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 |  Holley Carb Problem -- Joe, 07/20/2001
I have a problem with a new set of Holley 660 CFM center squirter carbs that are installed on a 2x4 aluminum intake,when the engine is cold it starts easy and runs decent ,but when the engine warms up it stalls you have to hold the pedal to the floor to start it than it bellows out black smoke which continues at cruising speeds,the engine is a 428CJ with a comp cam 292 camshaft the trans is a toploader four spd.
Thanks for any info that could help. |
|  | 660s don't "cruise", two especially. -- Styleline58, 07/21/2001
If you are driving this thing on the street, lose the 660s. They are a 1:1 carb, meaning all four bores open at once on each carb. You are running WAY too rich, which is why it's loading up. You should be running a pair of 600 vacuum secondary carbs, although a couple of 4776 600 double pumpers will work as well. 660s should ONLY be used on the track. |
|  | RE: Holley Carb Problem -- Will, 07/21/2001
You may also try leaning out the jets.
I'm assuming you don't have chokes. It's been a while since I've seen 660's. If you start okay w/out a choke, you are way too rich. You have to hold it open when you're warmed up because it's flooding out. Also the black smokt - too rich.
I'm not saying the 660's will work well on the street, but you should try the normal tuning steps.
First, tune the idle mixture until you read the highest vacuum. Once you have that set, tune the jets. I used an O-2 sensor to read about 15:1 at cruise speed.
Also, once you have the idle and timing set, you should hook up a vacuum gauge and see what your cruise and idle vacuum are. Install power valves that open about 2" lower than your idle or cruise vacuum readings.
I wouldn't be surprised if the 660's don't have power valves. They're not really needed on a race carb, since you run wide open all the time anyway.
Hope this helps. |
| |  | RE: Holley Carb Problem -- Joe, 07/22/2001
Thanks for the tips,I wiil let you know how everything worked out.
Joe |
| '67 410cid Merc -- BOYD, 07/20/2001
I'm getting ready to pull a 410 out of a '67 Mercury and rebuild it. I don't want to go to overboard but I want to put some more pep into it. It has over 200,000 miles on it so I figure I might as well go ahead and do it all. I'm having trouble deciding on a cam, carb, intake and pistons. Can't find anyone who offers 410 "forged" pistons. Any suggestions? |
|  | RE: '67 410cid Merc -- FE427TP, 07/20/2001
ross pistons has them for about 600 something bucks |
| | What heads ya got? -- Dave Shoe, 07/20/2001
C6AE-U, C7AE-A or C6AE-R.
It makes a difference.
Shoe. |
| | | RE: What heads ya got? -- BOYD, 07/21/2001
C7's , is this good or bad? |
| | | | RE: What heads ya got? -- Dave Shoe, 07/24/2001
The C7AE-A head has the low-positioned exhaust runner (be careful if selecting headers) and the high-velocity intake runner (excellent design, but smaller than earlier runners). A condervative MR-type intake is highly recommended (428CJ iron, 428PI alum, Edelbrock RPM, Ed F-427, etc), but the best choice among these four has a lot to do with your expectations for the finished car.
You can easily pop over the 400HP mark, but I suspect you may also be looking for mild manners for that easy-cruising Merc. If this is the case, it's tough to beat the performance, price, and reliability of the 428CJ iron intake.
Shoe. |
| Carberator I.D. Help -- Rick Croom, 07/20/2001
I just found a Carberator and I need to find out what the flow rate is for it. It os a Motorcraft 4V from a 64 T-bird. The tag on top has the numbers:
C4SF B
A 3KA
Thanks for your help
Rick |
| 1960 352hp -- Mike McQuesten, 07/20/2001
Being an owner of a 1960 Sunliner, factory 352HP/360 powertrain I've enjoyed the recent thread started by Dave about the '60 HP. This engine announced that Ford was back. It became the start of true Total Performance that proved the 352 Ford-Edsel engine wasn't the dog that publications of '58/'59 were indicating. I've noticed that Dave is using Motor Life as a resource for some of his comments. If you can find the January , 1960, edition, you'll find an excellent four page article by Don Stewart detailing what made the new 352 HP such a powerhouse. The artilce lists Dave Evans, Ford Project Engineer; John Cowley, Chassis Engineer; and Don Sullivan, Engine Engineer as the three proud fathers of the true Interceptor package. What was so impressive is that they developed the HP package based on a stock 352 short block. They literally Hot Rodded a standard 352 hydraulic lifter block. Mine is a B9A block cast in February, '60. The solid lifter cam they selected is the famous and traditional one that was factory equipped in all HP FEs through 1967. The 306/500 bump stick. I know they changed the front retaining system in '63 but the lobes are the same. They assembled the block with special clearances for high performance. Standard rods and pistons. The hydraulic lifter galleries were plugged. Small chamber 58cc heads were added to bump compression ratio up to 10.6:1. The first aluminum FE intake was bolted on with a Holley 540 CFM carb. A dual point distributor. Here was a big problem for those early HPs. The advance mechanism was not correct. The mid year production HPs got a new dual point with a K in the number.....I can't remember the deal for sure. But the early engines did have valve spring problems along with distributor problems. Back to the hot rod mods...the first free flow hedder style exhaust manifolds were bolted on. A open element police style air filter. Fuel was delivered via a full 3/8" line from the tank to the in line fuel filter we all know so well. And the start of Total Performance was supported by a powertrain and suspension to match this fire breather. The rear end, brakes, springs and a few other things were added to create an automobile that could take this kind of power. This package became available in Dec. of '59 for $150! I'm not the only one who thinks this was the first true Muscle Car. Competitors were still offering standard suspensions with big high horse engines. Not fully integrated packages.
Ford set a goal of 150 mph in a totally stock '60 Starliner. They met that goal. The article claims a 4161 lb. 'liner ran 0-30 in 3.1 secs., 0 to 45 in 4.9 and 0 to 60 in 7.1 with the author turning the quarter in 15.32 at 92.87 mph. I know that doesn't compare to a '01 F-150 Supercharged Lightening but those were amazing numbers for 1960.
Another Motor Life article, July 1960, did a full stock 1960 car drag test with a super duty 389 Dealer Prepared '60 Pontiac with a four speed, A Chevy hot 320 horse 348 and stick/4.11s, a Dodge Dart with 383 ram induction dual fours, 4.56 gears, a Plymouth with ram inducted dual fours, stick, and a fully stock 1960 Galaxie Starliner with 352HP, column shift 3 speed overdrive and 4.11 gearing. First place did go to the very prepped Pontiac running a 14.55/94.53mph. Second went to the Starliner 352HP, 14.81/94.71 mph. The Ply 383 ran 15.00/95.64 mph. The Dodge ran 15.19/86.03 and last and very pleasantly least was the '60 Chevy 348/320 horse cranking out a 15.36/92.78 mph. The authors concluded that Ford was back with one of the geatest packages ever offered. They were very impressed with how stock the Ford was and how close it was too the bigger inched Poncho. Remember, this was in 1960! My '66 Fairlane GTA wouldn't run 14's until I tweaked and tuned and added a aluminum PI intake. That Fairlane weighed in at 3,640 lbs.
Someplace I read that Carrol Miller's '60 Starliner was actually a 300 horse standard 352-4V that he "built up" into a 360 horse. I think I remember that he drove his cars to Bonneville. Did a little prep work and let 'em fly. He also did very well with a '56/312 combo.
So did Holman & Moody help develop the 352? They probably did give Don Sullivan some advice but I think the Ford engineers knew what they were doing.
Hey I still want to know why the intake on a '60 has a flat carb base vs. the '61 with the angle? Are you sure the '60 engine sits differently than a '61? Why?
Oh by the way, my original 352HP block is drilled for hydraulic lifters. I know it's the original engine. All articles seems to indicate that this was the case for the HP 352 and the HP FE was under development with changes for '61. |
| | RE: 1960 352hp -- RJP, 07/20/2001
The HP 352/360 block in my 60 Starliner was undrilled and had a C0AE- part number if memory serves me. Build date of the car was 4-15-60 and was built in Los Angles, Ca. The HP-352 is long gone, I pulled it out in 1968 and replaced it with a 390 |
| | | RE: 1960 352hp -- Mike McQuesten, 07/20/2001
That's very interesting. I've had people tell me that the HP block should be a B9A #..... but I'm not claiming that to be absolute. What I've figured out about the HP 352 was that it was performance in progress, i.e., late engines may have received the improved rods and undrilled blocks. It's very difficult to find solid information on these cars/engines. I do know that my car had few owners. I bought it from a guy who bought it off a Ford dealer used car lot in 1962. I bought it from him in 1998. The engine was broken....a valve dropped into #8 in 1968. According to him, the engine had never been changed and it was fully equipped as a Hi Po. My Sunliner was built in L.A. too on April 25, '60. The original B9AE block was cast in February of 1960. I found the build sheet to this car stapled to a piece of sound deadner on the back of the passenger door upholstry panel. It has printed in the comments section:
High Performance Engine O.D. Trans
HD 3.56 axles brakes
7.10 X 15 W Nylon Tires
Thanks for telling me some things about your Starliner. I want to find out as much as I can about the '60/'61 HP cars. |
| | | | RE: 1960 352hp -- Barry B, 07/20/2001
Mike, this is just a wild guess but doesn’t the hood on the ’60 dip in the middle while the ’61 is flat across the width? Maybe there is just enough difference in hood clearance to warrant the two different manifolds. How much extra hood clearance do you have? Just thinking out loud.
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| | | | | I thought it was a T-bird/Starliner thing. -- Dave Shoe, 07/20/2001
I'd heard the carb flange angle difference might have been a T-bird/Starliner kinda thing. I've also heard the '60/'61 notion. I don't know. Just had to add the T-bird variable to the equation.
Also, this weekend I've gotta learn the difference between a Sunliner and a Starliner.
Shoe. |
| | | | | RE:Barry's not an idiot -- Mike McQuesten, 07/23/2001
No way Barry! I do think measuring the hood clearance is a good suggestion. Just eyeballing the '60 Starliner donormobile, which still has the complete powetrain in it, looks tight between the air cleaner & hood. Like I won't be able to run the K & N 3" filter that I'm running on my '68 F-100/390. We (John and I, I always thought of the '61 as mutually owned while running his engine) ran the K & N 3" tri-power/dual four filter on the tri power easily because I'd installed a Crites fiberglass T-bolt style hood. I'd run one on my '60 but he doesn't make one of those wide monsters. All comments and suggestions were positive and enlightening to me. Just when I thought I knew it all......
One other thing I'd like is where can the cam specs be found for the original High Performance solid lifter cam? I have the cam in hand along with the original lifters. It's the Ford cam for sure. It just amazes me that these cams worked so well in the 352-406 with only 276 degrees of duration. Not much more than the old smoothy GT/CJ hydraulic cam. I do know that there's a lot more to a cam's performance characteristics than just duration. I'd just like to have a resource for the cam specs.
What I want to do "someday" is totally restore/rebuild the original 352 HP. The only change I'd make would be to the cam retainer from thrust button/spring/timing cover to thrust plate. I'd like to run a cam with the exact specs of the original. That may require a customcam ground using the original. |
| | | | | | RE:HP cam info -- RJP, 07/24/2001
The cam used in the HP352-390 [60-61] are the same.[C0AE-6250-A] But in 62 Ford made some very minor timing changes left lift/duration the alone and issued a new pt. no. C2AZ-6250-A for the 406 cam. It was a great working cam for old tech. stuff. I still run one in a 66 Galaxie/428, a little mild for the 428 but I built that engine about 20 years ago. Timing for this cam is In-open 24btc-close 72 abc--ex open 72 bbc-close 24 atc. 48 deg overlap. lift .479" dur. is 276. |
| | | | RE: 1960 352hp -- RJP, 07/22/2001
Mike, As I said I'm not sure the block was a C0AE as it was a long time ago but I do remember it was not drilled for hyd. lifters like all true HP FEs. The engine in my Starliner was not orig. as it had a set of Jahns 12 to I domed pistons on skinny beam rods but everything else was stock [cam,ect.] I also found my build sheet, it was in the pass. door panel as was the sheet for my 61Starliner [also a h/p-401/390]. I bought my 60 from the 2nd owner who got tired of changing head gaskets [heads were warpped and he never surfaced them]and I don't suppose the pistons had anything to do with it either...lol |
| | RE: 1960 352hp -- Linden Johnson, 07/20/2001
Hey Mike!
I didn't know you had a '60 Sunliner!....................I'd sure like to feature it on my site. Whatdya think?...............we'll show it to the world!
regards,
Linden Johnson
www.59ford.com |
| | RE: 1960 352hp not a 306 cam -- kevin, 07/22/2001
Mike the 306 cam was not released until 63 and originaly had a "K" suffix. All Hi Po's up till that time were equiped with the "276" cam or what ever you want to call it. The carb flange is flat on a 60 because the engine sat flat till 61. T-Birds continued to sit flat. The B9 blocks were pulled off regular production and given a special dye penetrant check as were the pistons for the 360 horsers. Also FYI the rear leaf springs had the axle located in the center of the spring and in 61 they shifted it forward to help with antisquat tendancies. There was some discussion a while ago about the H-M Birds and I wrote a long post that got lost. Thee were 9 of them built with the 430 for Daytona. They had 2 shocks on each front wheel and the front end parts and floater were developed for the Lincoln's Carrera Pan Americana races. If you really want to learn whee Ford started in the racing game post war then you should read up on those exploits in Mexico and you will understand it a lot more(are you listening Shoe?). Tiger Tom Pistone had one of those Birds and managed to end up in Lake Lloyd. After that he wore a divers helmet every time he raced at Daytona as he could not swim(the original Haans device?). Johnny Beaucamp was robbed of the original victory on the new track as he was a lap ahead of Lee Petty and was slowing down at the line when the photo was taken of he and Lee and Joe as they were sailing across. Well nobody in Nascar really knew him like they did Lee and the fact that Lee was already a past champion and the grumbling of the mostly southern crowd they gave it to Petty and all was well in France land. The rivalry was on full force when Petty took him over the wall and ended both their driving careers. A few years later at the Iowa state fairgrounds Johnny pulled in with no one around and practiced with an unmarked 55 Chevy, but to no avail and he quickly realized that he was done. Too bad as he was a better driver than most. Nascar has always covered their own tracks (no pun intended) and recent wins and developments show it even more. Look at Wendell Scott for another example, or the first 427 Chevy engine or the Hemi etc,etc. At least in USAC stock cars or the old AAA races there were no favorites. Nascar sucks today worse than ever. Too bad Tony Stewart (Im no fan of his) didnt punch Gary Nelson (one of the biggest cheaters of all time) as he deserved it. Farmer Dismuke never took sides with anybody ad was respected by all if any of you remember him. Well enough of my ranting! |
| | | RE: 1960 352hp not a 306 cam -- Mike McQuesten, 07/22/2001
I want to thank everyone for all the information on the HP 352/390. As you can readily see I'm in the learning process on these cars. And I thought I were so smart! I was just a punk of 13 when my neighbor/friend came running over one day telling me that I had to come see what his big brother had traded in his '60 Impala for.....a '61 Rangoon Red SUNliner w/390/tri-power-401 horse, stick & O.D. It was gorgeous. He installed a set of chrome reverse/ with new 1" white sidewalls, and a set of glasspacks. You can imagine how "killer" this car was. The older bro took us to our first drag races in '63. There was a great running 406/405 kicking butt that particular day. Actually out performing a '63 1/2 427/425 car. I knew what they were even at 15. To give the 427 a break, the early '63 406 car had traction bars, dump out exhaust and a great 4 speed shifting driver. The 427 car appeared to be brand new which made sense since this was like late April, '63.
My good friend, John Saxon, now owns my old '61 Starliner that we installed his 427 built to look like a 390/401. I've got a decent '60 Starliner w/352-4V(NOT an HP) with stick & O.D. It's a donor for the few pieces I need on my Sunliner, i.e., all of the original column shift items. We're going to get out the levels/measuring tapes and check those engine mount angles, etc. I'm sure glad to know/learn this.
Also I was very surprised to learn that the early HP FE cams were a 276 degree duration cam. I'd always ASS-U-ME-'d that the '52-'06 had the 306 cam. There were magazine reports of these early 352's reving in the mid 6,000s. John and I ran a 324 degree cam in his 427 and it was done by 6,500.
My Sunliner came with a Fenton 500 floor conversion that the previous owner had installed in '63. I was tempted to leave it as it was drag raced from '63 - '68 but I decided I should put this one back semi-correct. Yup. a '60 4,000 lb. plus drag rag. See, there are those of us who liked cars before Mustangs!
Thanks again to all for the valued information. And yes Linden, I'd be proud to have my '60 featured on your fabulous site. When it's ready. It's all painted original Yosemite Yellow. The 427 is done(looks just like a 352HP with COAE-D heads &correct intake/carb, etc. Trans is done. 4.56 N case w/28 splines done. Traction Masters. It's just all over my shop in boxes, jars, cans, etc. All I have to do is glue it together the way we'd do an AMT model many years ago. I'm going to shut this computer down and go work on it right now. |
| | | | RE: 1960 352hp not a 306 cam -- Barry B, 07/23/2001
And no thanks for the village idiot who bounced through this thread with misleading information and wild goose chases. Sorry Mike and Shoe, thank-you Lou and everyone for the enlightening info. |
| | | | | RE: What "village idiot"....? -- RJP, 07/23/2001
What village idiot bounced thru this thread with misleading info and wild-goose chases? It seems to me that all the info here was good to the best of the author's knowlage. |
| | | | | | "Moi" -- Barry B, 07/23/2001
I was referring to my posts but thanks for the kind words. I hope Mike is not measuring his hood clearance. |
| | | RE: 1960 352hp Info -- kevin, 07/23/2001
Mike McQ; I believe you you are looking for a 60 air cleaner from what I read on some other post. I may have one, but the problem is I am not near my shop and dont know for sure when I will be but it should be in a month or so. I have an awfull lot of literature and that includes the info on the cam specs. I can tell you that the TRW grind # TP107 is an exact duplicate of the 360HP if you can find one. Duration at .050 is 228 and it is ground on 114 lobe centers. I put this cam in a 428SCJ Ranchero once along with a 61HP intake and it pulled like Jack the bear at low speeds. I also fooled around and got it to idle at 350 RPM just to see how low I could get it down to. I sould still have some 360HP stuff dist, carb, intake, valve covers, etc. Also would you be interested in another 60 Starliner stock car? I know of many Sunliners and Starliners in wrecking yards if they are still there and would investigate when I head back north. Where are you located, as these are Midwest, Iowa Ill. |
| | | | RE: thanks Kevin -- Mike McQuesten, 07/24/2001
Yes, Kevin I would be interested in that air cleaner. As is obvious, I'm interested in anything HP FE but I've narrowed my focus down to '60/'61 HPs. I'm located up in the northwest in Spokane, Washington. Please e-mail me at mcquesten@earthlink.net. Thanks a lot. |
| Speaking of 352s... -- Styleline58, 07/19/2001
The Blessing Of The Cars car show will be at Hansen Dam Park in Sylmar, Ca on the last Sat of this month (7/28). I will have the '58 there, and there are always a few FE-powered cars there. Great live music and sick cars everywhere. And one flamed and checkered priest. Really! If you go, stop by and say hello. |
| need info on fitting 390 heads -- javed, 07/18/2001
im just putting together a 390. short motor is already in the car the heads were off when i bought the car,im needing to know if i bolt the exhaust manifolds on the heads before i fit them to the block (the car is a 67 390gt 4-speed)very tight engine bay.thanks in advance
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| | RE: need info on fitting 390 heads -- The Original Ross, 07/19/2001
I dont think you can get at the lower head bolts with the manifold on..... |
| can't keep brake light switches -- Linden Johnson, 07/18/2001
I can't seem to find a brake light switch that will last for more than three months on my '59 Ford........after awhile you have to really jump on the pedal to get any brake lights. I'm wondering if perhaps the silicone fluid is doing it? During my resto, I installed all new lines, cylinders, master cylinder etc but changed up to silicone fluid so it would be friendlier to my detailed firewall. Any suggestions guys?? |
| | RE: can't keep brake light switches -- Richard Bouman, 07/18/2001
Silicone fluid is the problem. NAPA switches last
a year to a year and a half. Ron Frances Wire Works advertises a switch that will work with silicone fluid. Check them out in a Street Rod Magazine for an address. |
| 66 390 Cyclone GT valve covers -- Robert, 07/18/2001
Aloha,
Just occurred to me to ask the forum about the relative rarity/value of a pair of valve covers I have. They are chromed steel valve covers, factory Ford, with a large aluminum emblem mounted on them, lettered "390 Cyclone GT" (or something to that effect), and they have 66 Cyclone part number on the back of the emblems. I've done as much research as I can and still have no pictures of a car with them on, or anything. Worse yet, I have some buyers interested in them, and have no value against which to gauge them. Any help would be appreciated. Mahalo, Robert |
| | In good shape, typical price is $100-150pr. [n/m] -- Mr F, 07/18/2001
n/m |
| | RE:Very rare -- Mike McQuesten, 07/18/2001
I believe these valve covers to be very rare. I have early '66, late '65, Ford published sales brochures that show these badges attached to the Cyclone GT's valve covers. The Fairlane conterpart had no such badges/emblems. I bought a '66 Cyclone GT a number of years ago from the proverbial little old lady, who had no idea what that guage mounted on top of the dash was telling her. The car seemed totally unviolated in all respects (not that modifying Detroit muscle was anykind of violation to me). This car did not have the valve cover decoration you have. I've popped the hood on as many 390GT powered car or any HP Ford/Merc as I can and I think I saw one '66 Cyclone GT with those valve cover badges. So my opinion is that they were an early feature for the Cyclone GT 390 cars. I can only speculate what happened to cause their elimination. To offer more opinion, I think those valve covers are worth a lot to a guy restoring an early production '66 Cyc.GT. They're like that way too rare 1960 HP air cleaner I've been looking for. So don't gough 'em, be reasonably fair like I hope someone who has that air cleaner will be to me someday. |
| | RE: 66 390 Cyclone GT valve covers -- joe ligon, 07/18/2001
robert,
I have seen these covers in pics of an Indy Pace Car in a Motorcraft mag(late 80's-early90's) Motorcraft mag i have. I have been looking for a set myself.
thanks,
Joe Ligon |
| installing cheater gear drive w/ no instructions -- Robert, 07/18/2001
Aloha again fellow Ford FEnatics!
I'm finally getting my 66 Fairlane together and ran into a problem. I've got a 64 427co and a Milodon or Moroso Cheater Gear Drive, which my friend removed from a 390GT some years back, and would like to get some tips on installing one. What kind of lash settings do I set up the drive with? There is a marginal amount of movement available before I drill the block to mount the two lower bolts. Any help would be appreciated. Mahalo, Robert |
| | RE: installing cheater gear drive w/ no instructions -- Drew, 07/18/2001
http://www.milodon.net/main.htm
click under Manuals => download gear drive under cover *.pdf.
Three pages long (includes setting lash) and should answer all your questions.
Drew |
| Flywheel? -- Eric, 07/17/2001
I have a 65 390 that had an automatic on it and I just purchased a 4 speed and bellhousing for it. Does anyone know what the correct flywheel's part number is to mate them, and have one they might want to part with? thanks for the help. Eric |
| | RE: Flywheel? -- Paul M, 07/17/2001
after looking at the extra flywheel I have, the ONLY # I see on it anywhere, is "3".
No part # or date stamp that I can see.
Best advice to is to look for one out of a truck, as they were very common in the late `60's - mid`70's.
I do know that the stock cast iron is a bad choice for racing, if thats your intention, and as such there are aftermarket 'wheels available from Hays and others.
Good luck!
|
| | | RE: Flywheel? -- bear, 07/18/2001
I called auto zone about a flywheel for my 390 a year ago they said it was like $50. If you can find a good one in a bone yard. |
| | | RE: Flywheel? -- Eric, 07/18/2001
Thanks for the info. It actually helped. Want to part with it? I already tried Autozone as Bear suggested, but no luck. No listing.
Eric |
| | | | RE: Flywheel? -- Paul M, 07/18/2001
Sorry, Eric. The one I got in my truck now is heat checked badly, so when I replace the engine, I'm going with the new flywheel/clutch assembly.
Check around some salvage yards, they should be available. I paid $65 for mine out of a truck, then spent another $100 getting it turned, and having a new ring gear put on. |
| | | | | RE: Flywheel? -- Eric, 07/18/2001
It was worth a shot. All FE standard trans. flywheels should be the same, right? Thanks, Eric |
| | | | | | RE: Flywheel? -- BOB HOPKINS, 07/19/2001
FE flywheels from 1958-1964 are the same ,and from 1965 and newer are the same The number of teeth changed in 1965 requring a different starter |
| | | | | | | RE: right flywheel -- Mike McQuesten, 07/20/2001
Bob is right on as usual. It's too late to go count 'em now (I will tomorrow if you need me to) but it seems like the early flywheel has a 154 tooth count? The starter used was the long bendix coming in from the back side of the flywheel. The '65/later uses the new-style front engaging bendix with ? teeth. I've got them both on the shelf but I'm hoping someone else knows these ring gear counts off the top-o-their head. I learned this lesson the hard way by using a late starter with a '64 flywheel. Honestly I didn't know it then. But I found out with that not too pleasant of sound made when the bendix attempts it's engagement with the flywheel......does not sound like a Ford. Even worse than a Mopar! |
| | | | | | | | Thanks for the info. Gotta start looking -- Eric, 07/20/2001
n/m |
| | | | | | | | RE: right flywheel -- BOB HOPKINS, 07/20/2001
Mike; I found out about the tooth countthe usual way in 1965 in the air force I bought a 56 Fairlane with bigFE 361" Edsal engine swapped in a 65 427" shortblock, with 3/speed. Wanting to go faster bought a Shafer aluminum flywheel for 65engine ,no probulms untill I tried to install starter {old style 56-64} *#@&* Iworked in a parts store part time and got to checking and had to buy late style starter.Was I pissed I had just bought a new 6VOLT early style starter that baby would spinn the engine over on 12 VOLTS. NEVER had a prob starting. |
| | RE: Flywheel? -- The Original Ross, 07/20/2001
NPD is selling 390 flywheels with 11.5 inch clutch for 99 dollars, new flywheel with new ring gear. Do a search for National Parts Depot on the web |
| | | RE: Flywheel? -- John Saxon, 07/21/2001
Is this My427Stang Ross from Omaha? |
| | | | RE: Flywheel? -- The Original Ross, 07/21/2001
Sure is John, paying 20+ dollars a month got old. AT&T added 3 dollars to my phone bill for unlimited internet. More money for the Mustang :)
I still have an AOL name for instant messages, its Bad427Stang. Put me on your buddy list and we can BS sometime |
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