352 Heads...ala390

[Limestone66]

Good morning to all. 'Limestone', my beloved 66 F-250 is back on the road again. After finally getting up enough funds on this end to do a very much needed valve job, we pulled the heads and sent them in. As i had stated in my other post, these are 390 heads as it were told to me and not the original 352 heads. Being as it took so long to get it going, {nearly a month}, i farmed the job out to one of my sons and a family freind that is good on the fe motors. All of the exhaust valves on both heads were replaced right along with the hardened seats for unleaded fuel. Now get this: This old truck still ran even on five cylinders. It chugged along for a full year until me and the misses could get our priorities straight. What 'stamina'. I was 'shocked' this old girl ran as well as it did. Truth be known when i conducted a series of compression tests and found two completely dead cylinders reading 'O' on the compression gauge and one cylinder slightly inadequate on the other head, so we will just call this 5 1\2 cylinders. In any event, she runs a heck of a lot better and with much better gas mileage. There is no smoke to be detected, though it still be kinda early to tell until everything has been ran for a little while and all new parts has fully seated. I will do another compression test this weekend just to see the difference.

[Toyz]

Glad to hear it! Keep in mind that some of us, including a certain farmer, get along just fine with less effective displacement than what you had.
Paul

[rwhistles]

glad to hear you finally got her going again. I know your happy.

[Limestone66]

I unnerstand 'Paul', but after runnin this old girl that way for so long, it was a welcomed relief to finally have it runnin right.

[Limestone66]

Robert? I was wonderin about you, havent heard from ya in a while. I was just tellin 'Sandy' that i needed to give you a call and check on ya 'Old Timer'. I caint go too long without hearin from ya.

[rwhistles]

'Old Timer'?

[BarnieTrk]

Hi Ron,

Glad to hear you've got 'Limestone66' up and running again!

Fresh cylinder heads/valve job provide a sweet feeling after driving around with bad valves/compression. Anxious to hear your update on your compression test results and weekend of driving it with all eight cylinders making power!

BarnieTrk

[Limestone66]

'Old Timer'?

With age comes wisdom. There! Does that make you feel better?

[Limestone66]

Hi Ron,

Glad to hear you've got 'Limestone66' up and running again!

Fresh cylinder heads/valve job provide a sweet feeling after driving around with bad valves/compression. Anxious to hear your update on your compression test results and weekend of driving it with all eight cylinders making power!

BarnieTrk

Havent got around to pullin the plugs yet 'BarnieTrk', been kinda busy with honey-do's and such, but did chalk up a 100 mile trip to pickup my mother. Truck runs damned good. No vacuum leaks that i could hear, no exhaust leaks, no oil or water leaks and so far the old girl does pretty good. I'll pull the plugs this weekend coming and run another compression test just to be sure. One thing for sure and certain, the mileage is a hellava lot better.

[BarnieTrk]

Better mileage, heck Yeah!!

It might even be time to revisit that carb adjustment and recheck the timing too, now that all eight cylinders are pulling their own weight....

BarnieTrk

[Limestone66]

Caint expect any miracles with something like this. Although she does run much better, it still be a heavy-Duty 3/4 ton truck with the Dana 60 axle and 4.10 gears. Performance wise is significant for the amount of work performed and will definetly get up and go when i romp down on the gas pedal at 30mph or better. Strong pull through all gears and will get up to 60 in no time flat. But it is not without it's ailments and specifically the carburator and age old ignition system. I want to change all that.

[BarnieTrk]

But it is not without it's ailments and specifically the carburator and age old ignition system. I want to change all that.

Yeah, I'm old too...and I've got my ailments as well. I think that another reason why I can relate & appreciate my Slick as much as I do.

So, refresh my memory, what carburetor does it have now and what carb and ignition system are you thinking of going to?
BarnieTrk

[Limestone66]

Came with an 'Edelbrock' 'Performer' on a cast 4 intake manifold, presumably from a 390 along with the heads. I'd settle for something a little less meager on the fuel like maybe a 'Holley' 600. Dont care much about performance with this truck until i get my camper. I'll cross that bridge when i come to it. Ignition is totally stock, complete with old and brittle wiring, points and condensor, stock looking coil, and thought about making a few changes by adding a 'Petronics' or equivalent, maybe a hotter coil. Dont really know as of yet as i am still digging up older posts to go by before i start asking questions thats prolly been asked a thousand times. Simply looking for dependability and mileage for this terribly neglected old truck that i have.

[BarnieTrk]

Sounds like a good plan to me, Ron.

(I'm smiling at your source of heater hose plug at the water pump....good call!)

I have run both types of systems, a pure OEM-type ignition system and a Petronics distributor and coil. From a drive-ability standpoint, I can't say I could tell or prefer one type over the other. However, I am more comfortable with the OEM style system because I can do a tune up with new points & condenser when passing thru 'Timbucktwo', whereas the Petronics system is a "go or no-go" type of system. I'd bet if you pick up a new, good-quality distributor cap & rotor, inspect and lightly lube your internal advance plate system, new Autolite sparkplugs properly gapped and new points & condenser - you'd be happy with it. You can do a simple Ohm test with your coil and your sparkplug/coil wires to determine their current condition and replace as necessary.

I am also a Holley guy, and prefer them over an Edelbrock type carb. I ran a 500-cfm, 2bbl. Holley for a while and it was a thirsty unit. I replaced it with a 600-cfm, 4bbl. Holley and the truck was much happier. I have also run a 750-cfm Holley on it and really did not see much of a difference between it and the 600. I would suggest if you can pick up a good, used 600, 700 or 750 4bbl. Holley then freshen it up with a good cleaning and a rebuild kit, you'd be happy with it. Choke-wise, I prefer a manual choke via a cable.
Assuming you're still running an OEM-style mechanical fuel pump, I'd suggest you change out the fuel filter annually - because fuel tank corrosion never sleeps.

I have no data to base my opinion on, but if you can - I'd suggest you try & plan to drive your Slick at least 10+ miles once every other week. Considering the quality of today's gasoline, I feel that frequency of use will help keep the ol' beast happier than if you run him less often.

You mentioned you're planning on getting a camper to put on it. (Maybe this has already been mentioned, I don't recall) I would HIGHLY recommend you seriously consider upgrading your current one-reservoir master brake cylinder to a two-reservoir style master brake cylinder, for safety's sake. Old flex & steel brakes lines don't last forever.........

Good Luck & keep us updated with your progress!
BarnieTrk

[Toyz]

I still think that ninth spark plug needs to be several heat ranges hotter
Barnietrk; you noted another reason I prefer the Pertronix. In the rare case of roadside failure it is easy and relatively cheap to replace with either a spare Pertronix, or the old points and condenser.
That being said; almost half my old vehicles still have points and condenser.If it ain't broke, why fix it?
Paul

[BarnieTrk]

I still think that ninth spark plug needs to be several heat ranges hotter
Barnietrk; you noted another reason I prefer the Pertronix. In the rare case of roadside failure it is easy and relatively cheap to replace with either a spare Pertronix, or the old points and condenser.
That being said; almost half my old vehicles still have points and condenser.If it ain't broke, why fix it?
Paul

Agreed. The few times I've been broke down roadside were all when I was a teenager. In the last 45yrs, I recall running out of fuel,,,,,once,,,,, but not breaking down. I attribute my trouble-free miles to my best attempts of implementing a "preventative maintenance program" with all my wheels.....

BarnieTrk

[charliemccraney]

I agree about Holley over Edelbrock. An Edelbrock was my first carb because I was told how easy it is to tune and how user friendly it is for a beginner. After having tried a Holley, I can tell you that is bs. The Holley is so much easier to tune and more tunable. That being said, if I already had an Edelbrock that worked well with the engine, I probably wouldn't swap it, but it is much more involved to tune, if you ask me.

I also agree about the Pertronix. It's nothing more than a points replacement. When I converted to the ignitor II with the flamethrower II coil, I noticed no difference. When I managed to fry the unit by leaving the key on (ignitor II is suppose to have the protection against that) I reinstalled the points, and it seemed to run even better.
What the Pertronix will do is mask other issues, like a worn out distributor shaft because the pickup is more forgiving than points so I'm sure you will notice a difference when you swap to Pertronix into a distributor that simply needs an overhaul.
If you want an ignition that really is better, my experience so far says that you need one that uses an external box. You can use a Duraspark distributor with virtually any box on the market.

[BarnieTrk]

...What the Pertronix will do is mask other issues, like a worn out distributor shaft because the pickup is more forgiving than points.....

Interesting observation, Mr. McCraney.........

BarnieTrk

[Toyz]

...What the Pertronix will do is mask other issues, like a worn out distributor shaft because the pickup is more forgiving than points.....

Interesting observation, Mr. McCraney.........

BarnieTrk

A very accurate one IMO; you are no longer dependent on the points/distributor relationship to control dwell.
A Duraspark with an external aftermarket box has benefits; although some aftermarket units Might Stall or Die! The duraspark box itself also has a mixed history of dependability.

Paul

[Limestone66]

We have another 'roadtrip' coming this weekend when i take my 'Mother' back home as she lives about fifty miles from here. Well, a short 'roadtrip' anyway. Gonna get a new set of points and condensor to replace the ones i used when i broke down. {See my other post}, along with a new cap and rotor button and then see how she does. Personally i think my timing is off a little for the unknown amount of dwell that i have. All i can do is go by sound and feel w/o the luxery of a timing light and dwell meter. I'll spring for a new set of plugs as well. I'll do all this before i take her back home. When i get back, ima gonna pull all the new plugs i bought and run a compression check, just to be sure and in my mind of its readings. Although these heads has been completely rebuilt.........ala 390....... i still want to be sure. The engine 'lags' at low end speed, but really turns on at midrange power. That part is total 'bliss' because their is no doubt all the cylinders are firing and runs pretty darn good for what it is. Idle is smooth and not corrupted as it were before. I still can't beleive i ran this old truck that way for over a year. That being said, i could always rely on looking at a blackened and dead cylinder whenever i pull the number 5 plug out and look at it. The other day getting off work i pulled the number 5 plug again and realized that day is long gone, as you could'nt ask for a better burning plug. I shoulda took a damn picture of it and posted it here for you guys to see. It was that good.

As far as the upgrades go in the ignition department. I think i'll stick to what i have for the time being and focus on other issues concerning this old truck of mine. I 'Love' old school because it has never let me down to where i couldnt fix it. That is one of the biggest reasons why i even bought this old and terribly neglected F-250.

I still think that ninth spark plug needs to be several heat ranges hotter :

No 'Paul'. The heat index for the 'ninth' sparkplug is all within factory specs. You can check it if you like.