 21:00:23 EDT
From:kevkem epix.net (Kevin Kemmerer)
Reply-to:fordtrucks lofcom.com To:"'fordtrucks lofcom.com'"


File: COMPRESS (3109 bytes)
DL Time (TCP/IP):
>>
Pardon my ignorance, but I'm unable to read such mail, even after I
download it.
. I'm on AOL, which may explain some things, but I've not been able to read
any Fordtrucks messages which require a download, MIME or otherwise. Why are
they like that, and what to do?
Private mail if you'd like, but other memebers may benefit from a list
post.

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

Date: Mon, 4 Aug 1997 21:09:24 -0500
From: "Wade Keller"
To:
Subject: Pinging
Message-Id:
Content-Type: text/plain; charset=ISO-8859-1
Content-Transfer-Encoding: 7bit

"I am running straight vaccum to the distributor. Is the vaccum can for the
distributor? Also, I have tried different grades of gas, has not helped the
problem. I am looking into rejetting the carburator. I'm runnung the timing
ten degrees advanced, any less and the engine runs very poorly."

I have a 78 Ford pickup with a 302. I had the same problem. I could find no
service manual to show how the vacuum lines were supposed to be hooked up.
There is no place to hook the vacuum advance on the carburator only on the
manifold. I found that the manifold is the proper place for the vacuum
advance vacuum hose to be connected on this truck.

What I finally did to fix the problem was change the vacuum advance on the
distributor. The vacuum advance diaphram was not ruptured but was dry
rotted enough to allow the vacuum to escape after driving a few miles down
the road. I also retarded the timing to 8 degrees and it runs great now.
Keeping the octane on the gas to at least 89 octane also helps.

Wade Keller
78 Ford Ranger

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

Date: Mon, 4 Aug 1997 22:05:04 -0400
From: Kevin Kemmerer
To: "'fordtrucks lofcom.com'"
Subject: RE: COMPRESSION FYI
Message-ID:
Content-Type: text/plain; charset="us-ascii"
Content-Transfer-Encoding: quoted-printable

----------
From: sdelanty sonic.net[SMTP:sdelanty sonic.net]
Sent: Monday, August 04, 1997 6:07 PM
To: FORDTRUCKS lofcom.com
Subject: Re: COMPRESSION FYI


On Mon 4 Aug 1997, Kevin Kemmerer wrote:

>all this talk of compression is goning on, so i thought i would share =
an =3D
>experience of my cousin. this does relate to ford trucks, as well as =
=3D
>any engine running cast iron heads.


>also, when replacing the gaskets each time they blew many =3D
>pushrods where bent (from the high compression - need cromemoly ones =
=3D
>now).

If I were You, I'd be looking elsewhere for the cause of the=20
bent pushrods.

Why would the pushrods care what the compression ratio is?
The only time there is any significant cylinder pressure is when
the valves are CLOSED and the pushrods are just lazily waiting
for the next "event" to come along...
=20
no, when the exhaust valve opens, it opens against the pressure of =
combustion, as the "leftover" combustion pressure is used to blowdown =
the cylinder.

If You guys are really spinning to 7K+ rpm with STOCK pushrods,
it's no wonder there's problems.
The most common causes of bend pushrods are:
Too high RPM
Piston/Valve interferance.
Spring coil bind (with high lift cams)
Retainer/guide interferance (high lift cams)
Rocker bind problems, inadequate slot length on stud mount rockers.
=20
Never heard of it from excess compression...

other than the possibility of too high rpm's, the rest of the list has =
been checked, double checked and all is OK. also, slot length is not a =
variable on the shaft mounted rockers used in mopars ( & FE fords, etc.)

>we checked the compression using a comp gauge and came up with about =
240 =3D
>psi. this calcs to 17:1 compression! they apparently sent the wrong =
=3D
>pistons!

You can't really use comp pressures to calculate comp ratios.
The problem is adiabatic heating of the charge.
When You squeeze a load of air to a smaller volume, it gets MUCH =
hotter.
(Hey, that's why diesels work ain't it...?)
This hotter temp further increases the pressure of the gas, so MEASURED
pressures are usually *much* higher than CALCULATED pressures.
=20
Example: I once built a 2110cc VW motor with 10.5:1 comp.
It had 220 psi of compression pressure... Da math don't work do it?


I suppose You could use PV =3D nRT to calculate the real pressure
ratio, but You would have to know exactly how much charge heat was
absorbed by the piston, cylinder and head and know what percentage
of air was pumped back due to cam duration. (Ack!)

Gas physics over for today,

yes, absolutely. but (there's always a but) the gauge has a table for =
ESTIMATED comp. ratios. that came up close on the other engines we =
checked that had been measured and calculated out by cc'ing the heads, =
valve cutouts, etc. also the math using the bore-stroke of the 340, =
with his motors actual bore & stroke length shows that the compression =
would be that high if the pistons for the 340 at a certain comp were =
used in the stroked motor.

sleddog


Steve Delanty

1971 F100 shortbox, FE390, T-18 4-speed


____________________________________________________________________
Message distributed via http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.lofcom.com/
For help send mail with subject "HELP" to:fordtrucks-request lofcom.com
Comments and suggestions are welcome, use: kpayne mindspring.com

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

Date: Mon, 4 Aug 1997 10:06:12 -0500
From: "Mike & Evan"
To:
Subject: 460 Headers
Message-Id:
Content-Type: text/plain; charset=ISO-8859-1
Content-Transfer-Encoding: 7bit

Has anyone on the list had experience with L&L 460 swap headers? I called
them the other day to order a set for my '75 F-250 4x4 Highboy with 35"
BFGs but I did not know they sold two styles. The in-frame set and the
fender well exit set.
Which setup would be best for my truck? Will I have steering or tire
clearance problems with the fender well exit set? Will the headers hit the
frame or driveshaft with the in-frame set?
Please help me out! I don't want to spend the $400 on a set that I may
have problems with.

Thanks for your help in advance!!

Oh, anybody want to sell their headers? Just thought I'd ask. Thanks.

Mike Vonhof
yasky netins.net

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

Date: Mon, 04 Aug 1997 22:08:54 -0500
From: Mike Schwall
To: fordtrucks lofcom.com
Subject: Re: pinging
Message-Id:
Content-Type: text/plain; charset="us-ascii"

At 06:47 PM 8/2/97 -0700, you wrote:
>I have a 78 F-250 4x4 400M, it has a performer manafold and Carter AFB 4v
>carberator.The problem is when ever I pull my boat or get into the mortor
>hard it pings like crazy, and starts to overheat. These problems all
>started we we made the carburator changes, when we put the carb on,we took
>off the vacum hose that comes off the thermostat housingand one that runs
>off the back of the motor up to the vacum can,(I thinkthats where it
>went).The vacum for the distributer comes off the carb now. What I would
>like to know is if there are any book or diagrams that will tell me how to
>hook these vacum lines back up. This is the only thing I can think that we
>changed when the new carb was put on, also the egr valve was not put back
>on. I have the Ford service manuel for the 78 Ford and it shows nothing of
>the vacum hoses, and I think this is what is causing my problems, it cause
>the carb to run too lean, or does anybody else have a different idea.
>Thanks Art Lutz

Three possible problems: Carb jetted too lean, vacuum leak, or too much
advance. The line that came off the PVS (the thing on the thermostat
housing) is for emission reasons. If disconnected, simply plug the vacuum
source and everything will be fine.

Make sure you have the distributor vacuum advance diaphragm on the timed
vacuum port on the carb, not the full time vacuum. Unplug the hose on the
vacuum advance - you should get zero, or near zero vacuum at idle.

Hope this helps,

Mike

_____________________________________________

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

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

Date: Mon, 04 Aug 1997 22:12:54 -0500
From: Mike Schwall
To: fordtrucks lofcom.com
Subject: RE:Pinging
Message-Id:
Content-Type: text/plain; charset="us-ascii"

At 08:43 PM 8/2/97 -0700, you wrote:
>I am running straight vaccum to the distributor. Is the vaccum can for the
>distributor? Also, I have tried different grades of gas, has not helped the
>problem. I am looking into rejetting the carburator. I'm runnung the timing
>ten degrees advanced, any less and the engine runs very poorly. Thanks Art

That is your problem - you are putting full time vacuum to the distributor.
You most likely have about 25 to 30 degrees advance from idle to highway
RPM. Put the distributor vacuum line on the TIMED VACUUM PORT (look in
carb manual for this). You should get no vacuum at this port at idle, but
as the throttle plates open, the vacuum increases.

Mike

_____________________________________________

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

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

Date: Mon, 04 Aug 1997 22:20:19 -0500
From: Mike Schwall
To: fordtrucks lofcom.com
Subject: Re: pinging
Message-Id:
Content-Type: text/plain; charset="us-ascii"

At 06:08 PM 8/3/97 -0700, you wrote:
> >hook the advance vacuum line to the manifold. You are not getting
>>enough vacuum to hold it open durring exceleration.

When you are accelerating, you have low to no manifold vacuum. The idea of
the vacuum advance is to add advance when you are accelerating. At idle,
you have no vacuum advance. But as you open the throttle plates, the
vacuum advance increases.

Hooking up the distributor to the manifold will only make the vehicle run
like a tank.

Mike

_____________________________________________

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

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

Date: Tue, 5 Aug 1997 07:31:29 +0000
From: "Gary, 78 BBB"
To: fordtrucks lofcom.com
Subject: Re: COMPRESSION FYI
Message-Id:
Content-Type: text/plain; charset=US-ASCII
Content-Transfer-Encoding: 7BIT

> From: sdelanty sonic.net
> Date: Mon, 4 Aug 1997 15:07:24 -0700
> Subject: Re: COMPRESSION FYI

> If I were You, I'd be looking elsewhere for the cause of the
> bent pushrods.

Bravo! Steve! I was going to say something about that but you
answered it very well indeed!

> You can't really use comp pressures to calculate comp ratios.
> The problem is adiabatic heating of the charge.
> When You squeeze a load of air to a smaller volume, it gets MUCH
> hotter.

I had forgotten about that one myself. The only way to really know
it to take it apart and measure the combustion chamber, deck
clearance and piston displacement like they do with NASCAR winners.
If compression pressure was an accurate way to measure compression,
NASCAR would be doing it as well instead of taking the engines apart.

Very good, imformative reply, Steve :-)

-- Gary Peters --

(Mine)78 F-150, 2wd, 460, C-6
(Mine)78 Bronco, 4wd, 351M, Np 435, Np 205, 33's
(Daughter's)92 Tempo
(Daughter's)92 T-Bird
(Wife's)94 T-Bird
(Son's)90 F-150, I6
(Son's)76 Blue Bird School bus
All mine to work on, maintain etc..

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

Date: Tue, 5 Aug 1997 07:34:06 -0400
From: Kevin Kemmerer
To: "'fordtrucks lofcom.com'"
Subject: RE: 460 Headers
Message-ID:
Content-Type: text/plain; charset="us-ascii"
Content-Transfer-Encoding: quoted-printable

i purchased headers from L&L about 4-5 yrs ago for 77 f-150 4x4 460. i =
got the fenderwell exits.
they said it would ship next day, to make long story short, i didn't =
receive them for months afterward and was sent wrong ones.
after receiving the right headers, i went tp work only to find that they =
hit the frame rails on the outside. using L&L's mounts, they still hit. =
grinding out the perches, they still hit and in fact hit to this day!
L&L said to bend headers, but even a long bar wouldn't bend them far =
enough to clear. that is how well made they are.
i am actually very happy with them (do i have much of a choice?). they =
still don't leak, but they are rusting and have turned multiple colors =
of blue shades.
i also had to cut the plastic fenderwells for clearence. even some =
metal needed trimming.
the bolts are hard to reach with anything but of a shortened open end =
wrench.
which style header is better for you depends on too many things. i =
bought the fenderwells for the look, ease of running a complete exhaust =
(which i still havn't completed!), no chance of driveshaft interference, =
etc. oh yeah, i have 33" mudders and 6" susp. lift and 1" body lift on =
this truck. no tire interference - not even close to the headers. no =
steering linkage problems, but i am not sure of the '75 f-250.
i also have a set of L&L fenderwell exits on a 79 f-350 4x4. this 460 =
sits on very crude motor mounts and there is absolutely no clearence =
problems of any kind. these fenderwells are built as well as my other =
set and are also rusting right along.
i also had a set for a mid 80''s f250 that had the same high quality =
construction except that the inside of the header tubes at the engine =
end had a huge amount of weld splatter that needed to be ground out. i =
eventually sold this pair, just a couple of monthes ago in fact to get =
more room in my garage.

i hope this helps some!
sleddog

----------
From: Mike & Evan[SMTP:yasky netins.net]
Sent: Monday, August 04, 1997 11:06 AM
To: fordtrucks lofcom.com
Subject: 460 Headers

Has anyone on the list had experience with L&L 460 swap headers? I =
called
them the other day to order a set for my '75 F-250 4x4 Highboy with 35"
BFGs but I did not know they sold two styles. The in-frame set and the
fender well exit set.=20
Which setup would be best for my truck? Will I have steering or tire
clearance problems with the fender well exit set? Will the headers hit =
the
frame or driveshaft with the in-frame set?
Please help me out! I don't want to spend the $400 on a set that I may
have problems with.

Thanks for your help in advance!!

Oh, anybody want to sell their headers? Just thought I'd ask. Thanks.

Mike Vonhof
yasky netins.net




____________________________________________________________________
Message distributed via http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.lofcom.com/
For help send mail with subject "HELP" to:fordtrucks-request lofcom.com
Comments and suggestions are welcome, use: kpayne mindspring.com

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

Date: Tue, 5 Aug 1997 08:41:35 +0000
From: "Gary, 78 BBB"
To: fordtrucks lofcom.com
Subject: Re: pinging
Message-Id:
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> Date: Mon, 04 Aug 1997 22:20:19 -0500
> From: Mike Schwall
> Subject: Re: pinging

> When you are accelerating, you have low to no manifold vacuum. The
> idea of the vacuum advance is to add advance when you are
> accelerating. At idle, you have no vacuum advance. But as you open
> the throttle plates, the vacuum advance increases.

Mike, there are several types of vacuum controlled advance
mechanisms. Most of them use either ported or manifold vacuum to
hold the advance on (which is why you have to remove the hose to
check static timing) and the advance is reduced as vacuum falls off
such as when accellerating. The richer mixture dumped in the
manifold when accellerating requires less advance so as vacuum drops,
that is pressure rises, the advance mechanism spring pushes it to a
more retarded position.

Ported vacuum is supplied by the manifold but is "ported at the
throttle plate, usually through the transfer slot, so it only comes
into play when the plate begins to open so there should be no vacuum
at idle at the ported port on the carb. I believe the reason my
tests only give me 12-15" on the ported port is due to the
ambient pressure above the throttle plate where the transfer slot is
located opposing manifold vacuum below it which tends to reduce the
manifold vacuum at that location but I'm only guessing here.

Unless he has the dual port vac on his distributor it should work the
way I described above. I'm not familiar with the operation of the
dual port vac so can't comment on that here.

-- Gary Peters --

(Mine)78 F-150, 2wd, 460, C-6
(Mine)78 Bronco, 4wd, 351M, Np 435, Np 205, 33's
(Daughter's)92 Tempo
(Daughter's)92 T-Bird
(Wife's)94 T-Bird
(Son's)90 F-150, I6
(Son's)76 Blue Bird School bus
All mine to work on, maintain etc..

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Date: Tue, 5 Aug 1997 07:09:26 -0600
From: daffin satcom.whit.org (Mike )
To: fordtrucks lofcom.com
Subject: Re: pinging
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Ken,

This has been an interesting list to receive. Unfortunately I must
UNSUBSCRIBE as it has not proven usefull. Mostly i think it is more
involved with subjects better left to professional race engine builders and
people with a whole lot more experience with vehicles than I.

Mike.



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>

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Date: Tue, 5 Aug 1997 07:11:46 -0600
From: daffin satcom.whit.org (Mike )
To: fordtrucks lofcom.com
Subject: UNSUBSCRIBE
Message-Id:
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>To: fordtrucks lofcom.com
>From: daffin satcom.whit.org (Mike )
>Subject: Re: pinging
>
>Ken,
>
> This has been an interesting list to receive. Unfortunately I must
UNSUBSCRIBE as it has not proven usefull. Mostly i think it is more....


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