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Hey all, I'm installing a 460 in my 63 unibody. Now, I dont claim to know anything about anything.. I'm just learning as I go, I can fabricate stuff, but I'm no 'mechanic'. That being said.. I am having trouble getting my torque converter bolts tightened. The transmission(C6) seemed to slip on and bolt up easy enough, and I could turn the motor over by hand from the crank pully with the plugs out and a bit of grunting... but I was getting a bit of a clunking and I assumed it was because the torque convertor bolts were only hand tight. Anyway, 3 days later when I finallly got around to tightening them, I cant turn the damn thing over. It goes about 3/4.. maybe almost the whole way around and comes to a hault. Ive tried turning it both ways to get at those last bolts and it just wont budge. I'm stumped. It's not in the truck, its hanging from the chain pull... I dunnnno, any insight would be appreciated. I posted in the engine tech forum too, nothin yet.
Try removing the starter and see if that makes any difference. The reason I say this is because a buddy of mine who ended up working on a 67 mustang and the whole thing is a basket case. He had the same thing. At some point in its life someone had taken out the tranny and when they reinstalled it, somehow they used the wrong torque converter/bolts and one stuck out just far enough it was hitting the starter. When you would bar the motor over you could hear a clunk sound. Placing my hand near the back of the motor you could feel it striking the starter. Dont know if this helps. In our case it was one of those "didnt know that was possible" moments.
Good luck.
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Okay guys its bled for 3 days and its still alive, it must be EVIL!
Thanks for the reply, the starters not on it yet I picked up a snake cam from a buddy of mine this morning, he said maybe a stuck valve... where it goes around almost a full turn. Hofully I can see something with the camera. Or something droped in there, wich I dont think happened... but you never know I guess. Thanks again.
There are 2 different crank pilot diameters depending on the year of the engine. The internal balance early pre 71 engines use a 1.848 and later uses a 1.375 Snout. The do not mix and match as the depths are also differing.
Make sure the torque converter has the correct snout.
Garbz
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98 528I BMW
64 F100 "Christine II" 390 NP435 6" lifted 2 wheel drive
63 F100 Uni Custom under construction 4" off the pavement and built to drive.
69 M250 Crew Hiboy 472 C6 Ranger, getting a full rebuild.
Well, I pulled the transmission off to check, and yep.. same problem. I put the cam down each cylinder and a few of them were pretty ratty looking, lots of crap in there, some cylnider wet some real dry and flaky. The motor ran when it came out of the Tbird, but its been sitting around a bit.. anyway I was going to pull it this winter and have it rebuilt .,. so I think I'll just do the right thing and have that done now, but its looking like I'll have to miss another summer driving it
There are 2 different crank pilot diameters depending on the year of the engine. The internal balance early pre 71 engines use a 1.848 and later uses a 1.375 Snout. The do not mix and match as the depths are also differing.
Dave, if you are saying the internal balance engine was only used prior to 1971 that's in-correct.
All 1968/73 429's, 1968/78 460's and some 1979 460 engines are internally balanced.
In mid-year 1979, Ford changed the 460 engine, it now uses a weighted spacer.
The flywheel and harmonic balancer are specific to block casting number D9TE-6015-AB .. different than was used with D1VE-6015-AB blocks, different than was used on C8VE, C9VE and DOVE blocks.
Since this was a "running change" in 1979, there is no before/from a certain serial number or production date. The block casting number must be known to get the correct parts for 1979's, or if the engine's been swapped.
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Bill // Retired Ford Parts Manager // SoCal Chapter member // Part Number Research: 1928/2001 FoMoCo vehicles.
There are differing diameters for the machining where the torque converter snout is retained with the diameters i mention. It has nothing to do with internal or external balance This machining changed in 71.
It is quite common on rebuilds to find early Pre 71 cranks in up to 79 internal balance engines. If having to replace the crank your machinist will ask what pilot input you need.
My 472 is a D1VE block out of a 78 Merc GM Wagon. It is the internal balance bottom end with a late model EFI top end. When i rebuilt it i specified the small pilot as my torque converter is from an 88 C6. It was cheaper to purchase a 10/10 crank all ready done than have mine freshened up.
All 385 series cranks interchange if you use the correct parts. You can make a 82 460 internal balance by using a balanced crank and the correct flywheel.
Garbz
__________________
98 528I BMW
64 F100 "Christine II" 390 NP435 6" lifted 2 wheel drive
63 F100 Uni Custom under construction 4" off the pavement and built to drive.
69 M250 Crew Hiboy 472 C6 Ranger, getting a full rebuild.
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I picked up a snake cam from a buddy of mine this morning, he said maybe a stuck valve... where it goes around almost a full turn. Hofully I can see something with the camera. Or something droped in there, wich I dont think happened... but you never know I guess. Thanks again.
