Jeff's Bronco Graveyard have you been there?

 

No, no I haven't but I will give them a look and see what he has. Thanks.

 

I was lucky that the truck I am rebuilding is a SWB with the 16 gal side tank and my parts truck is a LWB with a 19 gal side tank.
I took that 19 and tried it in the SWB truck and was just no way it would fit.


I was also lucky that the LWB truck had duel tanks. So the 19 gal rear tank and under bed tire carrier both made their way onto my SWB flare side truck.
If I feel I need more fuel I will look into a 38 gal rear tank but I think it will be good with the 2 tanks.
Dave ----

 

You did get a little lucky for sure. I have tried finding a pats truck but haven't had much luck and it's probably best cause my wife would kill me if I brought another one home. I'm getting my parts list together now and she told me in the nicest possible way that maybe I don't need to have any more projects for awhile. She is probably right since I have the feeling this one is going to haunt me for awhile.

 

I hear you on projects and the wife also known as the banker, said no more.

Heck I had to move 1 of 3 projects out of the work garage to the house garage. My DD now sits outside in the HOT sun

I found both the project & parts truck on CL and picked them both up the same day. Had to rent a truck to pull my car trailer as my DD was at dealer getting fixed. That is the reason for a non-computer truck thatI can fix.
Dave ----

 

That is one reason why I got the 86, when I bought the 96 I was moving down from a 03 trying to go less computerized. When I finally get the 86 on the road I will have to decide to either keep it or decide to keep the 96 or make a toy out of one of them.....wait that means it becomes a project again. But since I already own that then maybe that doesn't qualify as a new project right?

 

Anyone have any input on headers? Long or short? Will ones for any particular mustang work with my truck? My exhaust system is shot (go figure) so thought I may as well price them out to see if it's "within" budget. Good thing I have a second job for projects.

 

Well I finally ordered a intake, distributor, and coil for the truck. Hopefully by this time next week I can start working on it.

 

It's been a good weekend, parts came in for the truck, sold one of the boats so I have cash to spend and it freed some yard space up.

 

I posted this question in the carb section but no answer, all quite like it has been here lately but I shall ask anyway. When using the calculation to decide which cfm carb I should use it gives me 500. My question is that is this accurate or should I go with a 600. I would like to build something at some point but it'll be a 302 unless I can find a 351

 

It depends, to some extent, on the model of carb you use. The secondaries on a vacuum-controlled 4bbl won't open until a preset flow. In other words, while you have the pedal to the metal the carb decides when to actually open the secondaries and at what rate. Some carbs make it fairly easy to change the preset point, and some make it hard. And, using a larger carb on a smaller engine might be a time when you want to change that point.

Carbs that are hard to change include the Edelbrock Performer series, which would be the 1405 and 1406 in 600 CFM guise. On this carb you have to change the weight on the end of a lever arm, and that requires disassembling the carb and grinding on the weight or welding it back. But the Edelbrock Thunder series carbs are much easier to tune as you loosen a set screw, turn another screw slightly, and tighten the set screw. And the Holley vacuum-secondary carbs are also easy as you remove 4 screws, swap out a spring, and replace the screws.

However, the larger you go in airflow on most carbs the larger the primaries are. And small primaries give more accurate metering and crisper part-throttle running. So, while you could put a 780 CFM carb on a 302 and tune it so it won't bog, the performance and economy other than at WOT won't be as good. But, a 600 can be made to work well on a 302, especially if the engine is warmed up a bit and likes to rev since it is only at high RPM that the secondaries will open. On the other hand, if you don't wind the engine up you won't need the flow and a 500 will serve you better.

 

I was thinking of going with the 500 Edelbrock and what you said makes sense about the tuning of the carbs. I had noticed while doing some research that they offer a tuning kit with different metering rods for them. And of course the 500 is more expensive than the 600, one of the reasons I was toying with the notion of just going with a 600.

 

The tuning kits have jets and metering rods. But that doesn't change the opening rate on the secondaries. I find the out-of-the-box jetting to be pretty close on most Edelbrocks, although I have been able to lean them a bit by using an AFR meter. However, that's starts trading part-throttle performance for economy, and might not be worth it to you.

But, I still recommend the Thunder series for your situation due to the easily-adjustable secondaries. The 500 CFM is the 1801, and the 650 is the 1806. The 500 would work nicely on a 302 and would work on a 351, but would run out of breath at high RPM. The 650 would work on a warmed-up 302, but would only get fully open at high RPM. And it would be just right on a built 351.

So, you have to think through how you are going to build the engine(s) and how you will drive the truck. A small carb gives better part-throttle and economy, but won't handle high RPM as well on the bigger engine.

 

As I have gotten older I definately do not drive like I did when I was younger, my son says i drive like a grandpa....but have no grandchildren yet, I told all my kids that they need to get busy although the way the world is going I'm not sure if that is a good idea or not. But most of my driving is around town, pulling my boat really so I am really only interested in low end so the 500 is going to be the way to go for me. I was just reading up on the different series and the secondaries have the same jets in the 500 as the 600 just the primaries are different. And according to the page, one of the 600's are made for economy and the 500 for performance haha.

Performance Carburetors and Accessories - Performer Series Carburetors - Edelbrock, LLC.

 

Yes, the Performer series 600 CFM, as shown in your link, comes in both performance tune (#1405) and economy tune (#1406). I've run the 1406 on several 351's and find it an excellent all-round carb. Plenty of power but good economy. However, the 1405 has more power, and you can't re-jet a 1406 to be a 1405 or vice versa as there are some internal changes. But the Thunder series only comes in one tune.

I'm not sure you are picking up on what I'm saying, so to make sure I will say it again, albeit differently: The Performer carbs are almost not easily tunable as for where the secondaries come in, but the Thunder series carbs are. (Not the air/fuel ratio tuning, but when the velocity-controlled secondaries open up.) So, if you are going to use the same carb on two different engines, like a small stock one and a large warmed-up one, then the Thunder carb is better. But if you are wanting to bolt-and-go the Performer carb is probably good enough.