perf-list-digest Saturday, December 5 1998 Volume 01 : Number 162



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Ford Truck Enthusiasts - Performance
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In this issue:

Re: FTE Perf - 390 buildup.
FTE Perf - RE: 390 buildup
FTE Perf - Forwarded for pboudreault sympatico.ca
FTE Perf - Gears
FTE Perf - Piston oins
FTE Perf - Restrictor
RE: FTE Perf - Restrictor
RE: FTE Perf - Restrictor
Re: FTE Perf - Restrictor
FTE Perf - Headers and exhaust system
FTE Perf - C6 problems
Re: FTE Perf - Headers and exhaust system
RE: FTE Perf - Restrictor
RE: FTE Perf - Restrictor
Re: FTE Perf - C6 problems
Re: FTE Perf - Restrictor
RE: FTE Perf - C6 problems
RE: FTE Perf - Restrictor
FTE Perf - C-6 Trouble (Sleddog)
Re: FTE Perf - 390 buildup.
RE: FTE Perf - C-6 Trouble (Sleddog)
Re: FTE Perf - 390 buildup.

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Date: Fri, 04 Dec 1998 07:33:54 -0600
From: William S Hart
Subject: Re: FTE Perf - 390 buildup.

>Rods for all FE's are the same lenght except the the 352, what you have
>to look for in the rod deparatment is football shaped rod bolt heads.
>If they aren't this shape, they're the car rods, except for GT390's, which
>had the same HD rods as the "normal" truck rods.
>
Well I've got the football shaped rod bolt heads, so no problems here huh ? :)

>the piston pins are full floating, so a machinist is not required to press the
>pistons onto the rods.......

Really ? Mine didn't look to be, I suppose they could just be froze up,
but they looked stuck to the rod .... anyone else seen this ?


Just my 2cents

Bill

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Date: Fri, 4 Dec 1998 07:12:46 -0700
From: Drew Beatty
Subject: FTE Perf - RE: 390 buildup

Bill.

I'm pretty happy with how my 390 turned out. First of all, I'm trying to
remember where the cast ##'s on the crank are, and I think they are toward
the front of the crank, maybe on the little balance counterweight.

Mine is a '67 F-100 2WD. I'm not to experienced with 4WD but I'll pass
along my info anyway. I put the motor in over the Memorial Day holiday, and
have about 4000 miles on it now.

>My goal for this engine is to have a nice strong engine that has way more
>torque than I will ever need, down where any gas pedal action brings it to
>bear. Okay so that's probably a little unrealistic, but I would like nice
>low torque (
it.

Mine is cammed pretty low, but there are lower cams. The FE generally
doesn't like to be wrapped to 5000 and 6000 RPM from my understanding, and
I cammed it with that in mind. I get awesome low end torque with the Comp
Cams FB 252AH -10.

Advertised duration: 252 260
Gross valve lift .476 .492
Duration .050 206 212
Lobe lift .270 .279

I have, as you say, more torque than I will ever need. I touch the gas at a
stoplight and the folks I was stopped with are in my mirrors. That's no
exaggeration. I also have 3.54:1 gears in the back, which are pretty high.
As an example of what my truck will do on the other end, I slammed up to
Denver over the holiday and did 80 MPH the whole way at 3000 RPM. I also
got 15 MPG. Anyway, I have awesome power from about 900 rpm to somewhere
around 4000. It suits my desires, as I wanted it both to run on the highway
and pull down low.

The machinist that built it is a fan of the 460. He has one in his '77 4WD.
He told me he isn't a fan of the 390 at all, but when he hot-lapped mine
around the neighborhood he was really impressed with the power it put out.

>My big debates for now are
>a) compression ratio ? was thinkin 10.5 or less, but now with gas the way
>it is, maybe 10 is a better idea ?

I'm running a .020" overbore with 9.35:1 pistons. I always run premium gas,
but could probably get away with mid-grade. I have had no pinging problems.
Though there is no substitute for compression, I think I have plenty for a
street truck needing to run pump gas.

>b) heads : porting ? polishing? hardened valve seats? Would the heads I
>have already have hardened valve seats ? porting, I know you don't want
>the ports too big and reduce the torque, are they too small or too big
>already? I'm sure stock will be fine, but I'd rather make them optimum
>since I don't have to mess with emissions stuff ... same for polishing,
>any advantage here ?

Expect to put about $300 into the heads. You'll have to get the hardened
valve seats. Your heads will probably have the soft seats I would imagine.
I had no porting done, and from what I've read none is really necessary for
the 390, especially for just a street vehicle. Don't know nothing 'bout no
polishing, so I can't address it. Sleddog??

>c) intake: single 4V, dual plane I think .... is it worth it for an
>aluminum, say Edelbrock, or will one of the stock ones work (I have the
one
>for it, and one from a 65 galaxie)?

I did get the E-brock. I'm having a problem with it leaking a little oil
around the distributor. I may have to pull it off and try to re-seat it.
Otherwise I'm happy with it. I never ran it with a stock 4bbl manifold, so
I don't know if it gained any torque or not. I figured that the E-brock
would be more technologically advanced because it's more modern (which may
be real stupid on my part), and I know for sure it takes about 60 lbs off
the weight of the motor. It runs real cool too. Also, I did not find one
cheaper than from Summit. Folks around here wanted $300 and more for the
Performer 390, and Summit had it for $218.

Hope this helps. Let me know if you have any questions.


Drew Beatty
dcbeatty rmi.net
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Date: Fri, 04 Dec 1998 09:05:35 -0700
From: Keith Srb
Subject: FTE Perf - Forwarded for pboudreault sympatico.ca

Forwarded for pboudreault sympatico.ca

>
>
>"Over the past several days, there have been postings on
>some of the groups containing inappropriate language."
>
>So what are you saying ? You censor or don't censor?
>
>Hope I am not censored or uns*b*scribed from this list as I enjoy the
>information and ideas
>
>Jeff
>
>
>
>
>Hi Jeff.
>
>IMHO I don't believe that Ken was ever implying that we should not express
>our selves, just to do it in a manner suitable to all audiences. I spent
>most off my career in the Armed forces and even there they now have what is
>termed "sensitivity training" for these exact type of issues. Now there is
>a time and a place for everything, but here I believe you should temper the
>language for what would be appropriate for you to say in front a ten year
>old, (or there about).
>
>As for being un-subscr*bed from the list. I do not think this would happen
>without a warning, and good reason. Saying how you feel isn't that kind of
>reason. Ken has show himself to be an excellent moderator, IMHO, just
>speaking when things go a little too far, (such as now).
>
>As Ken said it is easy to forget about who reads this list when the
>excitement of answering a post. (Boy, you can sure tell I don't get out
>much! ;>)
>
>Anyway, this was not meant as a scolding. I just feel that ken does a "most
>excellent" job and the rules are there for the protection and enjoyment of
>all.
>
>IMHO.
>
>Later,
>
>"Paul"
>
>
>

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Date: Fri, 4 Dec 1998 12:56:06 -0500
From: am14 daimlerchrysler.com
Subject: FTE Perf - Gears

Steve writes: >>not what you'd call a street gear ;^)

Lets see now . My '69 CJ turned 3100 70 with 3.50, so that 6.33 would
get you slightly less than 6 grand 75 with fairly normal sized street
tires.,,, Nope -- not exactly crusin' gears..

Thanks for the update. I just never saw an offering above the 5.60
something I mentioned. I'm certainly not interested in that type gearing
anymore. Can't afford it.

Azie
Ardmore, Al.


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Date: Fri, 4 Dec 1998 12:58:04 -0500
From: am14 daimlerchrysler.com
Subject: FTE Perf - Piston oins

Someone writes: >>The rods in my 390 are only floating in the rod. They
have to be pressed out of the pistons..

Not from the factory, then... Least not any I've ever seen. All FE's I've
been into (and that is a bunch) have C clip type locks on either end of the
wristpin that secure it in the piston, and you can push them out with your
fingers, once the clips are removed. Rods and pistons.

Azie
Ardmore, Al.


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Date: Fri, 4 Dec 1998 12:59:57 -0500
From: am14 daimlerchrysler.com
Subject: FTE Perf - Restrictor

Sleddog writes: >>that teensy tiny 750 vacuum carb was nothing but a
restriction.

I don't think Ive ever herd reference to a 750CFM carb as a restrictor
before.

Go get em Sleddog!!!!!!!!!!! You otta be able to breathe now.

Azie
Ardmore, Al.


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Date: Fri, 4 Dec 1998 13:30:25 -0500
From: Sleddog
Subject: RE: FTE Perf - Restrictor

the math says that at 8000 rpm i need over 1200 cfm's. assumning 85%
efficiency i still need over 1000 cfm's. and i am sure it breathes close
to and maybe over 100% eff.

so, it really makes me appreciate how the nascar engine builders get so
much out of an engine with those restricter plates.

now if i could just get a sheetmetal tunnel ram and another carb like this
one i just got. then i'd really be breathing!

sleddog

- ----------
From: am14 daimlerchrysler.com[SMTP:am14 daimlerchrysler.com]
Sent: Friday, December 04, 1998 12:59 PM
To: Perf-list ford-trucks.com
Subject: FTE Perf - Restrictor

Sleddog writes: >>that teensy tiny 750 vacuum carb was nothing but a
restriction.

I don't think Ive ever herd reference to a 750CFM carb as a restrictor
before.

Go get em Sleddog!!!!!!!!!!! You otta be able to breathe now.

Azie
Ardmore, Al.


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Date: Fri, 4 Dec 1998 11:28:53 -0800
From: "O'Connell, Dennis M"
Subject: RE: FTE Perf - Restrictor

Sleddog,

Just what sort of firebreathing dragon are you running there. I got a
little ol 429 ford that I thought was a big block. But your set up makes it
sound like I got a 4 banger Yugo in comparison.

Dmo55ford

> ----------
> From: perf-list ford-trucks.com[SMTP:perf-list ford-trucks.com]
> Reply To: perf-list ford-trucks.com
> Sent: Friday, December 04, 1998 10:30 AM
> To: 'perf-list ford-trucks.com'
> Subject: RE: FTE Perf - Restrictor
>
> the math says that at 8000 rpm i need over 1200 cfm's. assumning 85%
> efficiency i still need over 1000 cfm's. and i am sure it breathes close
> to and maybe over 100% eff.
>
> so, it really makes me appreciate how the nascar engine builders get so
> much out of an engine with those restricter plates.
>
> now if i could just get a sheetmetal tunnel ram and another carb like this
>
> one i just got. then i'd really be breathing!
>
> sleddog
>
> ----------
> From: am14 daimlerchrysler.com[SMTP:am14 daimlerchrysler.com]
> Sent: Friday, December 04, 1998 12:59 PM
> To: Perf-list ford-trucks.com
> Subject: FTE Perf - Restrictor
>
> Sleddog writes: >>that teensy tiny 750 vacuum carb was nothing but a
> restriction.
>
> I don't think Ive ever herd reference to a 750CFM carb as a restrictor
> before.
>
> Go get em Sleddog!!!!!!!!!!! You otta be able to breathe now.
>
> Azie
> Ardmore, Al.
>
>
> == FTE: Uns*bscribe and posting info http://www.ford-trucks.com/faq.html
>
>
>
>
> == FTE: Uns*bscribe and posting info http://www.ford-trucks.com/faq.html
>
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Date: Fri, 04 Dec 1998 11:40:29 -0800
From: johny
Subject: Re: FTE Perf - Restrictor

Until Sleddog responds himself, This ought to help:

http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.geocities.com/MotorCity/Downs/7273/index.htm

- -john

O'Connell, Dennis M wrote:

> Sleddog,
>
> Just what sort of firebreathing dragon are you running there. I got a
> little ol 429 ford that I thought was a big block. But your set up makes it
> sound like I got a 4 banger Yugo in comparison.
>
> Dmo55ford
>
> > ----------
> > From: perf-list ford-trucks.com[SMTP:perf-list ford-trucks.com]
> > Reply To: perf-list ford-trucks.com
> > Sent: Friday, December 04, 1998 10:30 AM
> > To: 'perf-list ford-trucks.com'
> > Subject: RE: FTE Perf - Restrictor
> >
> > the math says that at 8000 rpm i need over 1200 cfm's. assumning 85%
> > efficiency i still need over 1000 cfm's. and i am sure it breathes close
> > to and maybe over 100% eff.
> >
> > so, it really makes me appreciate how the nascar engine builders get so
> > much out of an engine with those restricter plates.
> >
> > now if i could just get a sheetmetal tunnel ram and another carb like this
> >
> > one i just got. then i'd really be breathing!
> >
> > sleddog
> >
> > ----------
> > From: am14 daimlerchrysler.com[SMTP:am14 daimlerchrysler.com]
> > Sent: Friday, December 04, 1998 12:59 PM
> > To: Perf-list ford-trucks.com
> > Subject: FTE Perf - Restrictor
> >
> > Sleddog writes: >>that teensy tiny 750 vacuum carb was nothing but a
> > restriction.
> >
> > I don't think Ive ever herd reference to a 750CFM carb as a restrictor
> > before.
> >
> > Go get em Sleddog!!!!!!!!!!! You otta be able to breathe now.
> >
> > Azie
> > Ardmore, Al.
> >
> >
> > == FTE: Uns*bscribe and posting info http://www.ford-trucks.com/faq.html
> >
> >
> >
> >
> > == FTE: Uns*bscribe and posting info http://www.ford-trucks.com/faq.html
> >
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Date: Fri, 4 Dec 1998 16:51:30 EST
From: Wilsut AOL.COM
Subject: FTE Perf - Headers and exhaust system

Just bought a 95 Ford 150 XLT supercab 4x4.
Been a while since I owned a ford.
Anyway looking for advice and feedback on headers, what kinds some of the
others have used and any comments. Has anyone converted to dual exhaust and
high flow cats.
My understanding is that you have to reprogram the computer, for the header
and exhaust changeover. Any friendly comments will be appreciated.
So far the only thing I have done was switch to a K & N filter.
Take care and enjoy the holidays.
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Date: Fri, 4 Dec 1998 17:17:58 -0500
From: Sleddog
Subject: FTE Perf - C6 problems

hello,

this ones for the automatic tranny experts...

went out and played with the pull truck today. put a new remote fram
filter on the trans and checked old on out. it started nice, ran nice
right away and the C6 tranny went like this:

moment of nothing, then it moves truck. acts normal other than the moment
it takes to "engage", up to 3 or 4 seconds.
then after then engine was at about 160 or deg, i moved the truck back and
forth about 30ft each direction. shortly after that the truck acted as if
the brakes were on, not wanting to move without quit a bit of throttle and
then when i get it moving it would occasionally slowdown/speed up (not
engine, but the truck)

this time no blueish smoke like at my last pull and when i took it off
trailer.

the remote filter is hot, the fan does cool it down very well though at the
small oil cooler returning to tranny.
the oil pan on the tranny was warm, but not as hot as the remote filter.
felt no major heat at the bell housing, or other areas of the tranny. the
flexplate felt cool also. engine oil temp at the oil pan felt fairly cool.

when i removed the old tranny remote filter, the oil smelled ok for amsoil
synthetic, not burnt. color was like new, but there was alot of small
particulates in the oil i dumped from it. the amount was approximate to
what i had in my last tranny when the band completely was worn out. looked
the same and felt the same.

2nd gear moved truck in same way as first gear and reverse. no difference.
the gear selector seems to be located right, as in not between gears.

fluid level is normal.

any thoughts as to what i should be looking for? since i definately need
to do a rebuild it looks like

i have been inside a C6 before, but not for a complete rebuild. any ideas
what could be the problem before i rip it apart? i won't get to it for a
few weeks, but eventually...before the pulling season starts.

could it possibly be the torque converter? it is a specialy built
converter for pulling.

later days.
thanks in advance
sleddog

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Date: Fri, 04 Dec 1998 16:50:30 -0600
From: William S Hart
Subject: Re: FTE Perf - Headers and exhaust system

>My understanding is that you have to reprogram the computer, for the header
>and exhaust changeover. Any friendly comments will be appreciated.

The "programming" should just consist of unplugging the battery for a
couple hours to allow the computer to reset. Unless you plan on removing
the cats, then you'll need a chip to be sure the check engine light doesn't
come on.

This is true for the EEC-V management system now that I think about it, but
I'm not sure on the EEC-IV, I'm sure someone will correct me if I'm wrong
here ...


Just my 2cents

Bill

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Date: Fri, 4 Dec 1998 17:51:33 -0500
From: Sleddog
Subject: RE: FTE Perf - Restrictor

521CID pull truck engine. i love telling people about it, but in the interest of time (there's never enough) check it out on my web page.

http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.geocities.com/MotorCity/Downs/7273

theres a section on the buildup in decreasing cronological order, and a section on how it performed at the pulls.

later days
sleddog

- ----------
From: O'Connell, Dennis M[SMTP:DMO1 pge.com]
Sent: Friday, December 04, 1998 2:28 PM
To: 'perf-list ford-trucks.com'
Subject: RE: FTE Perf - Restrictor

Sleddog,

Just what sort of firebreathing dragon are you running there. I got a
little ol 429 ford that I thought was a big block. But your set up makes it
sound like I got a 4 banger Yugo in comparison.

Dmo55ford


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

Date: Fri, 4 Dec 1998 17:52:35 -0500
From: Sleddog
Subject: RE: FTE Perf - Restrictor

thanks, i'm starting to feel...infamous, or is that...notorious...?

sleddog

- ----------
From: johny[SMTP:johny netapp.com]
Sent: Friday, December 04, 1998 2:40 PM
To: perf-list ford-trucks.com
Subject: Re: FTE Perf - Restrictor

Until Sleddog responds himself, This ought to help:

http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.geocities.com/MotorCity/Downs/7273/index.htm

- -john

O'Connell, Dennis M wrote:


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Date: Fri, 04 Dec 1998 16:53:52 -0600
From: William S Hart
Subject: Re: FTE Perf - C6 problems

>could it possibly be the torque converter? it is a specialy built
>converter for pulling.
>
If you have a special torque converter, do you mean high stall? This would
require you to rev the engine a bit higher before it started to really
drive things ... and if you're just moving it around, not really putting a
load on it, this would be my guess. The way you describe it though sounds
just like when my tranny was leaking pretty bad and it was low on fluid a
lot ... you said it checked okay, but with all the extra stuff is it
possible it checks okay, but really needs a bit more ?


Just my 2cents

Bill

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Date: Fri, 04 Dec 1998 15:07:44 -0800
From: johny
Subject: Re: FTE Perf - Restrictor

Well, I feel .. Educated :-). I wrench, but i'm not a hard core.
I learn quite a bit from you posts, and really enjoyed the build up
of the engine and your first pull.

Not quite, but almost "just like being there".
I have a friend that likes to say "living vicariously through others".

Can't wait until next pulling season.!!


- -john

Sleddog wrote:

> thanks, i'm starting to feel...infamous, or is that...notorious...?
>
> sleddog
>
> ----------
> From: johny[SMTP:johny netapp.com]
> Sent: Friday, December 04, 1998 2:40 PM
> To: perf-list ford-trucks.com
> Subject: Re: FTE Perf - Restrictor
>
> Until Sleddog responds himself, This ought to help:
>
> http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.geocities.com/MotorCity/Downs/7273/index.htm
>
> -john
>
> O'Connell, Dennis M wrote:
>
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------------------------------

Date: Fri, 4 Dec 1998 18:21:09 -0500
From: Sleddog
Subject: RE: FTE Perf - C6 problems

well, it is a high stall, but a special order pulling only converter. i
got it used with many years on it already.

first few pulls everything was ok. only from last pull on has there been a
problem. the fluid level checks ok after running it, and filling up the
cooler/filter/etc.

no visible leaks while running. there was a spot in the gravel where it
has been sitting since i took it off trailer about 2 monthes ago. but no
evidance of where it was coming from, and no lower fluids since when i
parked it.

it acts very much like the brakes are on after it gets warmed up. has me
perplexed. looks like i am soon going to get a quick course in tranny
fixin'!

sleddog

- ----------
From: William S Hart[SMTP:wish iastate.edu]
Sent: Friday, December 04, 1998 5:53 PM
To: perf-list ford-trucks.com
Subject: Re: FTE Perf - C6 problems

>could it possibly be the torque converter? it is a specialy built
>converter for pulling.
>
If you have a special torque converter, do you mean high stall? This would
require you to rev the engine a bit higher before it started to really
drive things ... and if you're just moving it around, not really putting a
load on it, this would be my guess. The way you describe it though sounds
just like when my tranny was leaking pretty bad and it was low on fluid a
lot ... you said it checked okay, but with all the extra stuff is it
possible it checks okay, but really needs a bit more ?


Just my 2cents

Bill

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Date: Fri, 4 Dec 1998 19:20:44 -0500
From: Sleddog
Subject: RE: FTE Perf - Restrictor

i can't wait either! i feel like i am just beginning to learn...

sleddog

- ----------
From: johny[SMTP:johny netapp.com]
Sent: Friday, December 04, 1998 6:07 PM
To: perf-list ford-trucks.com
Subject: Re: FTE Perf - Restrictor

Well, I feel .. Educated :-). I wrench, but i'm not a hard core.
I learn quite a bit from you posts, and really enjoyed the build up
of the engine and your first pull.

Not quite, but almost "just like being there".
I have a friend that likes to say "living vicariously through others".

Can't wait until next pulling season.!!
- -john



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

Date: Fri, 4 Dec 1998 19:21:26 EST
From: JUMPINFORD AOL.COM
Subject: FTE Perf - C-6 Trouble (Sleddog)

Hey Buddy,

I was readin all of these posts, and wham it hit me like a ton of bricks.
You say that its acting like you have the brakes on, and that it also happens
in R, 1 or 2. This tells me that the cluthes for third gear are partially
engaged. Possibly have a buildup of cluth matierial in the piston. This
thought occurred to me as I had a flash back of building trannies for
Caterpillar equipment. We had a tranny come in that looked like it had caught
on fire. Symptons were loss of power and such. We came to the conclusion that
a clutch pack for one of the gears had gotten partially engaged. We were not
able to tell for sure because they decided to tow this piece of equipment out
with a crane. Well if none of you know, there are 8 clutch packs in a 777
tranny. No matter what, 2 clutches are engaged, even in neutral. So when the
put it in neutral and towed it out, they had 3 clutches engaged. They towed
it this way for a mile out of the pit, effectively roasting everything. Talk
about a bad smell.

But back to your C-6, I'd bet that your clutch pack for third is stuck. If it
was any other pack, you could tell cause the problem would go away when you
chose that gear, but since it doesn't go away, and 3rd is the only gear you
cant select, I'd say thats where the prob is.

Good luck, and keep in mind that I am basing this on my diesel experience.
I'm hoping that Azie can confirm this for me.

Darrell Duggan
74 F-350 "Tweety"
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------------------------------

Date: Fri, 04 Dec 1998 17:32:40 -0800
From: Steve & Rockette Leitch
Subject: Re: FTE Perf - 390 buildup.

>Well I've got the football shaped rod bolt heads, so no problems here huh
? :)

Thats a good thing.....

>>the piston pins are full floating, so a machinist is not required to
press the
>>pistons onto the rods.......

I may (probably) be wrong on that, of all the FE's I've built for various
friends
and family, I've always had them buy new/reman GT390 rods, I like them
because they are full floaters, and I can assemble the rods/pistons myself,
I'm a little anal-retentive that way. After all, I want to keep my
friends.........

Steve & the Rockette





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

Date: Fri, 4 Dec 1998 20:04:20 -0500
From: Sleddog
Subject: RE: FTE Perf - C-6 Trouble (Sleddog)

hmm, good possibility i think. i can't hit 3rd, as it can't go on the
street, and besides, it isn't really "streetable"...so i never tried third,
maybe i can see if i can hit third if i use the whole driveway.

if i put it in third with a normal valvebody, with a C6 does it go into
third, or stay in 2nd. i know that the stock tranny allows manual
selection of 2nd, but third too?

maybe if i get it apart and look around i'll find that the expensive parts
like the low gear set (planataries) are ok, and it is only clutches.

sleddog

- ----------
From: JUMPINFORD AOL.COM[SMTP:JUMPINFORD AOL.COM]
Sent: Friday, December 04, 1998 7:21 PM
To: perf-list fordtrucks.com
Subject: FTE Perf - C-6 Trouble (Sleddog)

Hey Buddy,

I was readin all of these posts, and wham it hit me like a ton of bricks.
You say that its acting like you have the brakes on, and that it also
happens
in R, 1 or 2. This tells me that the cluthes for third gear are partially
engaged. Possibly have a buildup of cluth matierial in the piston. This
thought occurred to me as I had a flash back of building trannies for
Caterpillar equipment. We had a tranny come in that looked like it had
caught
on fire. Symptons were loss of power and such. We came to the conclusion
that
a clutch pack for one of the gears had gotten partially engaged. We were
not
able to tell for sure because they decided to tow this piece of equipment
out
with a crane. Well if none of you know, there are 8 clutch packs in a 777
tranny. No matter what, 2 clutches are engaged, even in neutral. So when
the
put it in neutral and towed it out, they had 3 clutches engaged. They
towed
it this way for a mile out of the pit, effectively roasting everything.
Talk
about a bad smell.

But back to your C-6, I'd bet that your clutch pack for third is stuck. If....


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