Our wells run 300 to 500 ft and pump 1000 to 1500 gallons per minute. It takes a lot of power to lift that much weight. The gas companies love it. Most wells are 8 inch and some are 10 in. in diameter then they shove the water down a pipeline to a sprinkler or pivot that may be 1/2 mile long. They usually run 24/7 from April to September. It's a whole different ball game than that submersible out behind the house.
I heard they ran these in the oil fields of Labrador wide open throttle for 6 months at a time for ten years... by my calculations that would be over 40,000 hours.
I own a 534 Ford Seamaster marine engine and have run it a 1929 HackerCraft mahogany speedboat for many years. These seamasters were built from the late '50's into the late '70's. Extremely durable engines. I think the high fuel consumption is partly due to the low compression ratio and the fact that a lot of the fuel goes out unburned. This probably causes high exhaust temperatures. I am thinking about rebuilding mine with 8.75 or 9:1 pistons and a little more agresive cam. Any thoughts on this?
Thanks, 534Seamaster
I heard they ran these in the oil fields of Labrador wide open throttle for 6 months at a time for ten years... by my calculations that would be over 40,000 hours.
I own a 534 Ford Seamaster marine engine and have run it a 1929 HackerCraft mahogany speedboat for many years. These seamasters were built from the late '50's into the late '70's. Extremely durable engines. I think the high fuel consumption is partly due to the low compression ratio and the fact that a lot of the fuel goes out unburned. This probably causes high exhaust temperatures. I am thinking about rebuilding mine with 8.75 or 9:1 pistons and a little more agresive cam. Any thoughts on this?
Thanks, 534Seamaster
I am assuming that the pistons will have to be special pieces from JE/Ross/Venolia, etc. The cam.. well I just bought a new Clevite cam on Ebay and I thought I'd send it to a cam guy I know and see if he can regrind it.. I assume it's cast iron so I suppose what can be done with it is limited. Any ideas or thoughts??
I'd think you might get some bad ping with that much compression with no quench area in the heads. Having a flat plank type head, there is little turbulence, and this translates into the need for lower compression ratios so it doesn't ping. I would suggest custom pistons, where there is a raised flat part on either side of the valves that comes within like .050" of the heads, and a big dish / valve pocket. In effect, it'd be kind of like an upside down combustion chamber in the pistons.
The cam can be welded thicker in areas where needed and reground. I'd also see about putting bigger valves in it, as 534 cubes are going to need all the air they can get.
Sounds like a cool (but expensive) project. Keep us informed.
I am driving a 1972 Ford 880 tandem truck with 534 Ford power and a 5&4 transmission. The engine is propane fueled to control costs as the truck only gets about 5mpg on propane which is about 60% of the gasoline cost here. The truck has an SKB Model 6TM articulated hydraulic crane mounted behind the cab capable of lifting up to 9,000 lbs. The remaining deck is a 22' flatbed used for hauling drill pipe and casing in my well drilling business.
The only problem I have encountered has been the starter which has an inertia drive which jams & breaks occasionally and is costly to repair. I would like to install a more modern and less costly starter if I could find one that fits, or at least have a spare starter on standby. Does anyone know if this is feasible?
I will put it on my gallery. I tried the other night, but had problems creating the gallery. I'll try again.
thanks
AJ
AJ, I might have to look you up the next time I'm in Apex, I live up in Butner, about an hour north of there. I want to see that truck, it looks awesome, and I've never seen a '69 F-Series that looks like that, nor in that good of condition! How did you find such a truck?
MW95F250
Come on down anytime!! I would love to show it off.
I found that truck on Ebay, of all places. i was looking for a cheaper dump truck for some projects that i have around here, and low and behold i found the F1000. the guys I bought it from also have a completely restored one. they are located in PA. anyway, email me if you want to come by sometime. aj1@pobox.com
I have a 1978 F-800 with a 534 and am looking for an exhaust manifold for the driver side of the truck. It is a Fire Engine and I need it to pass DOT inspection. If anyone knows where I can get one please email me at scipper@hotmail.com.
I own a Gillig Transit Bus (now an RV) powered by a Ford 477 Engine installed as a "pusher" (rear engine). These busses were designed by the Neoplan Bus Company back in 1978/79 and were used in a few cities, including San Jose, California. The unique property is that they operate on propane using an IMPCO Propane Carburator. This was during the oil embargo when you could not buy gas - so about 200 of these were made - with power steering, independent front suspension and special Neoplan rear suspension, including air bags all around. The Ford 477 is bolted to the frame and drives an Allison automatic transmission. Not exactly a performance vehicle - but 80 MPH here in Nevada is not unusual!
I have a 534 engine in my 65 FT-850. The older ones were definitely torquers. My dad worked at a Ford truck dealer in the 1960s when these engines were in their heyday. The trucks with these engines were well respected and would run with many of the diesels of the day. I have devoted a page on my web site to the almost forgotten N series Ford trucks of the sixties that used many of these engines. See it at www.michellesfords.com go to the bottom of the opening page and click on N series page. My next project is to build an N series truck into a rod hauler.
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I want a pile of 460's.
1978 F-800 Exhaust Manifold for a 534
Gillig Transit Bus with Ford 477
