I have a chance to get my father in laws 70's F-250 with a 360 in it. I want to put the 360 in my 53 F-100. The motor is stock and has been rebuilt. I plan on a carb and intake swap but other wise leave it as is. Can anybody help me with some info on this motor I've done some searches but I still dont have all the answers I'm looking for. Is it just a truck motor or will be a good canidate for my 53? And is there any aftermarket parts for it. Thanks for any help.
its an FE engine like a 390 or 428 just smaller. I used to work on uhaul trucks and most of them had 360 ford v8s in them. They make good truck motors with as much torque as you could ever want. Intakes and other parts from a 390 will fit if you want to hop one up.
Had one in a 68 F-250. Think it was a 2v auto. To pass anyone you had to lay back, & do the old slingshot thing. In other words it was a DOG, but it was a tuff dog. If it was me, I'd find a 390. 4v w/cam. Should be a lot stronger.
my 69 F100 has one in it good motor, dam thing keeps running has almost 350,000 on it , the only thing i ve done to it is a timing chain and had some hardend seats put in the heads about 100,000 ago. just put an intake, a vacumm secondary 4 barrel carb and some headers it will be great.
I had a 74. It was a dog but it wouldnt quit. I had over 200.000 miles on it. It was good for its intended use.
Thanks for the info. I just thought of one more question, which is, what auto trans do I use? Do all Ford auto's bolt to all their motors? I think I want to use a C-6 but I know nothing about Ford engines or tranmissions. I've only had experience with Chevys. I have wanted this truck since my wife and I started dating. I plan on swapping the 360 out of the F-250 and I will put in a Cummins diesel. So I know the 360 will either get used or I will clean it up and put it on stand in the shop.
The motor is kind of big and heavy for only 360 inches, but has plenty of room for expansion if you feel you must. The stock valvetrain is sort of uninspired, but there is certainly enough potential in any of these motors. You need a C-6 for an FE type engine. Common in late-60s passenger cars (up to maybe '70), and trucks up to about '76 or so. Transmissions for later model (429-460) big blocks or small blocks (289-302-351) won't fit.
laughin my ass off.....not at you, but at the innocent question you asked....Ford made about a billion different bellhousing bolt patterns, so nothing swaps. You need a trans from an FE engine, which is the 352/360/390/406/427/428 series. C6 was used starting about 66, and on trucks thru 72 they had a short cast iron rear housing with a bolt on driveshaft yoke. Also the Cruisomatic (in various flavors) was used behind the FE engines, it has a 3 piece construction (bellhousing unbolts) with a cast iron center housing.
I've got a 360 2v with the short housing truck c-6 behind it. If you decide you need the trans.PM me,although they should be commonly available.
See I knew there was a reason I want a Chevy motor in everything! Big or small block or small block same trans. Why cant Ford do it the simple way? Thats it I'm going to go with a Chevy motor from now on change is bad, evil, unholy, why must everything change. Just kidding this is why I have internet. After i exhaust all my buddies knowledge base I exhaust the internets.
Fer cry'in out loud Ford has different bellhousing flanges for a reason. I'm not saying I like everything about it but it IS the result of engineering decisions. Larger, heavier more powerful engines require a larger bell bolt pattern to maintain driveline rigitity. In addition a 460 for example would typically be equipped with a larger flywheel and clutch assembly requiring a bigger bellhousing. I guess Chevrolet has a magic way of making one size fit all and "hat's off" to them for it. The Flathead, Y- Block, FE, and MEL series all share a similar bell pattern, though I'm not sure of these early V8's interchangeability. I believe the Y- block, FE and MEL are the same. These were all skirted engines and Ford took advantage of that characteristic by utilizing the lower part of the block to enhance driveline rigidity. The new LS1 GM engines share this design and I know that GM takes advantage of it with trans to oil pan supports to eliminate the dreaded NVH (noise, vibration and harshness). I don't wan't to even play the Buick, Olds, Pontiac and Caddy bellhousing difference card here but I guess it bears repeating. The 360 is a tough engine with a 4.05" bore, 3.59" stroke. Everyone loves to say they are heavy but that is really a Hot Rod Magazine myth. Change out the iron intake with aluminium and you're with'in 50 lbs of an sbc. Ford did a ton of research in those days with cast iron metalurgy and came up with mixes that allowed lightweight precision castings that were tough and reliable. I suggest you freshen the 360 up with an aftermarket timing chain and gears so you can run the cam "straight up". A 650 carb, recurved dist with a nice dual plane intake and free flow exhaust will really wake the 360 up. Your performance AND mileage will improve. Not only that you're gonna have a kick ass looking and sounding engine. You can style it to look like a 360 horse 352 like the ones that Ford used to fight the NHRA and NASCAR wars of the late `50's early `60's. The 352 was almost exactly the same internally except for the cam and a 4.00" bore.
If you've got a 360 Ford, then it's a Canadien engine. My step grandfather Ed Shindler had a F100 with one and a C6. Bullet proof torquey devil. He had a chassis mounted camper on this dude and went all over the US and Canada with it, hauling old cars home. Basically Ford slightly opened up the bore on the FE 352 block and used the 390 crank, or so I was told by my buddy Kevin a few weeks back when he was digging up a set of heads for this engine. There are a few differences he told me in heads and manifolds....all in all a pretty good engine for a truck.
no it isn't, it's the result of having no plan for interchangeability. I'd like to see you bolt a Y block trans onto an FE engine.
Ok so now I'm thinkin about what Henry Floored said. Dressing this motor like an old Nascar or NHRA motor would reall fit with what I'm doing with the truck. I'm still not sure if I'm gonna get the truck. I will try real hard to get it. I have already started bugging my father-in-law about odd jobs that he needs to have done. I fugure if I do slave labor for him he'll make the truck even cheaper than he already priced to me.
OK I checked, the Ford/Merc Y-block bellhousing flange does not match the FE but the MEL does. Also if memory serves the Lincoln/heavy Ford truck Y's were the basis for the FE pattern. I'm not 100% sure of that yet but I'm checking. Also speaking of no plan for interchangeability I'd have to say GM and Mopar wandered around the bellhousing bolt pattern game in the `50's as well. I know some hemis had an integeral bell while others did'nt and I know for sure I wrestled a great big Olds engine once that bore no resemblence to their later pattern. Yeah and how many different Buick flanges were there? Lastly I can easily bolt a Y-block trans to an FE and vice versa because they share common trans patterns. The manual trans apps of course have a separate bell, while most of Ford's automatics had a separate bell as well. The trans adapters were in effect factory items at Ford. For example I have a Warner R10 3spd w/overdrive out of a 300hp 352 `59 Ford that will bolt right onto the common 8BA Flathead bellhousing. Don't mean to hi-jack this thread but I feel this subject needs to be brought to light when it comes up.
it's best to keep the subject of ford engine/trans interchangeability in the dark...because it's a dismal subject. I think I counted half a dozen or so bellhousings they used on straight 6s and V8s from 55-late 70s, Chevy had two during that time. It did take the rest of GM until the late 60s to get squared away...and Mopar had only 3 after the late 50s.
OK, I'm mostly a Ford guy, so keep that in mind. Not taking sides, just laying it out. Here's how it breaks down: Lincoln/HD truck Y: one unique pattern Ford/Merc Y block: a different, unique pattern FE: a third pattern MEL: '58-'60, FE pattern '61 FE pattern, but unique bellhousing '62-'65, modified FE pattern, FE bells will NOT work without serious mods, i.e. actually cutting the block, among other things '66-'67: modified FE pattern as above & also unique MEL trapezoid pattern for special C6 case '67: allegedly a few with ONLY the trapezoid C6 pattern SBF: yet another pattern, actually two; early five bolt, later six bolt 351C: SBF six bolt pattern 351M & most 400s: 385 series pattern (BBF) a few 400s: SBF six bolt pattern 370/429/460: the BBF pattern (460 blocks also have the MEL trapezoid pattern bosses, drilled & tapped, through 1978, until the D9TE truck block) late six cylinders: SBF patterns early six cylinders: don't recall, but I think unique flathead: I think unique again, not a flattie expert Wow, I've even scared myself.
Well done Homespun. Going down that list shows that the Ford Motor Corporation has a similar amount of engine to trans variety as General Motors and Chrysler Corporation. I say corporation because these Big three as we all know compete with each other in many different categories and many different vehicle types. The difference being all of the FoMoCo engines are called Fords, whereas at GM you have Chevy B-O-P and Caddy and at Chrysler you have a Dodge, Plymouth, Desoto, and Chrysler versions. Only Ford gets a bad rap for interchangeability problems. Your list is an excellent summary, but it does illustrate that there are large groups of engine types that share commonality. Example: the 240,250,300,3.8,4.2 sixes have the same bell pattern as the `65-up 289, 302, 351W, 351C and the dual pattern 351M. (The dual pattern 351M was created as a result of a trans factory fire which caused a serious shortage of C6 transmissions). The FE, and MEL are the same for the most part with the later MEL types certainly within the realm of adaptability. The 351M, 370,400,429 and 460 comprise the engine group that uses the large flange bell pattern. These are extremely large engine groups and I have a hard time believing that part availability is much of an issue. Once again I'm not delusional, and don't think for a minute that I would'nt want things a little bit more simple, but in contrast Ford is about equal to the competition in this area. Ford as a full vehicle line should not be singled out for being more difficult than the others IMO.
The 360 was only used in trucks, and is a 390 block with a 352 crank. If you can come up with a 390 crank, it can be rebuilt as one. I believe the rods are the same as 390 and other FE. The 352 has longer rods. You can also use a 428 crank and build as a 410. The 410 was used in Mercury's and pistons are still available from a few manufacturers.
add the Falcon six 144/170/200 to the list, and I think you'll have all ten And almost all of the many varieties of Ford engines were used in Ford brand cars. GM stuck to putting each division's engines in their own cars, until the 70s, and by then there were only two bellhousing patterns, which shared half the hole locations, and they made trannys with both patterns. Poor thread, it doesn't know which way it's going.
All this is proof that Chevy got it right the first time around when they built an OHV V8. Ford had it right for years with the flathead, but when they went OHV V8 they've been trying to figure out ever since. Maybe this latest round of cutbacks at Ford will release the obvious excess of design engineers they have on staff with nothing to do but invent more stuff that has nuttin' that fits their previous stuff. I used to do work outa' their X garage in Dearborn. A ZOO. Since the 239(?) Y-block in '54 there's been so many design variations of OHV V8's from Ford ya' have to have your PC memory fully loaded to keep track of all the different stuff offered. AND, can I get a logical explanation why Ford does this ?
Sorry to Lon for getting his 360 Ford thread off track. But I must reiterate my point. General Motors had Buick, Olds, Pontiac, Caddy and Chevy engines in the `50's, all of them separate V8 designs with unique characteristics. Now GM uses the LSX engine as the "corporate" engine with the only variation being that Northstar Caddy. Which era was better??? Do you like a smorgasborg of choices like in the `50's or do you like simple single choices like the present time? I think that's what separates certain people. Some like choices and some like familiarity. I grew up reading in the Chevy leaning car magazines that the Ford variety was bad. I think variety is good. I've always wanted to be different I guess, and that's why I gravitate twords the unusual. Fords are not all that difficult. They just take a different knowledge base that the sbc. I'm no expert on GM stuff but just by reading the HAMB for the past couple of years I've found that there are guys for example that dig the Buick Nailhead. They know about them and enjoy the fact that they are'nt the same as the sbc. Probably most of those guys that like `em have parts for Nailheads squirreled away for their next project. No one ever bitches that the Nailhead won't bolt up to a Turbo 350 without a special adapter. What about getting a Nailhead waterpump or distributer at the local parts store after a roadside breakdown? That's the classic excuse. No, no it's only Ford that's frigged up. They're just impossible for hot rodders and fabricators to deal with. Why I can chop out my X- member convert to open driveline, split wishbones, shave door handles, french headlamps and paint flames but I just can't figure out these damn Ford engines. Harumppphhh!!!
I don't think anyone's saying Harumppphhh!!! I just got a kick out of the original poster asking "Do all Ford auto's bolt to all their motors?"
Yeah I know now it was a stupid question. I still think Chevys rule because of the interchangability. However I think I'm gonna try to get this motor in my F-100. I aint ever gonna learn fabrication putting a Chevy smallblock in everything I own. I just have a lot more research to do.
Sounds like a reasonable swap, if you just put the 360 in there and get it running you can always swap to a better FE engine if you find one or build one later. Just be aware that if you change your mind and want to drop something else in it (cleveland, windsor, y block, etc) you'll have to start over again.
Doc Fromader did a build series in Streetrodder a number of years ago. It is available on Webrodder. I recall him saying you need to check push rod clearances if you use an aftermarket intake.
Starting over?!? Noooooooooo! The engine I'm getting has been rebuilt and the truck it's in never leaves my in-laws property. So basically I'll be putting on an intake and carb. I will have to figure out headers or manifolds. I'm using an Industrial Chassis crossmember and header clearance with the sbc was tight. I already have the pedastals welded in for Chevy motor mounts so I have to start from new anyway. Right now I just want to get the truck driveable. It came home on a wrecker. It is the only truck I have bought without driving. Heres my current motor mount set up, the pedastals have to be cut off. Thanks George for the info. I will look up those articles tonight. I remmeber seeing the them. I will have dig in the archives to find it.
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