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 |  Battery discharge - maybe alternator pulley? -- holliday, 11/28/2002
My alternator has a 5" diameter pulley wheel on it. The battery will not stay charged. I'm thinking this large of pulley will slow down the rpm of the alternator. Would this cause a charging problem or should the alternator still put out enough juice to keep the battery at full charge?
Some other info, the car is a GT500 with all new wiring under the hood, new alternator (55 amp that I had tested before I left the store to make sure it is good) new voltage regulator (non resistor) and the ground to the engine block from the alternator and battery looks good and the ground to the voltage regulator off the headlight wiring harness looks good. The belts are new and seem tight enough. The only older part is the original type Autolite battery. Any thoughts would be appreciated! |
|  | That's too big! -- Royce Peterson, 11/28/2002
Put a standard diameter pulley back on! The alternator only takes 1 horsepower. A pulley that big will only work at constant high RPM.
Also the repro batteries are junk and go dead rapidly.
Royce Peterson |
| |  | RE: That's too big! -- holliday, 12/06/2002
Just a follow up. I picked up a "core" alternator at a Mustang junk yard and the guys at the local NAPA were kind enough to pull off the pulley with their impact wrench and we put on the correct smaller pulley. I started the car and the ammeter jumped over to the right to the charge position. I hooked up my volt meter and it read just a shade over 15 volts. So the large pulley (it actually looks like the guy used a power steering pulley!) was the problem. Now we will see if the battery is in good shape and then the charging system will be sound. Thanks for the response! |
| | 5" pulley? Wow! Original's more like 2.5" [n/m] -- Mr F, 11/28/2002
n/m |
| part number for 69" 428 ram air intake manifold -- Helene M. Raupp, 11/27/2002
please give me the correct part number for 1969 cougar eliminator,428 ram air,thank you in advance |
| |  | RE: part number for 69" 428 ram air intake manifold -- Helene M. Raupp, 11/27/2002
thank you vary much,this was a nice read of history,and helped me,keep up the good work. |
| ignition for my 390gt -- stephen, 11/26/2002
Here is my question. I just had my 390gt motor rebuilt and I did not have the stock distributor recurved. So this winter I was going to have that dune. Last night I was thinking what if I bought a 427 dulepoint distributor instead. would there be a power gain with the 427 unit or should I have mine redune. I dont want to put an electric ignition on it Thanks Stephen |
| | RE: ignition for my 390gt -- Dale, 11/26/2002
I believe the old technology of dual points was to extend the dwell by overlapping the opening of the sets of points a few degrees apart, and running the points in series. This offered a little longer time for the coil to saturate, thereby making the spark hotter. This was possibly needed on high compression motors in the 60's to get good combustion. I don't think it'll make much difference with today's CR's of around 9/1. As always, feel free to correct me if I'm wrong. |
| | | I agree with Dale..... -- Royce Peterson, 11/26/2002
The dual point Fomoco distributors were better at the track for the reasons Dale mentions. They hurt performance on the street and are nowhere near as good as even the most basic electronic distributor. They are a pain in the butt to set dwell on unless you know the drill.
As for dual points I always liked the Accell versions better because you could set dwell with the engine running thru the access window in the cap. The Ford and Mallory dual point distributors you have to put paper between one set of points, start the engine, check dwell, reset if necessary, then put paper between the other set, check dwell, reset if necessary, then set timing. With the Accell dual point unit you set the points by gap, then adjust dwell thru the access holes, then set timing all without removing the cap or shutting off the engine. Also the Accell units use Delco points available anywhere. Points for the Ford and Mallory are not easy to find, usually they have to be mail ordered.
Best bet is to get one of the Accell or Mallory electronic vacuum advance distributors for a street car. At the strip a dual point is probably good up to 6500 RPM, after that n electronic would give more precise spark control.
Royce Peterson |
| | | | FYI re. electronic ignitions -- Martin, 11/26/2002
MSD just came out with a billet FE distrutor WITH a vacum advance unit. PN 8495. It is not yet widely listed.
The MSD6A multispark box did quite a bit to wake up my very tired 390IP. However my current MSD distributor PN 8494 w/o vacum advance is not well suited for street use with a low gearing. |
| | | | | RE: FYI re. electronic ignitions Good Choice -- Ray Tirri, 11/26/2002
I just bought a rebuilt fe distributor from a local jobber werehouse $37 exchange. I bought the regular patronix unit and coil for less than $100. I've used patronixs on at lest six small and big fords with no problems, they useally start on the the first crank! |
| | | | | | I agree again.... -- Royce Peterson, 11/26/2002
I have a Pertronix on two of my cars in original distributors. One runs a MSD 6AL box, the other just the stock coil. They are just like a brand new set of points except they never wear out.
Royce Peterson |
| | | | | | | another agree from me too -- Pete's Ponies, 11/27/2002
Pertronix is the way to go. I have several of them. |
| 1969 Motor Mounts? -- Ray, 11/25/2002
Will a 69 FE motor and (3bolt) mounts work in a 63 galaxie with out changing the frame brackets? I've read were you have to modify the frame bracket, is a matter of just drilling a new hole for the mount. |
| Need C6AE-R Head chamber volume -- Matt McCormick, 11/25/2002
Hello,
I need the chamber volume for 1966 C6AE-R cylinder heads off of a 428 non cj. I keep finding conflicting numbers. Im ordering pistons and want a 10.5:1 ratio
I could also use some suggestions on cam selection. The engine is .30 over with cj size valves. thanks to anyone who can help
Matt |
| | 76-78 -- Royce Peterson, 11/25/2002
A little more than CJ heads, about the same shape chamber.
You did not say anything about your plans for intake, carburetor, vehicle weight, rear axle ratio, exhaust or torque converter. All need to be considered when selecting a cam. |
| | | Re: 76-78 -- Matt McCormick, 11/25/2002
Do you have the exact numbers of cc's. I found a reference that said it was between 71.2-74.2 cc's. thanks for the reply |
| | RE: Need C6AE-R Head chamber volume -- Mike G, 11/27/2002
Because it appears the motor is apart already, wouldn't it be best to just run the test and get he exact numbers? I have not attempted anything of the sort myself, but would take a stab at it in the garage or prabably spend a few bucks at the local head shop for their time...
--MG |
| How can I test ammeter on my Shelby? -- holliday, 11/24/2002
I just installed the underdash gauges and wiring on my 1967 Shelby and the ammeter has no deflection. Is there a way to test the gauge itself to see if it is working? Many thanks! By the way, I used 10 gauge wire. The red wire going to the battery side of the solenoid, the black wire going to the junction block and the single black wire from the alternator wiring harness going to the junction block also. |
| |  | Some clarification. -- Dave Shoe, 11/25/2002
I'm not familiar wit the Shelby ammeter, and I'm a little confused by the terminology.
Ammeters have a shunt. A shunt is what develops the current signal which the meter movement uses to deflect the needle. A shunt is just a "calibrated resistance" blade of copper or tin plated copper or nickel plated copper.
Ammeters which have a low resistance between the two connection terminals have an internal shunt and require comparatively heavy gauge wire be run to them.
Ammeters with a high resistance have an external shunt (remote shunt) and only need two small wires run to the gauge. This is my preferred gauge type for a car.
I'll continue reading this topic, but just had to add this little tid bit of info, as I'm presently a bit slow at figuring out what type of ammeter is being discussed.
Shoe. |
| | | It works, Thanks! -- holliday, 11/28/2002
After reading through this post, I learned that I had to move all the wires off the battery side of the solenoid that come from the alternator to the junction block. I had only moved the single black wire to the junction block. The ammeter is very lively now! It shows that the battery is always drawing a charge, so on to the next problem. But thanks to all for helping get the ammeter sorted out. The post you sent me to, Mr. F. was perfect. |
| | RE: How can I test ammeter on my Shelby? -- Pete' Ponies, 11/25/2002
Current is measured in series. This means all electricity must through the ammeter circuit. However, you could not run all current in your car through this small gauge, it would burn out.
Therefore, ammeters use a small "sample" circuit to judge current flow. There are different ways to accomplish this. I believe your problem, if you have one, is making sure your hook-up matches the type of ammeter you have. |
| 66 Transmissions -- Terry, 11/24/2002
Was the 1966 Transmission used in Fords in that year a Cruies-o-matic or a C6? Thanks |
| | Both. -- Dave Shoe, 11/24/2002
If I recall correctly, in 1966 the 352 and maybe some 390s got the Cruiso, and the 428 and maybe some 390s got the C6.
Note that sales literature sometimes referred to any tranny as a "cruise-o-matic", and in 1967 when Ford switched the shift pattern in all their auto trannies from Dual Range to Select Shift, they'd generically call them "select-shift cruise-o-matics" regardless of which tranny was in the car.
Shoe. |
| | | RE: Both. -- Terry, 11/24/2002
Thanks Dave, I guess then to find out which trans it is that is in a car you would need to get a part # being that it could be one or the other. |
| | | | There are visual differences. -- Dave Shoe, 11/24/2002
The C6 and Cruiso (FX or MX in 1966, though some later literature claims the FMX was available this year, too - it wasn't) all look different.
The oil pan gasket shape is a quick identifier.
If the bellhousing is cast as part of the tranny case, it's a C6, if the bellhousing is separate, it's a Cruiso.
If the 1966 tranny case is cast iron, it's a Cruiso (bellhousing can be either iron or alum, but more likely alum in 1966). If the tranny case is alum, it's a C6.
I did just verify, the C6 was available on all 428s and some 390s, the Cruiso (dunno whether FX or MX) on some 390 and all 352s.
Shoe. |
| | Post the warranty plate info - I'll tell you which tranny. [n/m] -- Mr F, 11/24/2002
n/m |
| 1966 427 P.I. motor? -- mike, 11/24/2002
i just found an ad for a 1966 ford 427 c.i. police interceptor motor in a local paper and cant find any info about them,i know there were 428 p.i. motors but never heard of a 427 p.i. and my questions are,is there a 66 427 p.i. motor if so whats the value of it?
if its a 428 p.i. motor whats the value of it or more whats it really worth needing a complete rebuild and what vehicle would it come out of.
ive been wanting to build an FE motor for a long time now id prefer a 427 but is this an odd find?
any help is appreciated.
thanks in advance,mike |
| | RE: 1966 427 P.I. motor? -- Travis Miller, 11/24/2002
It is possible that the engine did come from a 1966 police car and it may be a 427. There were some special built for local law enforcement agencies.
That being said, do not believe the ad in your paper. It is probably a 428 PI. However be aware that there are many FE's passed off as 428's to unsuspecting buyers only to turn out to be a 390 or less. Give us some more details about the engine such as head numbers, any marking scratched into casting mold on rear of block, is the block crossbolted, etc. Casting numbers on side of block are the same for 352, 390, 410, and 428. So that number doesn't mean a lot. |
| | | RE: 1966 427 P.I. motor? -- mike, 11/24/2002
travis,i understand there are a lot of scams and people playing off 390s and 428s as 427s i have my doubts that its a 427 but i have heard stories of LPO fleet and police vehicles having 427s i havent yet seen the motor or talked to the seller but i plan to call on monday for more info.
its a pretty good deal even if its a 352,390 motor for the money but a steal if in fact its a 428 p.i. or 427.
thanks for the input.
mike. |
| | RE: 1966 427 P.I. motor? -- bud, 11/25/2002
mike, if the motor you are talking about was in the mpls. mn. area. it was not a 427 i was there when the head was taken off. no 4.250 bore i did'nt hang there to long but they were lucky if it was a 428 at that. the
guy ahead of me bought it so it is gone. |
| | | RE: 1966 427 P.I. motor? -- mike, 11/28/2002
hey bud,yeah thats the motor.i had pretty serious doubts it was a 427 but was hoping it was at least a 428.mostly hoping for some FE parts.
i never got in touch with the seller but thanks for the help.
|
| | | | Minnesota troopers used 428PI in 1966 and 1969. -- Dave Shoe, 11/28/2002
You'll find 428PI engines in Minnesota from the 1966 and 1969 years, because these were the only two years of the 428 era that State Troopers contracted entirely with Ford. I owned three of the 1969s, though one car was from California.
We're a fairly conservative state, so I wouldn't be surprised to learn that no 427 engines showed up in squad cars around here.
Shoe. |
| | | | | Local 427 Police car -- Travis Miller, 11/28/2002
In the summer of 1966 while out cruising around the Louisville, Kentucky area I was sitting at a stoplight in my '63 406 boxtop Galaxie 500. I was actually in a small town that borders Louisville on the west side called Shively. Anyway up pulls a 1965 Ford unmarked Shively cop car next to me on the left. My eyes about popped out when I looked down and saw the 427 emblems on the fender. When the light turned green we eased away and I watched as he shifted thru the gears on his 4-speed. I later heard that the Shively Police Dept had two of the 1965 427 4-speed sedans although I never saw the other one. The one I did see on several occasions was tan with a white top. All us guys knew to take it easy when cruising over in Shively. |
| | | | | | RE: Local 427 Police car -- Bobby A, 11/29/2002
Back in 1963/64 the Mass State police barracks and head quarters in Framingham,Ma had galaxies with 390pi`s(330hp) in them.But they also had a few with single quad 427`s in them too.
Brings up another interesting car.Two years ago i was at Barrett-Jackson auction in Scottsdale Az.
There was a black 63 ford custom(stripped galaxy)4 door that was going up for auction.It was a former Geogia or Alabama State police car.It had a 427 cammer in it.Owner said papers documented it was a special order.Think it brought like 25k.I did take pictures of it.And have them. |
| | | | | | | That car was a scam...... -- kevin, 12/02/2002
I saw it, and had to pipe in that the Cammer was not even developed yet. B/J will sell anything they can get a buck out of. There is little honesty/integrity left in those auctions IMO. I once had a Mustang that brought MAJOR money out of it, close to 27k, and I dragged it out of my buddy's field where it was used as a sheep pen! It was a truly rare "K" car, with 17k miles on it. His wife flipped it with a MR out of his 66 Galaxie in it, and it landed on its roof with a fencepost sticking up through the cowl. The quarters were still rust free, and perfect though. He drove it with stock car tires on the rear, as many of us did back then. He was pulled over and given a ticket, since he could not see out the rear window. So, to remedy this, he installed clear plexiglass in the rear panel, and mounted a mirror on the hump. Cop didnt like it, but could not write a ticket for it since he could see. With a 3.00 gear, and those tires, it would go VERY fast in first gear, and I can remember the schmucks in their SBC cars hitting third or fourth, and wondering when he was ever gonna shift! Ah yes, the history of some cars is amazing, and the owner of that one thinks its as original as day one, LOL. The work to restore it was not funny however, as I sacrificed a few cars to do it, but it did take first place in national competition. |
| flow numbers on the tunnel port heads?? -- Mike U, 11/23/2002
Anyone know the flow numbers on the 427 tunnel port heads? |
| | RE: flow numbers on the tunnel port heads?? -- Mike Braun, 11/23/2002
Hello,
I have a set of TP heads that have had some port work (not radical though) I flowed them and they flow
383 cfm intake @ .600" lift and 256 cfm exhaust @ .600" lift. These flow # are at 28" vacuum and with an 1" adapter on the intake side with a mock pushrod tube to replicate the intake manifold. The exhaust is right at the port. Valves are Manley and sizes are 2.25 intake and 1.75 exhaust.
HTH,
Mike
 |
| | RE: flow numbers on the tunnel port heads?? -- Dan Marcum, 11/11/2003
Hi Mike, i believe that i still have a mid 1980's Drag / Hot Rod Style Magizine That Did A Flow test On Big Block's Of Different Natures AND The Mighty 427 Ford TUNNEL PORT Heads !, please bear with me as i will feverishly look for this rare look at the flow numbers in question.
From what i recall....the flow figures were done in a way that is now outdated but the math formula was present for all to see and use at a later date if needed, please stay in touch, and i'll do the same Thanks Dan. |
| | | RE: flow numbers on the tunnel port heads?? -- Mike U., 11/11/2003
Dan, I have since read a artical on the "dove" tunnelport heads {aluminum} with the raised exhaust. The numbers were up there with the best Eldebrock, Ford heads {I have an Eldebrock cataloge} on the intake side and better than the best Eldebrock on the exh.. I am currently waiting on a set of the above heads, but I have heard Dove doesent get into any hurry with their orders........Thanks Mike |
| | RE: flow numbers on the tunnel port heads?? -- Dan Marcum, 11/11/2003
Hi Mike.....The Magizine is SuperStock And Drag Illustrated. The Month And Year Is March, 1985 issue.
Here Are The Specs from page #66, the formula was ; 5in. H2O suction, .600 - 700 lift.
"Ford 427 Tunnel Port ", Int.Diam., 2.25, Exh.Diam.,1.73
Intake Flow, 130
Exhaust Flow 70
Intake Port Area,4.0
I also have the specs for the rest of the" test mules", one such is the Hemi "D-5 " Aluminum Heads, They were 155,and 100 Respectively and 3.0 intake port area, Have a good one and please let me know any Fe Tricks you may have learned, Thanks Dan. |
| | RE: flow numbers on the tunnel port heads?? -- Dan, 11/13/2003
Hi Mike, i would like to have your phone number so that you and me could talk. would you please call The Hot Rod Shop, ( rockford ill. a 28 yr. very good friend of mine ) ( 815 ) 227-5424 and Stan ( the owner will be happy to give you my number). And please be sure to let him know that this is about the Tunnel Port Ad of which he sent to me, Thank You Dan. |
| Camshaft Intake Centerline Survey -- Mike, 11/23/2002
I have a ~450ci TP engine currently going together (7,000+ rpm, but mostly street driven) and trying to settle on camshaft timing. It's been so long since I did my last engine, I can't recall exactly where I dialed in the cam before (I think it was around 107??). Installed intake centerline data would be appreciated from anyone who is happy with the way their engine runs - please include any pertinent info such as displacement, rpm range, induction, etc. I'm not specifically looking as much for advice as I am trying to gather data points for the various combinations/setups that people are running, from which I, or anyone else, can draw their own conclusions. Thanks, Mike
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| | I like it low.......... -- kevin, 11/23/2002
from 101 to 108 gets the nod from me, if you have the intake clearance. These like flow as early as possible. |
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