That's why I refer to the 300c.i. as an I-6, as in Incredible, Indistrucable, Incorrigible, Ineffable, Incomprehensible, Inconceivable, Inscrutable, Incogitable, Insupposable, Immense, Illimitable, Incalculable, Infinite, Immortal, Indefinite, Immeasurable, Inexhaustible, Incessant, Interminable, Imperishable, Immutable, Inflexible, Invariable, Immemorial, Immotile, Incorruptible, Indelible, Indissoluble, Inexterminable, Inextinguishable, Inextirpable, Indelible, Ineffaceable, Ineradicable, Inerasable, Inexpungible, Ingrained, Irrefragable, Irrefrangible, Implacable, Indomitable, Imponderable, Irreversible, Indescribable, Inexplainable, Impenetrable, Inexplicable, Iron & Intrepid.

And WHY do we have to refer to the 300C.I. I-6 w/ the Lame mertric term 4.9?
It's an AMERICAN engine, originally designed & conceived using American Standard Measurements. Aaaaarrrrrggggghhhhhh!!!!!

 

Forgots one extra adjective, unsupported.. by some odd
application of torque, I tore my right motor mount into
three distinct pieces. Ford says no longer available..

I ended up tackwelding it, test fit, carefully weld and fit
and reinforce it so hopefully it won't break apart again. It
tore right through the hole where the mount comes up.

Anyone ever had luck with getting the exhaust manifolds
machined to stop exhaust leaks without using a gasket?

machine or try to find new ones?
-J

 

Sorry, it does Not beggin w/ an "I".

You'll have to start hitting the Salvage/Wrecking Yards, e-Bay & N.O.S. Sellers to locate one.

Never had any reason to see if it could be done.

 

Originally, my '81 F150 300 l-6 had no exhaust manifold gasket.
When the intake manifold gasket blew, the replacement ''gasket assembly''
included a gasket for the exhaust manifold. It blew again.

Then I found out that the intake/exhaust manifold assembly has 4 small bolts
in the bottom of the assembly, that separate the 2 manifolds.
I slightly loosened the bolts to adjust the mating surfaces to head.

The mating surfaces of the manifold assembly have to match the head according
to the gasket(s), if there's either a gasket on the exhaust manifold or not.

Hope this helps.

 

As to the mount, the remanufactured one is worthy of its job.

On the manifolds, I've not ever used an exhaust gasket, but after
600k miles, the iron seems to have rusted some so I have a really
annoying tick and a small leak that's sending NOX numbers out
the window under the dyno test.

For the amount of effort to get the exhaust manifolds off, its probably
a good idea to fit new ones if available. I'll check with a local machine
shop to see if they'll flycut mine and how much.

-Jason

 

175,000 miles on my 95, haven't had the truck long but it runs excellent, but unfortunately has a rebuilt mazda trans (5 speed)

 

92 300 with 158,00, and no problems.

 

Mine is close to all original save for having twisted the driveshaft and stretched
the yokes. The ZF trans at its advance age could use a new set of synchros
and blockers, though the fluid and plug have been free of metal.

at about the 400k mark I pulled the engine for a complete gasket change, welded
the oil pump pickup tube, checked everything out, put it all back together. Nothing
really needed changing, the bearings were all tin with no copper showing.

-Jason

 

60,000 original on my '78

 

Update to my machine:

A few weeks ago I was pulling a tractor with a dead battery out of a field. the tractor is a 6610 Ford. The tractor got parked out in the field back in October (don't ask me why it was left there, it's not my farm). It had sunk into the ground some, and neither the jumper pack we had on hand, nor my truck had the oats to jump start this thing. So I had to try to pull start it. I have pull started tractors and 18 wheelers before, but this time I had a chain, not a recovery strap. I started to flat pull from a dead stop, and my wheels began to spin. So I lowered my air pressure, and we threw some weight in the back of my truck, and tried again. The tires dug in and the tractor started moving. When the my grandfather-in-law popped the clutch on the tractor, it's wheels locked, and my truck jerked, and I heard a loud.. let me reiterate, LOUD bang and clunk. The tractor then started. I drove back to the house out of the field, and as I made the sharp right hand turn, the truck bound up and went BANG! CLUNK! BANG! I pulled the diff cover and found out what the problem was... at 1,200 RPM, that 300 six in my truck produced enough torque to shear the teeth off of the side gears and the pinion shaft gears inside the differential. That's with 3.08 gears. BEAST! I don't know what my signature will change to, but I might be back to a 3.55:1 ratio, since that's what my original (and still good) axle has. Since I no longer use the truck for extended highway trips, the 3.08 gear set isn't really necessary. I'll miss the limited slip diff, though. Even still, this engine is a BEAST! that's with nearly 280,000 miles. As for the engine mounts, I have had trouble with them before too. I fixed that problem by installing a limiting chain between the frame and the engine mount bracket. That stopped the breakage. BEAST!

 

Yep! I changed my ration from the original 2:75 to a my current 3:50. Best move I made on my 81-F150 L6.

The 2:75 was great on the highway, but horrible here in the city; too many steep hills, and hard on my clutch.

I still may go and try a 3:25 and see what happens.

And those big six engines are a.................BEAST!

 

Hey "BEAST RIDER"(Argo), I know what you are talking about. Back when I got my 92 I was up in the Sierras by Verdi, Nevada and I-80 was closed due to snow so I thought I would take the old Hennesy Pass Road(an old wagon train road) over the pass. I got up near the top and met three short wheel base Chebbies coming out. They had lift kits and big meats with chains on them. They just laughed as they went by. I had the original factory Firestones on mine and as pure stock as can be. I went around a few more bends in the road and came across where the Chebbies got stuck, I floored it and hit a wall of snow four foot deep, hard pack. I thought if I get stuck I will drop it in 4 low and back out. That 4.9 only mustered 1500 RPM in first gear but would not die. I made it over the pass and on to Truckee, California. Thank the guy who designed that inline six. Never did get to laugh at the guys in the Chebbies. I wish they could have seen a real truck work the hard pack. Man I'll tell you my stuff was wheel hopping all the way but would not die. I am pretty sure thats the day I broke the motor mount.

 

Elwood:

The short list of things I have pulled (that I probably shouldn't have).

• Fully loaded 18 wheeler up an 18% grade
• Ambulance stuck to the frame in mud
• A tractor stuck to the axle housing in mud
• A Dodge Durango stuck in park.
• A 4x4 Dodge 2500 Hemi in a snow bank (should have left it there!)
• 6' diameter tree stump
• A small building (we were demolishing it)
• An Olds 350 Diesel, an engine stand, an engine hoist, a 200-4R GM transmission, and a Lincoln Town Car on a dual axle trailer for 135 miles at highway speeds and over a steep hill without downshifting
• A wheelie (not really, but that's probably the only thing she won't pull)
• That stuck 6610 Ford Tractor that I broke my 8.8" axle on

 

I currently have a 95 e-150 w/ 190k. I had an 82 w/ 270k on it, still running when I got rid of it. And the champion of all champions I had a 79 w/ over 450k on it leaked oil and ran poor so I gave it to my uncle ( I personally put 110k on it) . My uncle changed valve cover and oil pan seal, and proceeded to drive the truck for 3 more years b4 he wrecked it. I believe it would have run for @ least 3 more years had he not wrecked it. these are the best motors in the world in my opinion. Can not believe ford stopped production on this motor.

 

I got a 93 f150 with the 300 that tuned 100,000 on tuesday night. It thows me off when i look at the gauges and see the 100,xxx Its weid, but i plan on keeping it as long as i can. I wanna see how many miles i can get on it.