It should do better than 45 at maximum throttle, unloaded that is. Most people are afraid to rev there engines up, my 1970 C600 with a 330 will do 62-64 mph at 3900-4000 rpm. And that is with a single speed axle. Cruises nice at 50-55 though, seems happier there, but that is not the max speed

On my International the guy said it would only do 40 - I have had it up to 58, at maximum RPM - 2600 rpm is the current governed rpm, it should do over 60 at the proper 2800 rpm governed speed, for some reason someone has set the governor below the recommended rpm. It also likes the 50 mph range better, but again that does not mean it maxes out at that speed.

Just have to put one's foot into it! But maybe that N series is really geared low?

Not sure where you live, but if it is around any metropolitan areas, or hilly areas the stock braking is really not up to the task even in good condition, (it was fine for the roads and driver expectations of 40+ years ago) so consider that when contemplating the use of the truck and regearing to go faster. I personally will not drive one of these trucks without the HD air brake option, but I drive in the city with hills and around other cars with modern disk brakes and ABS, so braking is important to me.

David

 

The parking brake and the transmission in gear would be holding it at rest. The service brakes are not in use at rest. Work that pedal and do some trial stops before you commit to the road. Serving suggestion.

 

I live in northern IL. So it is flat as can be and I am out pretty far from Chicago. I was planning on upgrading to power brakes and dual master cylinder when I do the brakes. Just a vacuum booster and maybe bigger wheel cylinders. Also I was thinking of having the shoes relined with better material if that did not help a lot. Most trucks around here are still running drums so I am sure I can do enough to make me happy with it without converting to air over hydraulics. I do not plan on doing any heavy hauling like gravel or dirt with it so mostly it will haul a light tractor or trailer with electric brakes if anything. The gearing I am not sure about yet but a gear change or split axle is not out of the question, I will see when I get it home. For sure it will go on a diet when I strip the wood off the grain box and shorten the bed so that will help.

 

+1 great advice!!!

 

Look at C500/800's in front motor mount chart:

 

I was just stating that in a worse case scenario I could use the mechanical brake to get it home along with down shifting. I also will have someone follow me for support. I suppose I could rent a low boy trailer and pull it with our 818 military truck but that is a little extreme and would cost more than it would be worth. The brakes do hold solid and there were no leaks present so I believe it is just a bad adjuster, spring or cable. Another way to deal with it would be disconnect the fronts and plug the tee. It is all tar and chip back roads home anyhow. As far as strait air brakes as an upgrade I would not be able to drive it, I have diabetes and in IL. I cannot get a CDL. So air is not an option for me. We do have a couple International and a 46 Ford with hydraulic and stop well enough. Our smallest truck for hauling is a 89 Chevy 1 1/2 ton dump with hydro boost and front disk. It stops quite well even overloaded a bit. Too bad disk was not an option in 64 for a big truck.

 

I see the N had a391 option also

 

Well I am not so sure that the parts manual is lying, If it had a section just for the 600 series, and not a all inclusive one for everything up to 800 series, you might be surprised.

Since all the FT's use the same mounts, it makes sense to group them all together.

Again, I base my thoughts on the fact that I have yet to see any brochure or major option book showing anything larger than a 361 available in the 600 series, at least from 1964 to 1973.

Even my own little C600 does not show up in the parts book as having the Transmatic, I have to look at the C700 for parts, so I guess there are differences out there that can cause confusion 40+ years later, at least we have NumberDummy to help sort thru and find parts!!!!

Who really knows what Ford could or would produce on a special order basis, not a regular production option? (or RPO)

The VIN decode will tell the truth!

David

 

I just went out to the barn and took a look at my collection of extra parts, I already found some goodies LOL. I am considering A 445 build with billet FT crank and some decent heads. I scapped some FT heads not long ago along with some 2 barrel 390 heads. They are good boat anchors LOL.

 

The 4th digit of the VIN is the engine code. 1964/65's use different codes than 1966/78.

1964/65 only: A = 330 2V Medium Duty / M = 330 2V Heavy Duty / K = 361 2V / 9 = 391 4V

1966/78: C = 330 2V Medium Duty / D = 330 2V Heavy Duty / E = 361 2V or 4V (1974/78) / F = 391 4V

 

Bill, I wish I had even 10% of your knowledge and understanding on Ford parts!

Thank you for sharing your knowhow!

David

 

It will be interesting to see what the numbers say, I posted another thread about possible stock body's. I wonder what the original was or if it was a stripped chassis.

 

FE guy, if you are interested, I have a 34 page 1964 600-800 series guide, not a brochure, that is quite in depth. I could scan it, and post if you have any interest.

It covers 1964 Ford 600-800 series, C-F-N-T details specifications and compares the trucks to the other makes such as IH, Chevrolet. It even has the specifications listed for the other make trucks, quite detailed. Covers school buses as well. Torque and horsepower charts, etc.

FYI, it shows that only the 330HD was optionally available on the 600 series (standard 6 cyl), at least at the time of writing, according to this source, the 361 as option only on 700 series and up, standard in the 750 and 800 series. The 391 was optional only in the 750 and 800 series.

It is a pretty early litho, September 1963, and makes a big point of the "new" 330, 361 and 391 engines

David

 

<p>The owner said he had replaced the engine that was in the truck when he purchased it used. So I will have to run the VIN to tell for sure what was in there. I may try to find an original engine at some point but for now I am hoping to just get the truck and do a few drivability upgrades. It is a 391 4v engine in there now, I will have to determine further what it is after I get it home. Who knows how many engines the truck truly went through, could be a few to several? Hopefully it is not a U Haul engine in disguise, those had a cast crank and other cheap em up items like cast pistons and 5/16 rod bolts with cast rods.</p>

 

Yeah, I remember that you posted that it had a replacement engine. I guess I have taken on the challenge to figure out what really was optional on these trucks, it seems that with time, all engines grow to the largest, IE a little 330 becomes a factory 391... In smaller trucks it seems that a whole lot of 360's become 390's as well, at least until "spec'd" out.

Of course now that may be the truth in this case.... it did morph! But being a specifications type guy, I like to know exactly what and how the factory built something, either standard or optional equipment wise. Hopefully it is in truth a 391 and not a U haul special in your truck.

One little thing that comes to mind - the C series uses 1/2" narrower and shorter rear springs up thru the 600 series, the 700 series and up use the wider and longer springs. To me, this type of knowledge really helps when figuring out what I can swap as to bolt on and what will take some fab.

Weird little things like this for trucks that come off the same assy line can bite you when swapping stuff around, and budgeting for it!

But it sounds like you have a nice project there on the N in mind. Please keep the forum posted on the progress!