Hey all, I have a few questions. Ive been looking into 1967-72 f100s and noticed many of them have 360s in them. I was wondering what the factory HP and TRQ specs are for this engine. Also i heard that in 1973 new emission requirements were put into place. so 1973 and up 360s were significantly less powerful? Can anyone confirm this or add on. also what did they do to the engines in 1973 to make them more efficient. in other words, what did they change?

look forward to hearing back from you guys as you been very helpful in the past

jared

 

IIRC, 215 bhp@4200 rpm and 375 lb.ft.@3600

Nothing changed per se... just the way HP and TQ were measured.. Gross vs net.

 

So it's 215hp all the way to 1976?

 

215 was the gross number. Not much changed in '72-3 or whenever they changed the rating, but the numbers go down into the 170 range or so.

The 360 was never about efficiency, other than using existing parts to make a "new" engine. It is basically a 390 with a 352 crank and rods, and old 390 car pistons. This results in the piston down the hole about .125", and low compression so you can run the wee out of it all day. Fuel economy is poor due to that design feature.

The 390 pickup engines are the same way. They used the shorter 410 piston on the standard 390 crank and rods, again resulting in the piston .100 or better down the hole.

If it starts and runs, don't be afraid to buy it. They run fine stock, and you can wake them up with a good dual or larger single exhaust, or headers with a good exhaust. A Ford iron or aftermarket aluminum dual plane manifold with a small 4bbl runs good too.

After that, it's on to a 390 or bigger crank and some pistons that reach the top of the deck. Power can double with a little careful parts picking.

 

I think so.... there wasn't much change to the 360.

HP isn't that important IMO...375 ft.lbs. of torque is important because that is what rules on the street.

 

1968/76 F100/350 360/390: The block and bore are the same (4.05"), the stroke is different: 360 = 3.50" / 390 = 3.78."

1970: Evaporative Emission (Evap/Em) System introduced, initially in F100's thru 1972.

Unleaded fuel, non vented fuel cap, vapor valve in the in-cab fuel tank adjacent to the fuel tank sending unit. If the trucks have the optional 25 gallon auxiliary tank, there's a vapor valve in it too.

Vapor lines route along the right inner frame rail to a round steel charcoal canister located in the engine compartment. Hose routes from charcoal canister to elbow on air cleaner.

Depending on state emission requirements, some of these trucks have Evap/Em, some do not.

1974: EGR valves introduced. Again, it depended on state emission requirements if these trucks have the valve or not.

T/E (Thermactor Emission - smog pump): Some early 1968's have it (depending on state emission requirements), some 1975/76's also have it.

DuraSpark Electronic Ignition introduced in 1974, but not all vehicles came with it until 1976.

British Columbia resident: I do not know what Canada's emission requirements were back then, but I do know what CA required, since I've lived here since FDR was prez.

 

Those are 1968 numbers. Figure 80% of that for net after '72-3. No change in output, just the way it was measures.

IIRC

Evap and thermactor wouldn't cause much power loss. Early EGR systems....could be an issue.

Change to unleaded...with such low compression, it couldn't have made much difference in power.

 

1963/79: Warranty Plate riveted to the left door face below the latch.

Thru 1972 (F100/350), the certified net HP & RPM are stamped on the 3rd line of the Warranty Plate between the GVWR and the DSO code.

Upper pic: Example of 1966/69 US/Canada Truck Warranty Plate.

Lower pic: Example of 1970/72 US/Canada Truck Warranty Plate.

 

Ahah ok I can see why I was confused. It's because of how they rated it not an actual change. As 85e said, 4 barrel dual exhaust intake and headers would do me some good? How much of an improvement am I going to from that? What would be some other a six performance upgrades. From what I can tell FE blocks accept a lot of after market parts

 

1974/79: Factory installed EGR/carb spacer plates were aluminum. Heat caused them to melt internally. They also got plugged up with carbon.

1976: Ford introduced cast iron EGR/carb spacer plates for use as "service part replacements." All the cast iron plates are now obsolete, only a few are available NOS

F100/350: All 360's came with 2V carbs as did 390's thru 1973. 1974/76 390's could have the 2V or an optional 4V carb.

1968/76 F100/250 4WD: The only available V8 was the 360 2V. But on sale day, 360's magically become 390's!

 

Correct.... gross vs. net.

Heck yeah. My 73 had a 4v carb and a streetmaster intake but still wore stock manifolds and dual exhaust. The PO included never installed long tube headers which I eventually installed with 2.5 inch tubing and the power increase was significantly noticeable.

That's why any upgrades to an engine should start with the exhaust because it's gotta exhale more efficiently to unleash what power potential is already there... or to anticipate additional air/fuel.

 

Thank you all for the input! Much appreciated. Another unrelated question... What were the rear end ratios options for 67-73 f100s?

 

F100 'WDM' 9 inch: 2.75-1 (1973/79) / 3.00-1 / 3.25-1 / 3.50-1 / 3.70-1 / 3.89-1 (1957/72) / 4.11-1.

1968/72 optional F100 'WEW' 9 inch with 28 spline axle shafts and Limited Slip: 3.25-1 / 3.50-1 / 3.70-1 / 4.11-1.

1970/72 optional F100 'WFF' Heavy-Duty 9 inch with 9 3/8" ring gear, 31 spline axle shafts and 4 pinion Traction-Lok: 3.25-1 / 3.50-1 / 4.09-1.

Limited Slip was not available with 9" in F100's until 1968.

1959/67 F100 with optional Limited Slip: Spicer/Dana 44 / Spicer/Dana 60.2 (1963/66) / Spicer/Dana 60.3 (1966/67). These are not Spicer/Dana 60's, which were only installed in F250's.

 

It seems that most v8 trucks had the 3.25 ratio with a few being 3.00.

 

3.25-1 most common with A/T; 3.50-1 most common with 3 & 4 M/T.