looks good ultra............always good to score parts at the "yard"........keep those updates coming and the wheels/tires plus rear bumper look sweet.....

MustangSteve wrote:

Those discs will make a huge difference in the way it drives.  Having new radius bushings won't hurt it either!

I know what you mean about taking something apart and having it down for a long time.  Things get out of hand, situations change, priorities get rearranged, and the next thing you know, you have something convenient to store all your junk on top of.

Ha ha. ... That's a nice '66 F-100 SHELF you have there. ...a great big catch-all to store stuff on.

All of the stuff I've gathered is highly sought after by the F-100 guys who are looking to upgrade and improve upon their truck's existing setup. Whenever I get to the point of swapping over to the Crown Vic/T-Bird IRS, I could easily sell this stuff for a premium. ...the would be buyer wouldn't have to go through what I did to get this stuff --working in the boiling heat and humidity to pull all the parts, fighting off misquitos and wasps, having to scrape/wire brush crusty/greasy parts then bead blast prime and paint. All they would have to do is simply bolt them on.

Since I'm very particular about stuff being sound and the detail of them looking good, they would pretty much be like brand new after I've gone through all the components.

In the mean time, I will get the benefit of them improving what I have.

Last edited by ultrastang (6/22/2013 1:51 PM)

What's the official name for that exhaust?  Bi-tri ys?  Twi-tri ys?

MustangSteve wrote:

TRIED, BUT WHY would be a good name for them

Very simple, actually; The carbureted '65-'86 Ford 300 inline six exhaust manifolds dump six ports worth of spent exhaust gases into a restrictive manifold with only one outlet.

The '87-'96 4.9L (fuel injected 300) exhaust has two manifolds, grouping 3 ports into one outlet each or, half the restriction to scavaging the spent gases as the carbureted manifold. The double 3-into-1 4.9L EFI manifolds are more streamlined so, better flow has to be better than not having better flow.

The EFI manifolds also make it possible to run a true dual-exhaust system. --That is not possible with the old, restrictive, one-piece, carbureted exhaust manifold.

And the final plus, the 4.9L EFI manifolds are not prone to cracking. The carbureted exhaust manifolds are.

I guess I would call them; "Y-would-you-not-tri?" manifolds. 
 

Last edited by ultrastang (6/22/2013 4:24 PM)

You have that truck looking good. I can understand being reluctant to tear it apart to upgrade it.

6sally6 wrote:

Does the 300-6 have a thermatic"hump" in the ports? If so.....might be a good excuse to do some home-porting! Maybe a larger diameter pipe coming out of the manis to help things along. I mean....WYIT!!
Maybe a 1 or 2" spacer under the carb may boost it a little and isolate the carb some.
6sal6

This is the first inline 6 cylinder (240 cu in) engine I've ever owned. I haven't had the exhaust manifold off of it yet and, I didn't pay any attention to any of the 300 engines that were sitting out in the wrecking yard to notice if there were smog humps in the head or not.

I've always been a Ford small-block kind of guy and never had any real desire for an inline six but, I ended up with a truck that had one in it. The Ford 240 & 300 cubic inch engines are considered the 'big sixes' as far as Ford six cylinder engines go. The 300 has a lot more low end torque than a 240 (more so than even a 302 V-8, for that matter) but, the only major difference between a 240 vs. 300 is the 300 has a longer stroke. Most eveything else is the same between the 240 & 300.

I didn't have much respect for a Ford inline six, or at least not before getting a vehicle with one in it. I suppose it was mostly just because I was completely ignorant about these engines. --I was a V-8 guy. What could an inline six do against a V-8? I began reading a lot of information about the 240/300s. As it turns out, the 300 can be made into a 600 hp, 7,000 RPM beast without as much effort as you would think. This kind of power output from a six-cylinder would put a lot of V-8s to shame.

The Ford 300 was first produced in 1965 and ran through 1996 (--31 years of production. Fuel injection was added to the '87-'96 4.9L/300). There were a lot of 300 inline sixes in the Ford bumpside (1967-1972) & dentside (1973-1979) F-600 dump trucks. These engines came with factory forged steel cranks & rods that could be put in a common Ford 300.. Adding a Ford 240 cylinder head to a 300 will also bump up the compression. Unlike the Ford 170, 200 or 250 inline sixes, the intake manifold is bolted onto the 240/300. The 170, 200 & 250 sixes' intake manifold is cast integral to the cylinder head and does not come off. There are aftermarket intakes available to install a single 4bbl carburetor, dual-quad carburetors or even 3 dual-throat Weber carburetors on a 240/300. Adding a turbo or Rootes-style blower also greatly increases their potential power output.

Unlike the Ford 170, 200 or 250 sixes, the 240s & 300s don't have a timing chain. They have timing gears instead.

I don't plan to try and make a track screamer out of my truck's six-cylinder or anything like that. I would just mainly like to make it a little better than the way it came factory stock and to make the truck, over all, more comfortable to drive but, ...the potential is there to make a Ford inline 300 into a very powerful engine and it will bolt right in place of my 240 and, all the accessories from the 240 would be a direct swap over onto the 300.

 

ultrastang wrote:

6sally6 wrote:

Does the 300-6 have a thermatic"hump" in the ports? If so.....might be a good excuse to do some home-porting! Maybe a larger diameter pipe coming out of the manis to help things along. I mean....WYIT!!
Maybe a 1 or 2" spacer under the carb may boost it a little and isolate the carb some.
6sal6

This is the first inline 6 cylinder (240 cu in) engine I've ever owned. I haven't had the exhaust manifold off of it yet and, I didn't pay any attention to any of the 300 engines that were sitting out in the wrecking yard to notice if there were smog humps in the head or not.

I've always been a Ford small-block kind of guy and never had any real desire for an inline six but, I ended up with a truck that had one in it. The Ford 240 & 300 cubic inch engines are considered the 'big sixes' as far as Ford six cylinder engines go. The 300 has a lot more low end torque than a 240 (more so than even a 302 V-8, for that matter) but, the only major difference between a 240 vs. 300 is the 300 has a longer stroke. Most eveything else is the same between the 240 & 300.

I didn't have much respect for a Ford inline six, or at least not before getting a vehicle with one in it. I suppose it was mostly just because I was completely ignorant about these engines. --I was a V-8 guy. What could an inline six do against a V-8? I began reading a lot of information about the 240/300s. As it turns out, the 300 can be made into a 600 hp, 7,000 RPM beast without as much effort as you would think. This kind of power output from a six-cylinder would put a lot of V-8s to shame.

The Ford 300 was first produced in 1965 and ran through 1996 (--31 years of production. Fuel injection was added to the '87-'96 4.9L/300). There were a lot of 300 inline sixes in the Ford bumpside (1967-1972) & dentside (1973-1979) F-600 dump trucks. These engines came with factory forged steel cranks & rods that could be put in a common Ford 300.. Adding a Ford 240 cylinder head to a 300 will also bump up the compression. Unlike the Ford 170, 200 or 250 inline sixes, the intake manifold is bolted onto the 240/300. The 170, 200 & 250 sixes' intake manifold is cast integral to the cylinder head and does not come off. There are aftermarket intakes available to install a single 4bbl carburetor, dual-quad carburetors or even 3 dual-throat Weber carburetors on a 240/300. Adding a turbo or Rootes-style blower also greatly increases their potential power output.

Unlike the Ford 170, 200 or 250 sixes, the 240s & 300s don't have a timing chain. They have timing gears instead.

I don't plan to try and make a track screamer out of my truck's six-cylinder or anything like that. I would just mainly like to make it a little better than the way it came factory stock and to make the truck, over all, more comfortable to drive but, ...the potential is there to make a Ford inline 300 into a very powerful engine and it will bolt right in place of my 240 and, all the accessories from the 240 would be a direct swap over onto the 300.

 

6sally6 wrote:

Does the 300-6 have a thermatic"hump" in the ports?

The 300 that is in my '91 F-150 HAD thermacter humps in the exhaust ports... not anymore... amazing what a difference it made just getting rid of those... revs much quicker now.

 

McStang wrote:

That really is a nice looking truck Ultra, everytime you post pics I'm envious, would love to find one as nice one of these days. I eyeball Craigslist every now and then but haven't come across anything similar with an asking price that fits the budget. But then I didn't know the 300 was still in production so recently and with like inclinations toward v-8s tend to skip over the 6-cylinder listings - I think you've changed my mind about that! Seems like a mildly prepped EFI 300 would be an ideal choice for a good looking classic work truck which is what I'd like to put together as a future present for the wife. Any idea on production numbers for 6-cylinder trucks of this era? Are they more or less common than 8-cylinder trucks?

I would have preferred a white or blue bumpside with a 302 but, a lot of these trucks didn't come in colors that I really like. I'm not really crazy about the Norway Green paint on my '69 but, having a solid body took precedence over body color and type/size of engine. --those things can be changed. 

The '67 bumpside was the first year for this trucks body style but the '67 has a number of one-year-only items so, not everything is a direct swap with the remaining  '68-'72 models. The only engine choices in '67 would have been a 240 or 300 inline 6-cylinder or a 352 FE big-block. In '68, the 352 was dropped and the 360 or 390 big-block was added to the 240/300 engine options.  The bumpsides didn't get a small-block (302) until 1969-1/2. 

The factory engine perches for the 240/300 are also the same for the 352, 360, 390 or any other FE-type big-block. The 302 engines required different engine perches to install in the truck. They were shorter and pushed the 302 more rearward than the other engines. 

Pre-69-1/2 bumpsides do not have the two extra factory-drilled holes in the front cross member to mount the 302 small block engine perches. However, if you have the small-block preches you can mount them to the top of the frame and scribe the lines through the holes on lower ends of the perches (2 lower holes per perch), to locate where the lower end of the perches would bolt to the cross member. From there, simply unbolt the top end of the perch, move the perch out of the way, drill the holes in the cross member, put the perch back on and put all the bolts in to secure (4 bolts total per perch).  

My 69 has the two extra small-block engine perch holes, per side, on the front cross member, so this is how I know it's a late, 69-1/2, model. 

None of the '67-'72 F-100s were available from the factory with front disc brakes. The first bumpside to get factory disc brakes was the '68 F-250 Camper or Trailer Specials. These had large, dual-piston calipers with 8-lug rotors.

Beginning in 1973, all Ford F-100s came factory stock with (single piston) front disc brakes as standard equipment. All the front I-beam/discs/suspension from a '73-'79 F-100/F-150 will directly swap in place of the '67-'72 F-100 drum brake/I-beam assemblies. Most, but not all, '73-79 power brake boosters can be swapped into the bumpside pickups. I have a dual-diaphragm Ford/Bendix booster in my F-100 that I pulled from a '75 F-350 (1-ton) truck. I didn't have to swap the '75 pedal(s) into my truck to connect to the booster's input rod. It was a direct connection to my '69 brake pedal.

I looked for about 5 months before I found this truck, listed on CraigsList Little Rock & on Eldoark.com too, nearly 80-miles from where I live. Up until that time, I would drive around town and out in the country, and in neighboring towns, looking for a bumpside located at somone's house that I could stop and ask about to see if they would sell. I found around 20-25 trucks by doing this. Most weren't good for anything other than a few select parts off of them (pretty much they were just parts trucks). Some had potential but the owners wouldn't sell. A few were for sale but the price vs. condition didn't jive. I was patient though and finally located a good candidate. My truck is not perfect or problem-free by any means but overall, It's very solid and I got it for a reasonable price vs. its condition. --The guy was asking $3,000.00 for it. I gave $2,500.00. --oddly enough, that is about what this truck would have cost when brand new.

As far as production, information, year model change levels, options and all that, my best advise would be to check out Fordification.com and just start reading/researching. I did a LOT of this about the time I decided I wanted one of these trucks so, I had a lot better idea of what I was looking for when I did find a potential candidate.

Last edited by ultrastang (6/24/2013 5:11 PM)

Spent the 1st day of my long 4th of July weekend working on the disc brake parts for my '69 Ranger. ...bead blasting, 2 coats of primer & 4 thin top coats of paint.

This is the left side assembly. This is actually clean compared to what it looked like when I brought the whole setup home from the wrecking yard. There was lots of mud/dirt & grease on these parts before I pressure washed them.






I got the right side assembly completely disassembled, bead blasted, primed and painted. The disc brake knuckle will receive brand new rotors, wheel bearings/races, calipers, dust caps, hoses, king pins, I-beam pivot bushings & radius arm bushings.  --interestingly enough, this '77 F-100 disc brake setup uses the exact same A-12 & A-13 outer/inner wheel bearings as an early Mustang... and no, the wheel hub from an early Mustang will not bolt onto the F-100's spindle pin. The pin is longer than the early Mustangs.




...got the 3-piece power steering pump brackets, power steering pump pulley & water pump pulley cleaned and refinished too. I didn't get all of this done today. All this was done a few hours here & a few hours there, since the time I first started this thread. 



Now, I have the entire right hand disc/I-beam assembly to strip, prime & paint. (Whew!). The good thing is, it's actually been a little cooler the past few days so, it's not been too bad out in the shop.