I am replacing a toasted 330 m/d 2v in a 65 N600. I would like to use reg. unleaded without having to work the heads. I have found a few engines at Vander Haggs truck salvage, but before purchase, I would like to know which year I need. I have searched as best as I can, But it seems that a lot of the information I find is contradicting. Anyone?

 

I also have found some info posted here. https://www.ford-trucks.com/forums/2...l?ref=esp-link. This tells me that the 68-72 330 was different, but does this mean that I cannot do a direct swap and use old parts like the balancer and flexplate? Would everything else bolt up properly?

 

Motors after '72 or '73 should be ok on unleaded. But, lots of older motors have run for years on unleaded without trouble. The harder it's run, the more the problem would surface.

I was under he impression that the "medium duty" 330 had a cast crank like an FE motor and thus the smaller front crank snout. After reading the post you linked to, I'm not sure exactly what the differences.

For those years, I do not believe there are major deal-killer differences from year to year. I would look for a 330 or 361 or even a 391. Make sure the crank snout is the same diameter as yours, or that the front cover has the motor mounts built into it. (that indicates the FT sized crank)

I'm not sure any used motor at this date wouldn't be a candidate for rebuild anyway, but you'll have to figure that part out.

 

This seems to be a difficult answer. I cannot get the salvage yard to do any measurements because the engine is still in a truck. All the possible engines that would fit my application are currently are in unknown condition until I am in the purchasing process. Then they are tested and removed.

 

Does your current motor use the front cover as part of the motor mount system? Likewise, does the bell have the motor mounts on it?

If so, just find an FT that has those two features. The rest should fall into place. Accessory drives might be a question, but that's fairly easy to fix.

 

Yes they are all FT engines with the mount on front and rear. I just am unsure about the crank matching up in size. I hate to think about the difficulty in mounting up the drive train if I end up making the wrong choice.

 

Block to bell is the same, crank to flywheel should be the same as well.

Crank pilot etc is easy enough to check. I'd get the flywheel, bell and starter along with it if you can, that will eliminate any differences there, of which I "think" there are zero anyway, but you just can't tell without the parts book and a look-see.

Just avoid any used uhaul trucks and you "should" be fine.

 

Ok- I'm showing my age now.............cats & unleaded fuel came to be in 1974

 

So post 1974 on engines. What would be the difference with Uhal? I will try to find a non Uhal, but It might be the only choice.

 

I thought it was 1976 that they were made mandatory but the 74 engines were being prepared for use with the unleaded fuel.

 

I think the Uhaul motors had FE heads or some other goofball combo, not sure on it--or they were FE motors with FT heads.

 

Ok, Now I am thoroughly confused. I did not think that you could switch heads between the two blocks. I just want an engine that needs no modification to fit in this truck. The one that was in this truck was run out of oil ( not by me ) and threw a rod through the block. I do not want to go through building the engine with the high costs of machine work and lack of warranty. If a 76 330HD is what I need to get past the soft seats and I know it will fit without any problems, great! I just need to be sure.

 

If you are not the original owner of the truck and KNOW it's the original engine, all bets are off.

We had a guy around here, HOTWRENCH, but he hasn't posted in quite some time. He runs/owns a truck salvage yard, so he has a lot of knowledge about exactly what Ford did over the years when it comes to the FT series engines. Lots of what he saw differed from what NumberDummy posts from the parts books.

If you get a 330HD from after circa-1972 that will take care of the hardened seats, I'd think. Make sure you take the flywheel with it, and if the mounts are the same style as yours, you're almost 100% there. Check the exhaust manifolds, you might need to use the ones from the new(er) motor. Reason being, the heads might be different, one (the original) might be the FE style with exhaust crossover in the exhaust ports, the newer one might have the exhaust crossover using the exhaust manifold.

I'd love it if you could take some pictures of your existing engine.

 

I cannot get pics today, but I will try to post them on Monday.

 

FT Heads usually have valve rotators on them , whatever engine you get make sure they do. Most valve trouble on an FT can be traced to lugging and retarded timing. Another cause of trouble was restricted exhaust, some of the Y pipes were built with too small of a hole where one side joined the other. Some engines were very lean witch didn't help matters. Dual exhaust and low restriction mufflers helps a lot. We found on our trucks advancing the timing a little and about 2 sizes bigger jets in the carb made quite a difference . Power was helped and exhaust temps were reduced, resulting in longer engine life. Just don't add to much advance and ping it to death . Most of the later FT's had induction hardened valve seats, some had sodium cooled valves, some rebuilders went to stainless valves to beat the valve problems. Ford wasn't the only one with valve problems Chevy Big Blocks were plagued with the same problems, IH also.

Have A Great Day --------- Hotwrench