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Have a question about a 477-534 Ford industrial engine.
My flexplate is shot (holes wallowed out from loose bolts) and was wondering where to get another one. I need the ring gear (part no.C2JZ6375C) and the three flex discs.
Also, how do I id my engine? Where is the id tag located?
Lastly, how do I time the flexplate/ring gear to the engine? The ring gear has a weight at the perimeter and the bolts holes all look equally spaced, so I have six ways to bolt this on.
I can't help with the flexplate but i can tell you that every Ford engine I ever worked on had those 6 crankshaft holes un-equally spaced. There is only one position where all 6 of the crankshaft/flywheel holes all line up. They may appear at a glance to be equally spaced but I bet you they are not.
As far as figuring out which engine you've got, I found out mines CI by crossing the carburetor with holley. But im sure you can find out other ways.. VIN? S/N?
That flex plate is going to be pretty tough to find. Have to keep looking around the commercial truck salvage yards.. maybe some craigs list searching.. Good news is those old super duty engines are dirt cheap used. Once you find what you need that is.
You say flex plate. So I take it you are running an automatic. Memory
I remember during the time of 477s 534s etc was Transamatics usually
6speed MT series. I quite sure that was an Allison part, although it would
have a Ford p/n on it. What holes are wollowed out? Crank or converter?
These engines are externally ballanced so a flex plate or flywheel goes
on one way. Last one we did was a 6-71DD flywheel that ran loose and
also got egged out. That was no big deal-the holes were reamed a little
pressed dowls in and redrilled the holes. But it was all done on a J head
Bridgeport with a big *** dividing head. On this method with a flex plate
the orientation of the weight must be maintained that has to be relocated. I may be totally off track, but I think this you are talking about. I would do an Allison search first. best of my knowledge I never
heard any other automatic in a Ford but an allison. Ill go to the big
book today its got a big section on this subject.
The converter holes are egged out, both in the ring gear holes and the flex plate holes. The crank holes are fine.
This engine and trans is the power unit from an airport fire truck, and I just want to get it running for my own grins & giggles.
It should be a MT-42 behind that superduty. As suggested, try Allison first, but since it is the converter bolt holes, you may be able to have it welded and redrilled.
The balance weights should be on the flex plate only, and the converter neutral balance? , therefore the holes only have to be spaced properly from the centerline, but actual converter indexing is not critical? Or? unfortuantly I only have 330 - 391 direct Allison experence so I not speaking actual hands on truth. ??
__________________ 90 F250 7.5L E4OD, 03 F350 SD auto with the infamous diesel 6.0 for work, 70 C600 330 MT40 & 72 IH Fleetstar 6V-53 MT41 - dump trucks - both are AUTOMATICS! O2 Oldsmobile Bravada, Kubota L3200, Hustler Super Z mower, all Hydrostatics, 85 Honda Elite 250 & 150 scooter CVT - Nary a manual in the fleet!
Good news! I have some numbers!
The truck is a Walter Motor Truck model BFGL, ser. 675615.
The engine is an industrial engine (says so on the data plate on the oil pan)
type B8PN-6005-H, ser. 8086-L16KH, options SO-147OA
The carb has a Ford no. of C7JZ GA 7BD
I looked at the flex plate more, and the flex plates are indexed to the crank hub, but I can't tell if the flex plates are indexed to the ring gear. The holes line up in all six positions, but I think its because they're egged out.
If you call holley's tech support and give them the list number that's on the throat of the carb. should be right under that ford number, they'll tell you what that carb was for.
Of course this method of engine id is kinda dependent on the carb being original. Which after all this time is kinda a long shot. But hey it might be.
Its how I figured out I had a 361 not a 391, and that I had a 477 not a 534.. Been helpful to me. But that was before I was talkin with people on here. These guys seem to be able to crack most of the numbers.
Well, after completely striking out trying to find another ring gear, I ended up fixing the one I have. I figured out the proper orientation of the weight, lined everything up and welded the flex plates to the ring gear. Hope it all works as planned,, we'll see.
Thanks again for all the advice and part number chasing!!
I have a 534 and Allison MT42 with 27,000 miles removed from a 1972 C-cab Firetruck. I'd be interested in parting with the flexplate and Allison, if I had a manual transmission and flywheel to fit the engine.
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