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1973 F-250 - Turbo BBF - It's alive!

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  • #91
    CL is a blessing and a curse. Buyers and sellers both flake with regularity. Bummer. At least he texted you back - hell, that's downright courteous!

    /edit - on a more positive note, sometimes a higher power / karma / good luck causes things to happen that are in your favor. Figure out how much labor you have in looking for tires, and sometimes the new ones are cheap. I'm not a used tire fan myself, knowing that I wouldn't buy my used tires. It's a safety item.. pony up. My .02, sorry if it sounds harsh.
    Last edited by Beagle; December 11, 2013, 11:00 AM.
    Flying south, with a flock of bird dogs.

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    • #92
      It's my own fault I know. New ones are probably really a better idea though.

      On a happier note, I just got back from transferring the title and registering it! Whoo hoo! In and out in less than 20 minutes!
      Life is short. Be a do'er and not a shoulda done'er.
      1983 Mustang GT 545/552/302/Turbo302 http://www.bangshift.com/forum/forum...485-bbr-s-83gt
      1973 F-250 BBF Turbo Truck http://www.bangshift.com/forum/forum...uck-conversion
      1986 Ford Ranger EFI 545/C6 https://bangshift.com/forum/forum/ba...tooth-and-nail

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      • #93
        Well, depending on how much patience you have, every unsold used thing should come down in price next month as the bills start piling in.
        Flying south, with a flock of bird dogs.

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        • #94
          Picked up some parts on the way to lunch:

          Autolite Plugs: 16.00
          BWD Plug Wires: 26.00
          BWD Ignition Switch: 13.00

          Plugged in the ignition switch, realized I needed to reroute the wire, pulled on the connector and the new switch disintegrated. Made in India..... nice.

          Went back to Oreilly and got another one. Hopefully it will work.

          *****************
          Running total: $580.50
          Last edited by BBR; December 12, 2013, 12:19 PM.
          Life is short. Be a do'er and not a shoulda done'er.
          1983 Mustang GT 545/552/302/Turbo302 http://www.bangshift.com/forum/forum...485-bbr-s-83gt
          1973 F-250 BBF Turbo Truck http://www.bangshift.com/forum/forum...uck-conversion
          1986 Ford Ranger EFI 545/C6 https://bangshift.com/forum/forum/ba...tooth-and-nail

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          • #95
            heh....I had to put the column back together in my 80 truck when I got it, the PO had no key and took some parts out. The new lock cylinder would not go in the hole all the way, even though it was the correct one. I looked around and I had another new one on the shelf (doh) and it worked fine.

            quality replacement parts FTW
            My fabulous web page

            "If it don't go, chrome it!" --Stroker McGurk

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            • #96
              can't wait to see if the new running total made it run newer!
              Flying south, with a flock of bird dogs.

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              • #97
                You'll have to wait until Saturday. (me too dammit!)

                I pulled a spark plug yesterday and it was pretty black and was definitely very old. Some of the plug wires on it may be the originals. It probably looks like the 4th of July under the hood when it runs in the dark.
                Life is short. Be a do'er and not a shoulda done'er.
                1983 Mustang GT 545/552/302/Turbo302 http://www.bangshift.com/forum/forum...485-bbr-s-83gt
                1973 F-250 BBF Turbo Truck http://www.bangshift.com/forum/forum...uck-conversion
                1986 Ford Ranger EFI 545/C6 https://bangshift.com/forum/forum/ba...tooth-and-nail

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                • #98
                  I'm sure you know all about this... But here is a nice little writeup on recurving a duraspark. Unfortunately they're kind of a pain to do compaired to a HEI... But hey, its basically free and the dist is right up front!
                  http://www.reincarnation-automotive....ons_index.html

                  And I'm pretty sure you've seen the "unsmogging your smogger" kicked around on 460ford.com...
                  http://www.reincarnation-automotive....mbosPage2.html

                  So much potential fun for minimal bucks!! We had a BLAST with our small cammed unsmogged 460 smogger!

                  I'm also curious what you'll read when you put a timing light on it.
                  Oh, are going to do a compression test when you're doing the plugs? I love doing an archaeological dig into an older motor!
                  Its interesting to see how they through the years! The two high mile 460's I've had apart had decent compression and basically NO ring ridge with well over 100,000 miles. I hope you find the same!

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                  • #99
                    I am curious as well! I did consider doing a compression test. It would be nice to know the cranking pressure when looking at future camshaft possibilities.

                    As far as the distributor goes, hopefully Scott at Reincarnation will pull my name is his yearly end of year drawing for a recurved Duraspark and I won't have to mess with it!

                    Still trying to figure out why 460 truck headers all have such small primary tubes. Most are 1-3/4 to 1-7/8's. Good grief, those are small block header sizes! haha
                    Last edited by BBR; December 12, 2013, 03:04 PM.
                    Life is short. Be a do'er and not a shoulda done'er.
                    1983 Mustang GT 545/552/302/Turbo302 http://www.bangshift.com/forum/forum...485-bbr-s-83gt
                    1973 F-250 BBF Turbo Truck http://www.bangshift.com/forum/forum...uck-conversion
                    1986 Ford Ranger EFI 545/C6 https://bangshift.com/forum/forum/ba...tooth-and-nail

                    Comment


                    • Originally posted by BBR View Post
                      I am curious as well! I did consider doing a compression test. It would be nice to know the cranking pressure when looking at future camshaft possibilities.

                      As far as the distributor goes, hopefully Scott at Reincarnation will pull my name is his yearly end of year drawing for a recurved Duraspark and I won't have to mess with it!

                      Still trying to figure out why 460 truck headers all have such small primary tubes. Most are 1-3/4 to 1-7/8's. Good grief, those are small block header sizes! haha
                      ford exhaust ports don't flow.. and trucks don't get used at 4000rpm+

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                      • I'm running 1-7/8 on my blower motor
                        My fabulous web page

                        "If it don't go, chrome it!" --Stroker McGurk

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                        • Originally posted by squirrel View Post
                          I'm running 1-7/8 on my blower motor
                          is your exhaust valve a 1.88?

                          Part two, is exhaust scavenging as critical with a huffer?

                          James, AlMack (used to post on here, still does on 460ford and 429-460 I think) was saying he was using D5 truck manifolds on his 460 powered Tbird, in the 12's... other than being heavier than my boat's anchors, they should be good for 300 hp or so?
                          Last edited by Beagle; December 12, 2013, 06:37 PM.
                          Flying south, with a flock of bird dogs.

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                          • I'll probably leave the manifolds on it, but a set of headers is not out of the question at some point.

                            BTW Al has an NHRA record holding 4 banger turbo tbird now!
                            Last edited by BBR; December 12, 2013, 07:54 PM.
                            Life is short. Be a do'er and not a shoulda done'er.
                            1983 Mustang GT 545/552/302/Turbo302 http://www.bangshift.com/forum/forum...485-bbr-s-83gt
                            1973 F-250 BBF Turbo Truck http://www.bangshift.com/forum/forum...uck-conversion
                            1986 Ford Ranger EFI 545/C6 https://bangshift.com/forum/forum/ba...tooth-and-nail

                            Comment


                            • It was pretty chilly today but that did not stop me from jumping right in on this thing.

                              First up was installing the new door cylinders and ignition switch and key. Of course there were no instruction on how to install the key section into the new switch. After farting around with it for about 30 minutes, I finally realized the tiny hole in the front of the key part was to release a tiny pin in order for it to rotate and slip in right in. Once I did that, it went together perfectly.

                              I popped the door cylinders in without much trouble. So now I can actually start it with a key AND lock the truck! I removed the headliner and found a nice mouse nest. Lovely.

                              I pulled the plugs, wires, and cap and did a quick compression test. I did it cold so the numbers would probably be a little higher when warm, but all the ones I could get the tester on were all 105-110. Not really a surprise there. Retarded cam, low compression, this thing would probably run on kerosene.

                              Checked the timing and was floored to see it at 40 degrees!!!!, Then I realized the vacuum advance was still connected. Haha. After I pulled and plugged the line the base timing was at 15 degrees. That'll work for now.

                              I put the new plugs wires and cap all on and proceeded to try to wean it off the 2 gallon tank. While having a truck with 2 tanks is a cool idea, it presents an interesting problem when trying to figure out just which tank the selectors switch is selecting. After messing with the ambiguous switch and not getting any fuel up to the motor for quite a while, I finally bypassed the selector and connected the rear tank directly to the fuel line to the engine. That allowed the fuel pump to finally do it's job. Interestingly enough it lit off at almost the exact time the Roadkill Camaro did. Haha. Unfortunately, the truck still has a miss. It idles nice, but misses bad when you try to drive it. Is felt of the exhaust and one bank has hot exhaust and the other is cold. I am going to reserve judgment on what may be causing it until after I get a decent carb on it. That stock carb has to be the biggest pos carb I've ever seen. I think it may not be feeding the passenger bank of cylinders properly under a load. I can't wait to yank it off and slap my 950 on there!!!!

                              I pulled it out to the street and got the pressure washer going. Brrrrr. It was a little chilly. I hosed the engine bay down with some super purple cleaner and let it sit for a while. I washed the outside and tons and tons of dirt came out from behind the body trim. There was some weird stuff on the roof of the cab and after it was wet it was clear what it was. Moss. Strange. Anyway it cleaned off nicely and I think this thing may look pretty decent when the paint is buffed a bit. The motor is cleaner, but it is far from clean. I figure it will probably take several washings to get it looking decent.

                              Went to start it after the washing and it would not crank. I primed the carb and it fired right up. Seems the carb probably leaks down when it sits for a while and then it will not start.

                              Overall a great day playing with my new toy and I can't wait to junk that stock carb and get a Holley on there!!!
                              Last edited by BBR; December 14, 2013, 09:49 PM.
                              Life is short. Be a do'er and not a shoulda done'er.
                              1983 Mustang GT 545/552/302/Turbo302 http://www.bangshift.com/forum/forum...485-bbr-s-83gt
                              1973 F-250 BBF Turbo Truck http://www.bangshift.com/forum/forum...uck-conversion
                              1986 Ford Ranger EFI 545/C6 https://bangshift.com/forum/forum/ba...tooth-and-nail

                              Comment


                              • I'm sure those 4300's come from the factory warped.
                                Escaped on a technicality.

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