Wierd FE problem
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Joined: Aug 2003
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From: charlotte, nc
Wierd FE problem
About a year ago I bought what was advertised as a mid 70's 360. Wanted to put it in my 66 F100 with a C6, couldn't get any of the torque converters I had on hand to work. Did some research, saw Ford used two diferent size hubs on the engine side of the conveters. All my converters were about 1 13/16" dia., and I read where some used a 1 3/8" hub.
So I finally get a converter with a 1.375' hub, fill it with type f, and it find it won't slide completely against the flexplate. I get a set of calipers, and the end of the crank has an opening of about 1.20-1.25"" for the torque converter hub to fit into. Yes, I removed the pilot bushing.
Otherwise, this looks like a regular FE block. are there some odd ***** out there? Why is the space for the hub about 1/8" too small?
So I finally get a converter with a 1.375' hub, fill it with type f, and it find it won't slide completely against the flexplate. I get a set of calipers, and the end of the crank has an opening of about 1.20-1.25"" for the torque converter hub to fit into. Yes, I removed the pilot bushing.
Otherwise, this looks like a regular FE block. are there some odd ***** out there? Why is the space for the hub about 1/8" too small?
FE "Freakin Expensive"
Joined: Dec 2003
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From: Smith Mountain Lake, VA
Have any pics of what your talking about ? I've never seen a Flexplate with a so called hub on it ? The convertor has a Snout that goes toward the trans in the bell housing ...I'am lost here trying to think of what your saying?
But it wouldnt be the first time I have been lost !!
But it wouldnt be the first time I have been lost !!
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From: charlotte, nc
I'm talking about the "bump" on the engine side of the torque converter. I think my FE book calls it a hub, but we can call it a snout if that is easier. the piece that fits through the hole in a flexplate, and rests into the opening on the crankshaft.
Everything I find online or in the Steve Christ book mentions that this snout is either 1.375" or 1.848" in diameter. The "opening in my crank measures approximately 1.25. Was a bit hard to get an accurate measurement with the inside calipers I was using.
Everything I find online or in the Steve Christ book mentions that this snout is either 1.375" or 1.848" in diameter. The "opening in my crank measures approximately 1.25. Was a bit hard to get an accurate measurement with the inside calipers I was using.
FE "Freakin Expensive"
Joined: Dec 2003
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From: Smith Mountain Lake, VA
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From: Long Island USA
Uh, this isn't an FT vs. FE thing, is it?
Hah, did a Google search and ran across your thread at jalopy central
Any chance you could take a picture of the crankshaft end?
Hah, did a Google search and ran across your thread at jalopy central
Any chance you could take a picture of the crankshaft end?
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From: charlotte, nc
I will try to get a good photo to post.
I posted this on Jalopy journal as I thought as much engine swapping as goes on over there, maybe one of them had ran into this situation before.
As I said before, I removed the pilot bushing, but based on my measurements, and the fact that neither version of the Ford FE C6 toque converter fits, it is almost like there was some custom maching done or an oddball part was used for the crank.
I wish I kept the old pilot bushing. Looking at the NAPA and Advance auto web sites, I don't see how a standard pilot bushing would work either.
This engine was pulled from a 75 F250 or F350, I forget which.The Steve Christ book does cover FT cranks, but I can't find any mention of there being a difference at this end of the crank.
I posted this on Jalopy journal as I thought as much engine swapping as goes on over there, maybe one of them had ran into this situation before.
As I said before, I removed the pilot bushing, but based on my measurements, and the fact that neither version of the Ford FE C6 toque converter fits, it is almost like there was some custom maching done or an oddball part was used for the crank.
I wish I kept the old pilot bushing. Looking at the NAPA and Advance auto web sites, I don't see how a standard pilot bushing would work either.
This engine was pulled from a 75 F250 or F350, I forget which.The Steve Christ book does cover FT cranks, but I can't find any mention of there being a difference at this end of the crank.
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From: charlotte, nc
No. heads look like standard FE heads.
I will try to find a casting # on the block, double check the timing chain cover, type of engine mount (early vs late), take photos, etc.
I will try to find a casting # on the block, double check the timing chain cover, type of engine mount (early vs late), take photos, etc.
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From: charlotte, nc
Ihave added a few photos. I will try to post a link. https://www.ford-trucks.com/forums/a...p?albumid=3297
A friend just dropped buy, and happened to have a 390 crank he just bought. The flange for mounting the flywheel was diffrent than mine, and the recess where the torque convert hub goes into looks deeper. I measured this area on the 390 crank, and will compare it to what is in my 360 block.
I have heard and read about FT cranks being used, with both ends turned down to run in a FE block. But as Barry wrote, a FT should have a bigger opening than a FE.
I'm still confused.
If I have to I can run a 351W in this truck, but I thought it would be cool to keep a FE in it. But this has me stumped.
A friend just dropped buy, and happened to have a 390 crank he just bought. The flange for mounting the flywheel was diffrent than mine, and the recess where the torque convert hub goes into looks deeper. I measured this area on the 390 crank, and will compare it to what is in my 360 block.
I have heard and read about FT cranks being used, with both ends turned down to run in a FE block. But as Barry wrote, a FT should have a bigger opening than a FE.
I'm still confused.
If I have to I can run a 351W in this truck, but I thought it would be cool to keep a FE in it. But this has me stumped.
Cargo Master
Joined: Apr 2004
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From: Golden, CO
I'm measuring one of my 390 cranks too. It's from a '65 T-Bird and the flange looks the same as your pics. I'll edit as I get measurements.
Inner hole ID is 1.25"
Outer hole ID is 1.84"
Step from end of crank to inside diameter is .450"
Step from end of crank to flange face is .350"
So the first step is .100" deeper than the flange face. Next I'll try to measure the flexplate from that engine.
Flexplate thickness is .125"
Flexplate step height (where the TC mounts) is .3"
Note: It was a real bugger to measure the step because I don't have a very good way to span the step. I used a 1' steel ruler stood on edge to measure the difference in height rom the TC mounting surface to the flaxplate face.
So from the mounting face of the torque converter, the hub should interfere at .525"
Inner hole ID is 1.25"
Outer hole ID is 1.84"
Step from end of crank to inside diameter is .450"
Step from end of crank to flange face is .350"
So the first step is .100" deeper than the flange face. Next I'll try to measure the flexplate from that engine.
Flexplate thickness is .125"
Flexplate step height (where the TC mounts) is .3"
Note: It was a real bugger to measure the step because I don't have a very good way to span the step. I used a 1' steel ruler stood on edge to measure the difference in height rom the TC mounting surface to the flaxplate face.
So from the mounting face of the torque converter, the hub should interfere at .525"
Cargo Master
Joined: Apr 2004
Posts: 2,574
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From: Golden, CO
Looking at the pics, if you mounted the flexplate just as you found it, someone has had it off before. There should be a reinforcing ring under the flange bolts in your picture. They won't change any of mounting dimensions between the TC and Crankshaft, but what I see is not a stock installation.
I have heard the 460 flywheels/flexplates will mount to an FE. I wonder if the flexplate is right for the engine???
I have heard the 460 flywheels/flexplates will mount to an FE. I wonder if the flexplate is right for the engine???