perf-list-digest Saturday, March 6 1999 Volume 02 : Number 055



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Ford Truck Enthusiasts - Performance
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In this issue:

Re: FTE Perf - street motors - was RE: - Intake advice & more
Re: FTE Perf - Cylinder head
FTE Perf - Dropped Spindles or Dropped Coil Springs
Re: FTE Perf - Dropped Spindles or Dropped Coil Springs
FTE Perf - 351M/400 Dist for 460
FTE Perf - Warping head 300 I6
FTE Perf - Good ole Azie
Re: FTE Perf - Dropped Spindles or Dropped Coil Springs
RE: FTE Perf - Dropped Spindles or Dropped Coil Springs
RE: FTE Perf - Good ole Azie
Re: FTE Perf - Dropped Spindles or Dropped Coil Springs
Re: FTE Perf - street motors - was RE: - Intake advice & more
RE: FTE Perf - Dropped Spindles or Dropped Coil Springs
RE: FTE Perf - Dropped Spindles or Dropped Coil Springs
Re: FTE Perf - distributors
RE: FTE Perf - Flamed (was: Dropped Spindles)
Re: FTE Perf - 351m&400m question
Re: FTE Perf - Dropped Spindles or Dropped Coil Springs
RE: FTE Perf - 351m&400m question
FTE Perf - 410 stuff (kinda long)
RE: FTE Perf - street motors - was RE: - Intake advice & more
Re: FTE Perf - Dropped Spindles or Dropped Coil Springs
Re: FTE Perf - Dropped Spindles or Dropped Coil Springs
Re: FTE Perf - Knock Sensor(aka PITA)

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Date: Thu, 04 Mar 1999 18:15:02 -0800
From: George Miller
Subject: Re: FTE Perf - street motors - was RE: - Intake advice & more

I'd take mine in a '40 Ford P/U on a 4x4 frame. You're right about the
reliability. If you put it together and know whats there, I've found
that maintenance is fluid changes and repairs are minimal. We're not
talking processor controlled electronics or fuel delivery systems.
Regarding reliability; a big block high performance engine is simplistic
and when balanced/blueprinted, far superior to production efforts. How
we use them determines the lifespan. You don't see many stock sedan or
so called sports car drivers using their rigs like people who build
their own engines for performance. Under equal usage, their 'comfort
shift' trans and 30mpg+ engines would last maybe 25% of a 460/C6 built
for abuse.

Economy is always an issue for most people. Like most things in life,
you get what you pay for. Cost aside, pumping a 100 or so gallons of
gasoline a week when you're working ain't no fun. For me, with high
speed gas pumps and an 18 year old tank veneliation system, 35 or so is
a PITA. I prefer that PITA over not having immediate throttle response
into the torque range with header noise.

George Miller


Sleddog wrote:
>
> Many people don't understand how i would like to drive a 1000 hp+ 800 cube
> motor (1700 on nitrous at least) everywhere i go. sure, it would be
> impractical. but one could be built reliable, and drivable. it would all
> come down to money. a poor boy couldn't afford it, but a rich man can. If
> i was the rich man, that would be one of my daily drivers (in a '56 ford
> pro street truck...) next to a McLaren F1, or farrari f50, or such of
> course.
>
> I believe high performance has a place on the street. But, i do hate
> filling the gas tank every day. I have commuted similiar to you, but
> rather 180 miles round trip, and about 8 to 10 mpg. sometimes over 10 on a
> good day. that truck just sucked the money outta my wallet!
>
> sleddog
>
> ----------
> From: George Miller[SMTP:mega55 lv.rmci.net]
> Sent: Wednesday, March 03, 1999 8:57 PM
> To: perf-list ford-trucks.com
> Subject: Re: FTE Perf - Intake advice & more
>
> I drive a moderate 460 to and from my office, 52 miles round-trip, and
> get 7mpg. It does put respect into those drivers who consider speed up
> and cut in front a normal driving pattern. Working with people who
> consider high performance as related only to an income statement always
> brings looks of what planet am I from when the subject of gas mileage
> makes a conversation. It's difficult for me to explain my addiction to
> big block throttle response. On the maintenance side, Sleddog's roller
> motor will turn some impressive RPMs.
>
> George Miller
>
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Date: Thu, 04 Mar 1999 18:41:17 -0800
From: George Miller
Subject: Re: FTE Perf - Cylinder head

No. Clean the head block side surface down to the metal. Don't use a
grinder; scrape it down with a hand tool. Take a steel, 3', 1/8" thick
ruler and place the edge on the block side of the head. from one side to
another, move it across the head surface. Do it length and width and
crossways; a triangle and start from one corner. If you see gaps on the
block contact surface larger than a fingernail thickness, have a
machinist check it out.

George Miller

Bryan Smith wrote:
>
> I'm a teenager and an ameteur at working on cars. I'm replacing the head
> gasket on a 6 cyl. 300 and was told that if I remove the cylinder head
> that it will warp and need to be remachined. Is this true?
>
> ______________________________________________________
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Date: Thu, 4 Mar 1999 20:53:32 -0000
From: "Don & Lori Felt"
Subject: FTE Perf - Dropped Spindles or Dropped Coil Springs

Forgive me, but I'm in the middle of a frame off on a '60 Ch*vy Nomad, and
I'm on the "horns of an enema" about the front suspension. I'm planning to
lower the car 3 to 4 inches all around, with 3.5" dropped springs in the
rear. I can either use 3.5" dropped springs in the front as well, or I can
buy 2" dropped spindles and 2" dropped springs. Is there going to be a
difference in handling, comfort, and ease of alignment between the two
methods? Fatman sell tubular A-arms for my application I would use in
conjunction with their dropped spindles. I'll gladly spend the extra money
for dropped spindles if they are going to result in an improved ride.

Thanks in advance,

Don Felt
Long Beach, CA
4tbirds gte.net

'65 Thunderbird Convertible
'64 Thunderbird Landau
'60 Chevy Nomad
'56 Ford F100


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Date: Fri, 5 Mar 1999 06:55:25 EST
From: FLR150 AOL.COM
Subject: Re: FTE Perf - Dropped Spindles or Dropped Coil Springs

Isn't this a FORD discussion group...my bad if I'm wrong..I thought this was
FORD TRUCK ENTHUSIAST?
JMHO
Wayne Foy
'94 Flareside SC
"Hazardous Material" (Back and shifting like a big dog)
Wayne's Flareside Page
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Date: Fri, 5 Mar 1999 09:52:13 -0500
From: am14 daimlerchrysler.com
Subject: FTE Perf - 351M/400 Dist for 460

George Cox writes: >>Can my 1981 351M distributor be used on a 1971 460
Lincoln.

Yes!.

Azie
Ardmore, Al.


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Date: Fri, 5 Mar 1999 09:54:06 -0500
From: am14 daimlerchrysler.com
Subject: FTE Perf - Warping head 300 I6

Bryan Smith writes: >>I'm replacing the head gasket on a 6 cyl. 300 and was
told that if I remove the cylinder head that it will warp and need to be
remachined. Is this true?

No! Not true.

Azie
Ardmore, Al.


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Date: Fri, 5 Mar 1999 10:20:53 EST
From: JUMPINFORD AOL.COM
Subject: FTE Perf - Good ole Azie

In a message dated 99-03-05 09:52:56 EST, you write:

>Can my 1981 351M distributor be used on a 1971 460
Lincoln.

Yes!. >>

Thata what I like about you Azie, quick and to the point!

Darrell Duggan
74 F-350 "Tweety" STILL sittin
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Date: Fri, 05 Mar 1999 09:57:34 -0600
From: William S Hart
Subject: Re: FTE Perf - Dropped Spindles or Dropped Coil Springs

>Forgive me, but I'm in the middle of a frame off on a '60 Ch*vy Nomad, and
>I'm on the "horns of an enema" about the front suspension. I'm planning to
>lower the car 3 to 4 inches all around, with 3.5" dropped springs in the
>rear. I can either use 3.5" dropped springs in the front as well, or I can
>buy 2" dropped spindles and 2" dropped springs. Is there going to be a
>difference in handling, comfort, and ease of alignment between the two
>methods? Fatman sell tubular A-arms for my application I would use in
>conjunction with their dropped spindles. I'll gladly spend the extra money
>for dropped spindles if they are going to result in an improved ride.
>

Well, since I feel this applies to anyone trying to lower a vehicle, I'll
offer what I've read and seen ... granted its not much, but .... take it
for what its worth ...

When you lower a car through the springs alone, you're moving the suspended
parts closer together, this will result in less wheel travel before
bottoming out, the result, possibly a harsher ride through the stiffer
springs required to keep it from bottoming all the time. Progressives
might help in this case (love em on my truck, but its as stock height now),
but they will still be fairly stiff once you get into them very far.
Lowering one or two inches with springs shouldn't adversly affect the
handling, lowering more than that, and you could really change things and
make it difficult to get things in line like they're supposed to be ...

My vote would be for the dropped spindles and the springs ...


Just my 2cents

wish

Links http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.public.iastate.edu/~wish/links.html
'73 1/2 ton 4x4 Ford http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.public.iastate.edu/~wish/truck.html
'96 Mustang GT http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.public.iastate.edu/~wish/mustang.html
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Date: Fri, 5 Mar 1999 11:38:57 -0500
From: Sleddog
Subject: RE: FTE Perf - Dropped Spindles or Dropped Coil Springs

well, it ain't a ford, but my understanding (no first hand experience) is
that the dropped a-arms will always give better ride/steering/handling than
a shorter coil. especially at over an inch or two.

sleddog

- ----------
From: Don & Lori Felt[SMTP:4tbirds gte.net]
Sent: Thursday, March 04, 1999 3:53 PM
To: perf-list ford-trucks.com
Subject: FTE Perf - Dropped Spindles or Dropped Coil Springs

Forgive me, but I'm in the middle of a frame off on a '60 Ch*vy Nomad, and
I'm on the "horns of an enema" about the front suspension. I'm planning to
lower the car 3 to 4 inches all around, with 3.5" dropped springs in the
rear. I can either use 3.5" dropped springs in the front as well, or I can
buy 2" dropped spindles and 2" dropped springs. Is there going to be a
difference in handling, comfort, and ease of alignment between the two
methods? Fatman sell tubular A-arms for my application I would use in
conjunction with their dropped spindles. I'll gladly spend the extra money
for dropped spindles if they are going to result in an improved ride.

Thanks in advance,

Don Felt
Long Beach, CA
4tbirds gte.net

'65 Thunderbird Convertible
'64 Thunderbird Landau
'60 Chevy Nomad
'56 Ford F100


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

Date: 05 Mar 99 09:35:29 -0800
From: george cox
Subject: RE: FTE Perf - Good ole Azie

RE: FTE Perf - Good ole Azie 3/5/99
thanks!
JUMPINFORD wrote:
>In a message dated 99-03-05 09:52:56 EST, you write:
>
>>Can my 1981 351M distributor be used on a 1971 =
460
> Lincoln.
> =
> Yes!. >>
>
>Thata what I like about you Azie, quick and to the point!
>
>Darrell Duggan
>74 F-350 "Tweety" STILL sittin
>=3D=3D FTE: Uns*bscribe and posting info http://www.ford-trucks.com/faq.=
html
>
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Date: Fri, 05 Mar 1999 09:44:24 -0800
From: Dennis Pearson
Subject: Re: FTE Perf - Dropped Spindles or Dropped Coil Springs

Thanks for your message at 08:53 PM 3/4/99 -0000, Don & Lori Felt. Your
message was:
>Forgive me, but I'm in the middle of a frame off on a '60 Ch*vy Nomad, and

Er, uh...is this a (choke!, gasp!)Ch*bby question...?
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Date: Fri, 5 Mar 1999 11:30:14 -0700
From: "Dave Resch"
Subject: Re: FTE Perf - street motors - was RE: - Intake advice & more

>From: Sleddog
>Subject: FTE Perf - street motors - was RE: - Intake advice & more
>
>Many people don't understand how i would
>like to drive a 1000 hp+ 800 cube motor (1700
>on nitrous at least) everywhere i go.

Yo Sleddog:

This thread reminds me of one of my all-time favorite high performance
anecdotes. There is a firm named AMG that became famous for souping up Mercedes
cars for rich hot rodders who were unsatisfied w/ the cars that Mercedes claimed
were as "perfect" as possible when they rolled off the assembly line. The firm
was founded by two former Mercedes engineers, one of whom is named Hans Werner
Aufrecht (the "A" in AMG).

Back when the AMG Hammer sedan was released in the late '80s, Aufrecht recounted
in an interview that his idea of performance was turning up the stereo playing
Mozart in the Hammer while passing a 288GTO at 160 mph on the Nurburgring track.
My favorite quote from Aufrecht was, "Performance is the ultimate luxury."

Dave R. (M-block devotee)


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Date: Fri, 05 Mar 1999 13:32:55 -0500
From: Ken Payne
Subject: RE: FTE Perf - Dropped Spindles or Dropped Coil Springs

>
>Forgive me, but I'm in the middle of a frame off on a '60 Ch*vy Nomad, and
>I'm on the "horns of an enema" about the front suspension. I'm planning to
>lower the car 3 to 4 inches all around, with 3.5" dropped springs in the
>rear. I can either use 3.5" dropped springs in the front as well, or I can
>buy 2" dropped spindles and 2" dropped springs. Is there going to be a
>difference in handling, comfort, and ease of alignment between the two
>methods? Fatman sell tubular A-arms for my application I would use in
>conjunction with their dropped spindles. I'll gladly spend the extra money
>for dropped spindles if they are going to result in an improved ride.
>
>Thanks in advance,
>
>Don Felt
>Long Beach, CA
>4tbirds gte.net

This is far too off-topic for a Ford list. Please take Chevy questions
to a Chevy list.

Ken Payne

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Date: Fri, 05 Mar 1999 13:19:49 -0600
From: William S Hart
Subject: RE: FTE Perf - Dropped Spindles or Dropped Coil Springs

>>Forgive me, but I'm in the middle of a frame off on a '60 Ch*vy Nomad, and
>>I'm on the "horns of an enema" about the front suspension. I'm planning to
>>lower the car 3 to 4 inches all around, with 3.5" dropped springs in the
>This is far too off-topic for a Ford list. Please take Chevy questions
>to a Chevy list.
>
>Ken Payne
>

Hey guys, I don't mean to argue with ken, after all he's the keeper of the
list, but looking at the cars that Don owns, he has a Ford truck, if he'd
posted asking about lowering the truck we'd have all helped him, this also
seems to be a fairly reasonable question, he wasn't asking about the Ch*bby
specifically, well he was, but he didn't need to, if he'd asked about
lowering the truck we'd have all jumped in ...

But yeah, we should rib him a lot about owning a ....can't even bring
myself to say it ... some people's kids ... sheesh :)


Just my 2cents

wish

Links http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.public.iastate.edu/~wish/links.html
'73 1/2 ton 4x4 Ford http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.public.iastate.edu/~wish/truck.html
'96 Mustang GT http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.public.iastate.edu/~wish/mustang.html
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Date: Fri, 5 Mar 1999 13:07:18 -0700
From: "Dave Resch"
Subject: Re: FTE Perf - distributors

>From: george cox
>Subject: FTE Perf - distributors
>
>Can my 1981 351M distributor be used on a
>1971 460 Lincoln. The electronic system I
>purchased to up grade 460 is identical to
>the 351M.

Yo George:

Beater Bob is correct, the distributor is the same for all the engines in the
335 series (351C/351M/400) and 385 series (429/460). In fact, the casting
number on the body of every M-block distributor I have seen is C8VE, which means
it was the original design from the 1968 Lincoln 460.

Dave R. (M-block devotee)


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Date: Fri, 5 Mar 1999 13:40:50 -0700
From: "Giddens, Scott"
Subject: RE: FTE Perf - Flamed (was: Dropped Spindles)

Ouch! I don't think Don could have been more off topic.

But now that I think about it, who would hate a Chevy more, us or someone
that owns one!

Scott


-----Original Message-----
From:William S Hart [SMTP:wish iastate.edu]
Sent:Friday, March 05, 1999 12:20 PM
To:perf-list ford-trucks.com
Subject:RE: FTE Perf - Dropped Spindles or Dropped Coil
Springs

>>Forgive me, but I'm in the middle of a frame off on a '60 Ch*vy
Nomad, and
>>I'm on the "horns of an enema" about the front suspension. I'm
planning to
>>lower the car 3 to 4 inches all around, with 3.5" dropped springs
in the
>This is far too off-topic for a Ford list. Please take Chevy
questions
>to a Chevy list.
>
>Ken Payne
>

Hey guys, I don't mean to argue with ken, after all he's the keeper
of the
list, but looking at the cars that Don owns, he has a Ford truck, if
he'd
posted asking about lowering the truck we'd have all helped him,
this also
seems to be a fairly reasonable question, he wasn't asking about the
Ch*bby
specifically, well he was, but he didn't need to, if he'd asked
about
lowering the truck we'd have all jumped in ...

But yeah, we should rib him a lot about owning a ....can't even
bring
myself to say it ... some people's kids ... sheesh :)


Just my 2cents

wish
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Date: Fri, 5 Mar 1999 14:20:07 -0700
From: "Dave Resch"
Subject: Re: FTE Perf - 351m&400m question

>From: Harry Lewis
>Subject: FTE Perf - 351m&400m question
>
>The problem was found when I tried to start the
>engine after I reassembled it. I could not get it
>started, and had it towed to a mechanic. He got
>it started and told me that the marks on the balancer
>and the timing pointer were wrong (they are
>mounted on the right side of the front cover) and
>that the pointer should be near the centerline of
>the engine. Do I have the wrong balancer and
>pointer. Do 1979 400Ms and possibly earlier
>351Ms have different balancers and/or pointers.

Yo Harry:

I think your mechanic is wrong. I have never seen any 335 series engine
(351C/351M/400) of any vintage that didn't have the pointer on the right side.
It should be attached under the bottom two front cover bolts on the right side
of the engine. Sounds to me like your distributor is off by about one tooth or
so on the cam. I'd try pulling the dist out and rotating it to get the timing
marks lined up.

The 351M and 400 have different harmonic balancers, but they are physically
interchangeable. The 400 balancer part number is D2AZ-6316-C and the 351M
balancer part number is D5AZ-6316-A. I have converted 351Ms to 400s and re-used
the old 351M balancer and flywheel/flexplate on a 400 crankshaft with no
problems. Since M-blocks are externally balanced, and the 351M and 400 use the
same flywheel w/ the same counterweights (D7TE-6735-DE), I would expect that the
counterweights in the balancers are the same. There must be some other
difference, maybe the weight of the outer ring or the thickness or durometer of
the rubber or something.

Good luck on your truck.

Dave R (M-block devotee)


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Date: Fri, 5 Mar 1999 17:39:16 EST
From: FLR150 AOL.COM
Subject: Re: FTE Perf - Dropped Spindles or Dropped Coil Springs

You also need to check the caster and camber adjustments. They make a
concentric or adjustable bushing that is offset all the way around to set up
the alignment on lowered vehicles. If you bring it lower to the ground the
alignment will be off as you are changing the specs on the suspension.
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Date: Fri, 5 Mar 1999 15:54:00 -0700
From: "Giddens, Scott"
Subject: RE: FTE Perf - 351m&400m question

I am not an expert on these engines, but can't this also be caused by a
timing chain jumping a tooth on the cam shaft timing gear?

Scott

-----Original Message-----
From:Dave Resch [SMTP:Dave.Resch sybase.com]
Sent:Friday, March 05, 1999 2:20 PM
To:perf-list ford-trucks.com
Subject:Re: FTE Perf - 351m&400m question

>From: Harry Lewis
>Subject: FTE Perf - 351m&400m question
>
>The problem was found when I tried to start the
>engine after I reassembled it. I could not get it
>started, and had it towed to a mechanic. He got
>it started and told me that the marks on the balancer
>and the timing pointer were wrong (they are
>mounted on the right side of the front cover) and
>that the pointer should be near the centerline of
>the engine. Do I have the wrong balancer and
>pointer. Do 1979 400Ms and possibly earlier
>351Ms have different balancers and/or pointers.

Yo Harry:

I think your mechanic is wrong. I have never seen any 335 series
engine
(351C/351M/400) of any vintage that didn't have the pointer on the
right side.
It should be attached under the bottom two front cover bolts on the
right side
of the engine. Sounds to me like your distributor is off by about
one tooth or
so on the cam. I'd try pulling the dist out and rotating it to get
the timing
marks lined up.

The 351M and 400 have different harmonic balancers, but they are
physically
interchangeable. The 400 balancer part number is D2AZ-6316-C and
the 351M
balancer part number is D5AZ-6316-A. I have converted 351Ms to 400s
and re-used
the old 351M balancer and flywheel/flexplate on a 400 crankshaft
with no
problems. Since M-blocks are externally balanced, and the 351M and
400 use the
same flywheel w/ the same counterweights (D7TE-6735-DE), I would
expect that the
counterweights in the balancers are the same. There must be some
other
difference, maybe the weight of the outer ring or the thickness or
durometer of
the rubber or something.

Good luck on your truck.

Dave R (M-block devotee)


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Date: Fri, 5 Mar 1999 18:18:12 -0500
From: "Ted & Sarah Freeman"
Subject: FTE Perf - 410 stuff (kinda long)

Well Gang,

I just dropped my crank, rods, pistons, rings, flexplate, balancer snout and
all mounting hardware off at the machine shop today. I'm kind of psyched
about getting that job done. The crank is a 428, with 428 PI rods and 410
pistons from Federal Mogul. I fitted these into my new 30 over FE block
last night just to check the piston to head relationship. The piston at TDC
is almost flush with the block. I was very happy to see this. I can live
with this combination.

While at the machine shop we discussed some options with this crank that I
didn't know was an option. First thing is the Flexplate is weird. Not one
I've seen before. It has no seperate ring gear. the plate bolts on to the
end of the crank with a metal "web" (for lack of a better term) and the
plate is only about 3" high. I assume this was made for a performance
engine to save weight. The balancer that came with this crank was very
small and didn't match up with my pulley's for my accessories. The guy at
the machine shop said that the 410 and 428 were externally balanced (which I
knew), but recommended that we make it internally balanced (which I did not
know) and then I could use a standard 390 flexplate and use my old 360
balancer and pulleys (which are in excellent shape) with out worrying about
any external counter weights. To have this done will cost me an extra $50.
Sounds like a good thing to me, unless some one can tell me why it wouldn't
be a good idea to do this. All other FE's are internally balanced as far as
I know.

I have not selected a cam yet and am not sure which one I want. I want good
low end torque with the ability to pass people as needed on two lane roads.
If you guys have any info I'd like to hear it. I keep hearing about a good
RV grind. What is an RV grind as far a lift, duration and overlap go. I
have an '63 galaxie 4V intake that will be going on this motor topped by a
750cfm Edelbroke and will be using 390GT heads.

Let me know what you think!!

Thanks for reading this and sorry Ken for taking up so much space. Right
now I need the knowledge of this list to help me finish this guy.

- -Ted



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

Date: Fri, 5 Mar 1999 18:49:01 -0500
From: Sleddog
Subject: RE: FTE Perf - street motors - was RE: - Intake advice & more

i like that!

sleddog

- ----------
From: Dave Resch[SMTP:Dave.Resch sybase.com]
Sent: Friday, March 05, 1999 1:30 PM
To: perf-list ford-trucks.com
Subject: Re: FTE Perf - street motors - was RE: - Intake advice & more

, "Performance is the ultimate luxury."

Dave R. (M-block devotee)






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

Date: Fri, 05 Mar 1999 17:21:15 -0800
From: George Miller
Subject: Re: FTE Perf - Dropped Spindles or Dropped Coil Springs

I've never seen Ford spelled that way. But then I've never had an enema.
George Miller

George Miller

Don & Lori Felt wrote:
>
> Forgive me, but I'm in the middle of a frame off on a '60 Ch*vy Nomad, and
> I'm on the "horns of an enema" about the front suspension. I'm planning to
> lower the car 3 to 4 inches all around, with 3.5" dropped springs in the
> rear. I can either use 3.5" dropped springs in the front as well, or I can
> buy 2" dropped spindles and 2" dropped springs. Is there going to be a
> difference in handling, comfort, and ease of alignment between the two
> methods? Fatman sell tubular A-arms for my application I would use in
> conjunction with their dropped spindles. I'll gladly spend the extra money
> for dropped spindles if they are going to result in an improved ride.
>
> Thanks in advance,
>
> Don Felt
> Long Beach, CA
> 4tbirds gte.net
>
> '65 Thunderbird Convertible
> '64 Thunderbird Landau
> '60 Chevy Nomad
> '56 Ford F100
>
> == 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

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

Date: Sat, 06 Mar 1999 09:47:55 -0600
From: "Robert F. Davis"
Subject: Re: FTE Perf - Dropped Spindles or Dropped Coil Springs

At 05:21 PM 03/05/99 -0800, you wrote:

I had a 57 chev nomad once upon a time, but I sold it.
I also had the clap once, but I got rid of it.
"Beater" Bob Davis

>I've never seen Ford spelled that way. But then I've never had an enema.
>George Miller
>
>George Miller
>
>Don & Lori Felt wrote:
>>
>> Forgive me, but I'm in the middle of a frame off on a '60 Ch*vy Nomad, and
>> I'm on the "horns of an enema" about the front suspension. I'm planning to
>> lower the car 3 to 4 inches all around, with 3.5" dropped springs in the
>> rear. I can either use 3.5" dropped springs in the front as well, or I can
>> buy 2" dropped spindles and 2" dropped springs. Is there going to be a
>> difference in handling, comfort, and ease of alignment between the two
>> methods? Fatman sell tubular A-arms for my application I would use in
>> conjunction with their dropped spindles. I'll gladly spend the extra money
>> for dropped spindles if they are going to result in an improved ride.
>>
>> Thanks in advance,
>>
>> Don Felt
>> Long Beach, CA
>> 4tbirds gte.net
>>
>> '65 Thunderbird Convertible
>> '64 Thunderbird Landau
>> '60 Chevy Nomad
>> '56 Ford F100
>>
>> == 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
>
== FTE: Uns*bscribe and posting info http://www.ford-trucks.com/faq.html

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

Date: Sat, 06 Mar 1999 22:10:21 -0500
From: Tim Turner
Subject: Re: FTE Perf - Knock Sensor(aka PITA)

FLR150 AOL.COM wrote:
>
> that Ford, after so many years of putting them in the easiest access points,

Maybe on V-8s..most are a PITA as you state. ;-)

> would BURY the KS behind the intake manifold on the top of the block.

By the nature of the sensor it's got to be mounted somewhere around the
block/lower head/lifter valley and usually *is* a snot to get to on most....


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