1970 F-500 engine
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Originally Posted by ford390gashog
JP,
with the 3.85 bore you measured, you have a 330 FT engine.
with the 3.85 bore you measured, you have a 330 FT engine.
Would you recommend buying an aftermarket intake manifold or finding a stock manifold?
Thanks
Chris
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i am still unsure are you going FE or FT. if FE i would go to a junkyard and grab any FE 4bbl cast iron intake. 1'' carb spacer and a 4bbl 4160 600 cfm holley. put that combo on the hip0 390 from a 68 galaxie 500 and you will be set.
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Also, I went with a truck-build 390. The remanufacturer recommended it, and I feel that with a rolling loaded weight of about 25,000-27,000 pounds (17,600 bus + 7,000 jeep on trailer + gear and passengers) that down-low torque is really going to help.
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From: Brentwood,CA
Originally Posted by jpfreak
Also, I went with a truck-build 390. The remanufacturer recommended it, and I feel that with a rolling loaded weight of about 25,000-27,000 pounds (17,600 bus + 7,000 jeep on trailer + gear and passengers) that down-low torque is really going to help.
I went with a truck-build 390
why would you do that?????????????????????????????????????????????? ???? the car 390 also makes the same down low torque at 2400 rpms but it makes even more and tons of upper end. i think you made a mistake. you also go better heads on the car 390.
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I have to agree, the truck build isn't stronger. Its just lower compression. the automotive build of the 390 makes more power over all, with the same down low torque, and the FE's crank is so massive that you won't be breaking it with some wimpy rolling weight of only 27000 pounds 
Seriously though, ALL FE's are tough built engines, easily stronger than 460s or other choices. building as a truck only means building with lower compression with a weaker cam. What you really need is a 904 cam or one of the RV cams. The 330/352/360/361 all were long stroke engines, the 390 is an even longer stroke engine and makes most of its extra power as torque. If you want even more torque, get the 428 crank and build it as a 410. (same bore as the 390 and 360)
these engines moved dumptrucks, fifth wheel haulers, large busses, and were used in industrial marine engines. you can't kill them, they were made to work.
Seriously though, ALL FE's are tough built engines, easily stronger than 460s or other choices. building as a truck only means building with lower compression with a weaker cam. What you really need is a 904 cam or one of the RV cams. The 330/352/360/361 all were long stroke engines, the 390 is an even longer stroke engine and makes most of its extra power as torque. If you want even more torque, get the 428 crank and build it as a 410. (same bore as the 390 and 360)
these engines moved dumptrucks, fifth wheel haulers, large busses, and were used in industrial marine engines. you can't kill them, they were made to work.
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I had no problem ordering from them. Everyone I talked to there seemed pleasant and willing to help, unlike the place where I got the engine for my jeep. It was pretty inexpensive, too.
So, in general, what is the benefit of the truck-build 390? Longetivity because of the lower compression?
So, in general, what is the benefit of the truck-build 390? Longetivity because of the lower compression?
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From: Iowa
Basically, yes. Truck motors are used and abused. I imagine someone with a 391 equipped F750 and a huge load in the back, trying to start up a hill with a manual transmission. Throttle goes down all the way, clutch goes out. Either the engine dies or the truck moves. Lots of stress going on. They wanted to make sure people weren't going to wear the thing out during the warranty period. So naturally, lower compression and small ports and valves. I think the FT engines had a governor too. Kind of makes it idiot proof.
Same kind of thing for truck FE's. Lower compression for longevity.
Same kind of thing for truck FE's. Lower compression for longevity.
Last edited by rusty70f100; Dec 10, 2005 at 09:15 PM.
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One thing no one has memtioned is the fact that higher compression engines make more heat. the higher the CR and the higher the HP the more heat a engine makes. This is ok in light trucks and cars but very bad in big heavy trucks and buses.How many of you have seen hopped up engines that overheat just idleing at a stop light or running around town? A low compression truck engine will not overheat as quickly as a high compression car engine. It is that simple. Be careful yu don't give someone advice that will cause someone lots of problems down the road.
My advice to you is to do alot of research. Talk to alot of different people that you consider knowledgeable in this area and then make up your own mind. You are the one who has to live with it.
My advice to you is to do alot of research. Talk to alot of different people that you consider knowledgeable in this area and then make up your own mind. You are the one who has to live with it.
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From: Eureka, Ca.
BTW: I am not recomending one over the other. I just seen some things that may or may not cause you problems. This is a great forum and a bunch of great guys but like my self are bias toward hp and performance over all else.
Good luck.
Good luck.
Post Fiend
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From: Iowa
I think the FT's were down around 7.5:1.
I honestly wouldn't worry too much about overheating. Those big trucks probably either have huge radiators, or enough room to stuff a huge radiator into it.
But RandyB12 does have a point. Higher compression is going to make more heat. I'd keep it down around 9.0.
I honestly wouldn't worry too much about overheating. Those big trucks probably either have huge radiators, or enough room to stuff a huge radiator into it.
But RandyB12 does have a point. Higher compression is going to make more heat. I'd keep it down around 9.0.
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really 7:5.1 . my lawn mower has more. lol
rusty can you explain how the FT water pumps work. they don't have fins like a fe water pump, but rather 1/8'' ridges. how does that move water?
rusty can you explain how the FT water pumps work. they don't have fins like a fe water pump, but rather 1/8'' ridges. how does that move water?