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The clear coat was cheap to do, but the rest added up. It took at least $3k to get her to daily driver status. But this one really needed some of everything. If you get a truck that's at least running you'll have an easier time. But this way I know all the important stuff is new and working.
Great looking truck. I enjoyed reading through this. On your dual master cylinder, did you just order one that would fit a newer truck? I want to replace mine with a dual one as well.
Thanks.
The MC I used was a Cardone 10-1351, which I believe was listed for a 68 F100. It didn't work quite right until I added a residual pressure valve for the front. At some point I'll buy a power drum/drum master. I wish I would have just done that from the start. I'm thinking I'll probably get the E81 from GPS Brakes.
This week I replaced motor mounts (2nd try, the first set I got was defective). Now I don't have a crazy vibration from 2000-2500 rpm! It was annoying to try to avoid 55-60 mph. I also installed a thermal clutch fan. It runs a little quieter and stays at the same temp as the fixed fan. It also seems to have a few more hp available now. I'll be watching to see if it helps my mpgs at all.
Another member asked for some pictures of the seat belt brackets that I used, so I thought I'd share them with everyone. The seat belts themselves are the generic "military" 3 point belts that are all over eBay. A lot of this setup is stuff that I already had, some are brackets that I ordered. It's not the nicest setup, but everything works very smoothly without binding. That took a lot of experimenting. They were hard to extend/retract until I got it just right. I used the webbing extensions as the receiver because the hard cable receivers wouldn't allow the seat to slide all the way back. I also needed to move the driver's side retractor over a few inches from the stock location. Everything else is where it was from the factory. The only thing you can't see is that there is a backing plate behind the sheet metal for the shoulder pivot.
Finished up on a power brake install today. I used the dual 8" booster with 1 1/8" master from GPS brakes with drums front and back. I'm amazed at the difference! I'll really have to get used to it now, they're actually a little touchy. I could have definitely used a smaller booster, but wanted to get something that would work with discs if I ever did that swap. I can't imagine needing to now though. I've never had any problem with the manual drums, except for the effort required to push the pedal. That's totally gone now, so I think I'm good to go.
Oh, and I also did a little more engine bay cleaning and gave everything a spray with Gibbs lubricant.
Ummmmmm, well... I'm not exactly sure what you're getting at, but all the brackets I used are commercial brackets designed for seat belts. The floor brackets are much stronger than the stock setup.
No offence meant. Designed for seat belts. Ok. Just looked to me, too many moving parts. No matter how tight the bolts are. Again, I hope you never have to find out. Means safe driving. At least your belts are retractable. Seat belts were an add on in the 60s.Not engineered in body design. Good thing 240 6. We have that in common. Although I run c4 trans.
No offense meant. Designed for seat belts. Ok. Just looked to me, too many moving parts. No matter how tight the bolts are. Again, I hope you never have to find out. Means safe driving.
At least your belts are retractable. Seat belts were an add on in the 60s. Not engineered in body design.
F100/350's, Bronco's, Econolines: Lap seat belts were optional thru 1966.
Lap seat belts were standard equipment beginning in 1967, shoulder straps were optional.
Retractable shoulder belts became standard equipment in 1976 except for High Boys, that got 'em in 1977.
Prior to 1976, the seat belt retractors were a dealer installed accessory.
04-20-2016, 07:19 PM
