more questions :P
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Fleet Mechanic
Joined: Jun 2011
Posts: 1,804
Likes: 5
From: Southern California
more questions :P
So I'm going through all I need to do and the list just keeps getting longer.lol As I figured and knew it would. Here are some of my questions. 1959 f100 2wd
What is the lug pattern?
Is there a front disc brake conversion kit?
Mine doesn't seem to have power brakes. And there is a empty hole next to some kinda container on the driver side firewall. Anyone wana give me a labeled pic of their firewall please?
What size radiator can fit in there?
I have a extra set of front leafs. Can I use some of these leafs to level the front of my f100? If so which ones?
Something doesn't seem right the way my front hangers sit on my front leaf springs. I think its worn grommet things in the eyes. But can someone take a pic of theirs?
Thanks!
What is the lug pattern?
Is there a front disc brake conversion kit?
Mine doesn't seem to have power brakes. And there is a empty hole next to some kinda container on the driver side firewall. Anyone wana give me a labeled pic of their firewall please?
What size radiator can fit in there?
I have a extra set of front leafs. Can I use some of these leafs to level the front of my f100? If so which ones?
Something doesn't seem right the way my front hangers sit on my front leaf springs. I think its worn grommet things in the eyes. But can someone take a pic of theirs?
Thanks!
Ford Parts Specialist
Joined: Nov 2006
Posts: 88,826
Likes: 785
From: Simi Valley, CA
5 lug wheels on a 5.50" bolt circle: 1940/48 Ford/Merc Passenger Cars / 1953/79 F100 - 1966/96 Bronco - 1969/74 E200 - 1975/96 F150 - 1975/2013 E100/150 / Some 1980/83 F100.
There are TWO Master Cylinders on the firewall. One is for the brakes, the other is for the hydraulic clutch.
What you're really going to need is at least $25,000.00 plus a Ford truck parts catalog, Ford truck shop manual and all the repro parts sellers catalogs to do all the things you want.
People grossly underestimate restoration costs, some have no plan, tear the truck all apart without taking pics or labeling where the parts came from.
Then when reality sets in, the parts are tossed in the bed, poor 'ol truck sits, or it's sold for peanuts as a 'basket case' or it goes to Valhalla. Valhalla sadly predominates.
There are TWO Master Cylinders on the firewall. One is for the brakes, the other is for the hydraulic clutch.
What you're really going to need is at least $25,000.00 plus a Ford truck parts catalog, Ford truck shop manual and all the repro parts sellers catalogs to do all the things you want.
People grossly underestimate restoration costs, some have no plan, tear the truck all apart without taking pics or labeling where the parts came from.
Then when reality sets in, the parts are tossed in the bed, poor 'ol truck sits, or it's sold for peanuts as a 'basket case' or it goes to Valhalla. Valhalla sadly predominates.
Lead Driver
Joined: Jan 2005
Posts: 6,104
Likes: 138
From: Orcas Island Wa.
I never throw anything away and that, coupled with low expectations and some bizarre inner drive to complete my projects, seems to carry me through. In 40 years of truck 'restoration', I have never abandoned a project. I have also NEVER completely dissasembled a truck, I just fix as I drive. That being said, here's how I beefed up my 59's springs. I just mix and match leaves from my spring pile that's out by a stump beside the shop. If I don't have the length I need to keep the stack tapering, I cut the ends off a longer one. This may and often does require longer u-bolts as well as longer spring center bolts. Both are easily obtained at auto parts store or spring shop. I first did this job on my '54 GMC back in the 70's when I found a '50 chev wagon upside down in the woods. Easy pickins'. I have never had a spring failure with this method, and they have been used hard. It's very gratifying to let it off the jackstands and see it sitting proud once more. Hope that answers one question. Good luck!
Thread Starter
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Fleet Mechanic
Joined: Jun 2011
Posts: 1,804
Likes: 5
From: Southern California
Thanks! So its ok for me to cut the ends of the springs down so I can keep the stack tapering? And thanks number dummy! I don't think itl cost quite that much but I get what ya mean. My 74 hase ckose to 30k in it and still isn't done anytime soon. I also am labeling everything so when I put my new cab on it in place of the old one I know where everything goes. And hmm I think the clutch cylinder is missing then. Is that still available anywhere? Or if I'm going with a 74 clutch set up, I wouldn't need that right?
Elder User
Joined: Dec 2007
Posts: 564
Likes: 2
Thanks! So its ok for me to cut the ends of the springs down so I can keep the stack tapering? And thanks number dummy! I don't think itl cost quite that much but I get what ya mean. My 74 hase ckose to 30k in it and still isn't done anytime soon. I also am labeling everything so when I put my new cab on it in place of the old one I know where everything goes. And hmm I think the clutch cylinder is missing then. Is that still available anywhere? Or if I'm going with a 74 clutch set up, I wouldn't need that right?
Yes, disc brake conversion kits are available from LMC, Sac Vintage, EIC and just about everybody.
And clutch master and slaves are readily available. The clutch line is the bugger as nobody makes one. I took my old one to a place in Spokane Valley called House of Hose. They made me up a new one in ten minutes for around 20 bucks
Thread Starter
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Fleet Mechanic
Joined: Jun 2011
Posts: 1,804
Likes: 5
From: Southern California
Well do I need that line and stuff if I'm setting this up like a 74 ford truck clutch? I need a diagram on how the clutch and all mounts in the tranny to the back of the big block
Elder User
Joined: Dec 2007
Posts: 564
Likes: 2
You need a shop manual. I got min off Evilbay on CD. As far as clutch, much easier to go hydraulic as the truck was so equipped from the factory. You could go with an internal slave to save some trouble IF you get the master that matches it. mixing and matching sizes will result in poor clutch performance.
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