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Subject: perf-list-digest V2 #179
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perf-list-digest Tuesday, July 20 1999 Volume 02 : Number 179



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Ford Truck Enthusiasts - Performance
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In this issue:

RE: FTE Perf - truck will not start after engine is cutoff
Re: FTE Perf - 4100 Autolite
Re: FTE Perf - truck will not start after engine is cutoff
FTE Perf - Forged Crankshaft Spare ?
RE: FTE Perf - Forged Crankshaft Spare ?
Re: FTE Perf - Forged Crankshaft Spare ?
FTE Perf - Performance carb tuning
Re: FTE Perf - Performance carb tuning
Re: FTE Perf - Performance carb tuning
Re: FTE Perf - Performance carb tuning/slight change
Re: FTE Perf - Performance carb tuning/slight change
Re: FTE Perf - Performance carb tuning/slight change
FTE Perf - Rhoads lifters versus Ford motorsport hi rev lifters.

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

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Date: Mon, 19 Jul 1999 12:02:42 -0400
From: Sleddog
Subject: RE: FTE Perf - truck will not start after engine is cutoff

when i had a similiar problem, it turned out to be the magnetic pickup in
my distributer. it would not work once hot. don't know if '92 is magnetic
or not.

sleddog

- ----------
From: RONEAKER AOL.COM[SMTP:RONEAKER AOL.COM]
Sent: Sunday, July 18, 1999 10:33 PM
To: 80-96-list ford-trucks.com; perf-list ford-trucks.com;
offroad-list ford-trucks.com
Subject: FTE Perf - truck will not start after engine is cutoff

1992 ford f-150 4x4 with 351
I can drive the truck all over town or for 10 minutes, but when I cut the
engine off and allow it to cool off usually after 10 or 15 minutes it will
not start the rest of the day. It also idles real high after the engine
warms
up. The next morning its like nothing happened. I had just changed the fuel
filter, maybe coincidence. The fuel pump seems to be working or at least
gets
gas up to the motor and the plugs get fire. Any Ideas if it is one problem
or
two problems and what to check. thank you.
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------------------------------

Date: Mon, 19 Jul 1999 13:24:43 -0400 (EDT)
From: shane san miguel
Subject: Re: FTE Perf - 4100 Autolite

If you can turn the screws all the way in and it still
runs then you have an air leak. I would pull
everything off and go through it again. I've been
working on Holley's lately and can tell you it's just
easier if you get a can of carb cleaner with the
plastic tube attached and clean out every single air
passage. Make sure everything is buttoned up airtight
and you should be good. I don't know about the 4100's
but the general stuff should be applicable.

Shane
55 F100 5.0
15.51 87

- --- David Claflin wrote:
> Does anybody have experience with 4100 Autolite
> carbs? I overhauled one
> for my 52 F1 and it runs real rich even with idle
> mixture screws turned all
> the way in. The floats and the secondaries are set

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Date: Mon, 19 Jul 1999 13:31:16 -0400 (EDT)
From: shane san miguel
Subject: Re: FTE Perf - truck will not start after engine is cutoff

Possible ignition module? Your truck is EFI, right?

Shane
55 F100 5.0
15.51 87

- --- RONEAKER AOL.COM wrote:
> 1992 ford f-150 4x4 with 351
> I can drive the truck all over town or for 10
> minutes, but when I cut the
> engine off and allow it to cool off usually after 10
> or 15 minutes it will

_________________________________________________________
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------------------------------

Date: Mon, 19 Jul 1999 21:52:31 +1000
From: les
Subject: FTE Perf - Forged Crankshaft Spare ?

Hi All,
Does anybody know where/who would have a new or near new 'Non-Twist'
Forged crankshaft to suit a 460 cid.? I want it to last a lot longer than
6 sec or a quarter mile, which ever comes first, so I don't particularly
want a billett 'shaft, but thats all that I seem to be able to find down
here in Oz. It can be genuine or aftermarket.
Any initial information, will be gratefully received.

Thank you

Regards.

Les W.
The Land of Oz

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

Date: Mon, 19 Jul 1999 17:25:45 -0400
From: Sleddog
Subject: RE: FTE Perf - Forged Crankshaft Spare ?

Hi,
If i may ask, what are you doing that you need a forged crank? Is this a
non-stock stroke? over 1,000 hp? over 9.000 rpms over Baja like terrain?

The cast iron crank is much more durable than most people can ever imagine.

sleddog

- ----------
From: les[SMTP:lesw cyber.net.au]
Sent: Monday, July 19, 1999 7:52 AM
To: Perf-List (E-mail)
Subject: FTE Perf - Forged Crankshaft Spare ?


Hi All,
Does anybody know where/who would have a new or near new 'Non-Twist'
Forged crankshaft to suit a 460 cid.? I want it to last a lot longer than
6 sec or a quarter mile, which ever comes first, so I don't particularly
want a billett 'shaft, but thats all that I seem to be able to find down
here in Oz. It can be genuine or aftermarket.
Any initial information, will be gratefully received.

Thank you

Regards.

Les W.
The Land of Oz

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

Date: Mon, 19 Jul 1999 18:00:38 -0700
From: George Miller
Subject: Re: FTE Perf - Forged Crankshaft Spare ?

Unless you're running a pure race engine at sustained high rpms or with
high blower boost, the cast iron crank should do everything you'll need.
If you don't mind dropping 31 cubes and can get lucky enough to find
one, Ford Trucks over 1-ton using the 429 had hardness-tested (sorry, I
no longer have the specs) cranks with a Brinell test mark. The 429 CJs
and SCJs also used the 'hardness tested' cranks. Those are now becoming
increasingly rare.

George Miller

les wrote:
>
> Hi All,
> Does anybody know where/who would have a new or near new 'Non-Twist'
> Forged crankshaft to suit a 460 cid.? I want it to last a lot longer than
> 6 sec or a quarter mile, which ever comes first, so I don't particularly
> want a billett 'shaft, but thats all that I seem to be able to find down
> here in Oz. It can be genuine or aftermarket.
> Any initial information, will be gratefully received.
>
> Thank you
>
> Regards.
>
> Les W.
> The Land of Oz
>
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------------------------------

Date: Mon, 19 Jul 1999 21:02:57 -0400
From: "John F. Bauer III"
Subject: FTE Perf - Performance carb tuning

Group, this is my first delving into performance engine modifications,
always considered myself just a repair-it guy, so please be gentle:

I've got a van with '78 300 I6 in it with the factory Carter 1bbl carb and
factory intake/exhaust manifold. I decided I was going to go for something
different and I got my hands on a 600cfm Edelbrock no egr, manual choke
carp, Clifford 4bbl intake and a set of Clifford single output headers. I
put them together recently and came up with a problem.

Taking Tony Marino's configuration as a guide, I immediately dropped the
Edelbrock's stock jet and rod sizes two stages lean. I adjusted the accel.
pump to enguage as soon as the pedal is depressed to squirt gas sooner
rather than later when depressing the pedal. Timing is set at about 10
btdc. Stock fuel pump worked just fine with the older Carter. All vaccum
lines connected, distrib to ported vaccum and confirmed vaccum advance is
working.

With the choke enguaged, engine will fire up and start running a little
rough at about 2,500 rpm. RPMs with begin to decrease fairly rapidly and
if any slight releasing of the choke, the engine revs to 4000 rpm and then
wants to die. If I keep pumping the pedal, the engine will keep running
but if I hold the pedal steadily depressed or stop pumping the pedal, the
engine wants to die.

Before I start messing with jetting richer or guessing on the timing,
anyone have any suggestions on where to go next?

John

BTW, Tony, man it does sound like a cessna (sp?) sitting on a run way!


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

Date: Mon, 19 Jul 1999 18:14:53 -0700
From: George Miller
Subject: Re: FTE Perf - Performance carb tuning

Sounds like you're keeping it runing with the accelerator pump. I'd
check the float levels and possible air leaks in the top gasket. I've
spent a lot of time on the Edlebrock 750 and find them, compared to my
Holly experience, easy to tune. When you get it sorted out, Edlebrock
carbs are plug & play. Your plugs will tell you where your air/fuel
mixture is.

George miller

"John F. Bauer III" wrote:
>
> Group, this is my first delving into performance engine modifications,
> always considered myself just a repair-it guy, so please be gentle:
>
> I've got a van with '78 300 I6 in it with the factory Carter 1bbl carb and
> factory intake/exhaust manifold. I decided I was going to go for something
> different and I got my hands on a 600cfm Edelbrock no egr, manual choke
> carp, Clifford 4bbl intake and a set of Clifford single output headers. I
> put them together recently and came up with a problem.
>
> Taking Tony Marino's configuration as a guide, I immediately dropped the
> Edelbrock's stock jet and rod sizes two stages lean. I adjusted the accel.
> pump to enguage as soon as the pedal is depressed to squirt gas sooner
> rather than later when depressing the pedal. Timing is set at about 10
> btdc. Stock fuel pump worked just fine with the older Carter. All vaccum
> lines connected, distrib to ported vaccum and confirmed vaccum advance is
> working.
>
> With the choke enguaged, engine will fire up and start running a little
> rough at about 2,500 rpm. RPMs with begin to decrease fairly rapidly and
> if any slight releasing of the choke, the engine revs to 4000 rpm and then
> wants to die. If I keep pumping the pedal, the engine will keep running
> but if I hold the pedal steadily depressed or stop pumping the pedal, the
> engine wants to die.
>
> Before I start messing with jetting richer or guessing on the timing,
> anyone have any suggestions on where to go next?
>
> John
>
> BTW, Tony, man it does sound like a cessna (sp?) sitting on a run way!
>
> == FTE: Uns*bscribe and posting info http://www.ford-trucks.com/faq.html
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------------------------------

Date: Mon, 19 Jul 1999 18:16:43 -0700
From: George Miller
Subject: Re: FTE Perf - Performance carb tuning

I forgot about the timing. Did you remove the distributor when you
changed parts?

George Miller

"John F. Bauer III" wrote:
>
> Group, this is my first delving into performance engine modifications,
> always considered myself just a repair-it guy, so please be gentle:
>
> I've got a van with '78 300 I6 in it with the factory Carter 1bbl carb and
> factory intake/exhaust manifold. I decided I was going to go for something
> different and I got my hands on a 600cfm Edelbrock no egr, manual choke
> carp, Clifford 4bbl intake and a set of Clifford single output headers. I
> put them together recently and came up with a problem.
>
> Taking Tony Marino's configuration as a guide, I immediately dropped the
> Edelbrock's stock jet and rod sizes two stages lean. I adjusted the accel.
> pump to enguage as soon as the pedal is depressed to squirt gas sooner
> rather than later when depressing the pedal. Timing is set at about 10
> btdc. Stock fuel pump worked just fine with the older Carter. All vaccum
> lines connected, distrib to ported vaccum and confirmed vaccum advance is
> working.
>
> With the choke enguaged, engine will fire up and start running a little
> rough at about 2,500 rpm. RPMs with begin to decrease fairly rapidly and
> if any slight releasing of the choke, the engine revs to 4000 rpm and then
> wants to die. If I keep pumping the pedal, the engine will keep running
> but if I hold the pedal steadily depressed or stop pumping the pedal, the
> engine wants to die.
>
> Before I start messing with jetting richer or guessing on the timing,
> anyone have any suggestions on where to go next?
>
> John
>
> BTW, Tony, man it does sound like a cessna (sp?) sitting on a run way!
>
> == FTE: Uns*bscribe and posting info http://www.ford-trucks.com/faq.html
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------------------------------

Date: Mon, 19 Jul 1999 21:27:30 -0400
From: "John F. Bauer III"
Subject: Re: FTE Perf - Performance carb tuning/slight change

I forgot to mention a few things ...

- - I disconnected the secondaries to get them out of the picture
- - I am using a 1" carb spacer to help clear the valve cover for the pedal,
creating a noticible tunnel ram effect
- - no air cleaner at the moment
- - just bolted the intake/exhaust to the engine with a dry gasket, no RTV
sealent, possible leaks?
- - no change to the distibutor before/after swap
- - carb worked great out of the box on a 460

Hope I got it all covered,
John

At 06:14 PM 7/19/99 -0700, you wrote:
>Sounds like you're keeping it runing with the accelerator pump. I'd
>check the float levels and possible air leaks in the top gasket. I've
>spent a lot of time on the Edlebrock 750 and find them, compared to my
>Holly experience, easy to tune. When you get it sorted out, Edlebrock
>carbs are plug & play. Your plugs will tell you where your air/fuel
>mixture is.
>
>George miller
>
>"John F. Bauer III" wrote:
>>
>> Group, this is my first delving into performance engine modifications,
>> always considered myself just a repair-it guy, so please be gentle:
>>
>> I've got a van with '78 300 I6 in it with the factory Carter 1bbl carb and
>> factory intake/exhaust manifold. I decided I was going to go for something
>> different and I got my hands on a 600cfm Edelbrock no egr, manual choke
>> carp, Clifford 4bbl intake and a set of Clifford single output headers. I
>> put them together recently and came up with a problem.
>>
>> Taking Tony Marino's configuration as a guide, I immediately dropped the
>> Edelbrock's stock jet and rod sizes two stages lean. I adjusted the accel.
>> pump to enguage as soon as the pedal is depressed to squirt gas sooner
>> rather than later when depressing the pedal. Timing is set at about 10
>> btdc. Stock fuel pump worked just fine with the older Carter. All vaccum
>> lines connected, distrib to ported vaccum and confirmed vaccum advance is
>> working.
>>
>> With the choke enguaged, engine will fire up and start running a little
>> rough at about 2,500 rpm. RPMs with begin to decrease fairly rapidly and
>> if any slight releasing of the choke, the engine revs to 4000 rpm and then
>> wants to die. If I keep pumping the pedal, the engine will keep running
>> but if I hold the pedal steadily depressed or stop pumping the pedal, the
>> engine wants to die.
>>
>> Before I start messing with jetting richer or guessing on the timing,
>> anyone have any suggestions on where to go next?
>>
>> John
>>
>> BTW, Tony, man it does sound like a cessna (sp?) sitting on a run way!
>>
>> == 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: Mon, 19 Jul 1999 18:43:57 -0700
From: George Miller
Subject: Re: FTE Perf - Performance carb tuning/slight change

I'd connect the secondaries and disconnect the choke. I run a 1" spacer
with no problems. It's sounding more like a major air leak. I haven't
messed with the 300, so don't know the intake manifold installation
procedure. Be careful with sealants on a gasket that will experience
valve heat. For V-8s, it's only used at the front and rear of the lifter
valley, never on the ports. Good luck.

George miller

"John F. Bauer III" wrote:
>
> I forgot to mention a few things ...
>
> - I disconnected the secondaries to get them out of the picture
> - I am using a 1" carb spacer to help clear the valve cover for the pedal,
> creating a noticible tunnel ram effect
> - no air cleaner at the moment
> - just bolted the intake/exhaust to the engine with a dry gasket, no RTV
> sealent, possible leaks?
> - no change to the distibutor before/after swap
> - carb worked great out of the box on a 460
>
> Hope I got it all covered,
> John
>
> At 06:14 PM 7/19/99 -0700, you wrote:
> >Sounds like you're keeping it runing with the accelerator pump. I'd
> >check the float levels and possible air leaks in the top gasket. I've
> >spent a lot of time on the Edlebrock 750 and find them, compared to my
> >Holly experience, easy to tune. When you get it sorted out, Edlebrock
> >carbs are plug & play. Your plugs will tell you where your air/fuel
> >mixture is.
> >
> >George miller
> >
> >"John F. Bauer III" wrote:
> >>
> >> Group, this is my first delving into performance engine modifications,
> >> always considered myself just a repair-it guy, so please be gentle:
> >>
> >> I've got a van with '78 300 I6 in it with the factory Carter 1bbl carb and
> >> factory intake/exhaust manifold. I decided I was going to go for something
> >> different and I got my hands on a 600cfm Edelbrock no egr, manual choke
> >> carp, Clifford 4bbl intake and a set of Clifford single output headers. I
> >> put them together recently and came up with a problem.
> >>
> >> Taking Tony Marino's configuration as a guide, I immediately dropped the
> >> Edelbrock's stock jet and rod sizes two stages lean. I adjusted the accel.
> >> pump to enguage as soon as the pedal is depressed to squirt gas sooner
> >> rather than later when depressing the pedal. Timing is set at about 10
> >> btdc. Stock fuel pump worked just fine with the older Carter. All vaccum
> >> lines connected, distrib to ported vaccum and confirmed vaccum advance is
> >> working.
> >>
> >> With the choke enguaged, engine will fire up and start running a little
> >> rough at about 2,500 rpm. RPMs with begin to decrease fairly rapidly and
> >> if any slight releasing of the choke, the engine revs to 4000 rpm and then
> >> wants to die. If I keep pumping the pedal, the engine will keep running
> >> but if I hold the pedal steadily depressed or stop pumping the pedal, the
> >> engine wants to die.
> >>
> >> Before I start messing with jetting richer or guessing on the timing,
> >> anyone have any suggestions on where to go next?
> >>
> >> John
> >>
> >> BTW, Tony, man it does sound like a cessna (sp?) sitting on a run way!
> >>
> >> == 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: Mon, 19 Jul 1999 21:47:57 EDT
From: JUMPINFORD AOL.COM
Subject: Re: FTE Perf - Performance carb tuning/slight change

In a message dated 7/19/99 6:28:43 PM Pacific Daylight Time,
bauerjf ix.netcom.com writes:

>]

WAY TOO MUCH CARB!! Most Id recommend is a 390 holley 4bbl.

Darrell Duggan
74 F-350 "Tweety"
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Date: Tue, 20 Jul 1999 00:49:39 EDT
From: Bogginf350 AOL.COM
Subject: FTE Perf - Rhoads lifters versus Ford motorsport hi rev lifters.

ok i am in the process of building a motor for a 79 ford f250 4x4 that i am
going to mud-drag race and occasionally pull. the engine is as follows.
78 block milled .022
72 d2oe-ab police interceptor heads. milled .035 (full port job) stainless
severe duty manley valves 2.19in 1.76ex 10 degree locks, dual springs, teflon
seals.
3/8 comp cams magnum pushrods, with the matching 3/8 guideplates
11.8 to 1 keith black pistons
balanced rotating assembly with cj rods and arp bolts.
.621ex .595in lift hyd ford motorsport cam 254ex 244in duration
harland sharp roller rockers, with adj. locks
double roller edelbrock timing chain set
federal mogul main, rod, cam bearings
motorsport high volume oil pump, 3/8 chromeoly driveshaft with 8qt moroso pan
and pickup
fel-pro gasket set
victor jr intake manifold, port matched ot the P.I. heads
850cfm 4223 model center squirter carb modified by carb specialties. now
flows 930cfm
MSD 6al box 7,000rpm rev pill. MSD billet distributor MSD high vibration
coild and matching MSD 8.5 mm wires
march Aluminum underdrive pulleys
edelbrock aluminum waterpump
motorsport alum (svo power) valve covers with baffles....


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