Customs 352 Ford questions

The cork ends on the intake gaskets will probably start to leak oil after you get it running so you might as well replace them now. The intake manifold is easier to handle now than when it's in the vehicle anyway. While your at it, install the dist. so the vacuum advance it oriented correctly.

 

You may be thinking of the M/D 2V 330 truck FT version of the FE, used in the '70s, and on U-haul F-350s. The 330 had the smallest FE/FT bore of 3.875" with the 352/360 stroke of 3.500". Some of these used a rare rear sump oil pan, like the one I'm using on my '40 with an FE.

 

I've got a Ford 3+1 RUG style trans behind my 76 f 100 with a 360.

 

T5s are found in lots of cars, I like the mustangs myself. Different installations have different gearshift locations, different gear ratios, different input and output shafts, etc. You can do a search online about T5 swaps and find a ton of information.

 

There is a lot of good information in this link. See if it clears things up for you. It did for me.

http://www.flatheadv8.org/ernie/ernie-t5.htm

 

The T-5 is lightweight in torque capacity and not the best choice for any big block, as they were only behind small block engines from the factory. Good choices are '60s Ford 3 speeds with and w/o od, the famous top loader 4-speeds from '64 up to the '70s, and the TKO (best imo) for a 5-speed/overdrive option.

 

Okay guys, here are some more pictures

 

This is a great article. I was always told that the 5 speed from a v-6 s-10, is the same as a mustang.... not always true

 

No, it's not. The S-10 version is non-world class but the Mustang ones were. Pretty tough gearbox up to a point. You can break anything if you beat on it hard enough.

 

My guess would be that the engine in question will be putting out a lot less torque/horsepower than most health 5.0s! But if it is going to end up over say 350hp, then yep might want to consider something else (although there are mustang guys dragging with more hp that even that running T5s). Lots of better transmissions that's for sure, but they cost more and are harder to deal with.

 

Any one have any more ideas on the motor? Did the pics help any?

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Head are D2TE-AA, which according to google looks to be the standard 360/390 heads, and the sticker on the valve cover seems to confirm that. Can't make out any of the other numbers, you'll have to google them.

You probably have a pretty standard 360/390 truck motor. I would be hesitant to but a T-5 behind a FE, just for the amount of torque they produce.

 

I don't trust the valve cover, too easy to change them.

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As nobody has yet mentioned it.When dealing with that intake manifold,keep in mind that it weighs in the neighborhood of 115 pounds.
Good luck.Have fun.Be safe.
Leo

 

Here is a forum that specializes in the Ford FE:

www.fordfe.com

 

Looked up some values, hard to find much! The 360 is around 327 ft/lbs and the 390 around 376 ft/lbs. Not sure if that is pre or post smog heads? But 327 ft/lbs is pushing the upper end limits of a stock T5Z. So, if it was Hot Rodded any you would be correct, might want to look for a stronger tranny.

 

I would ask questions there, but they have not approved me to post yet....

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327ft/lbs is decent for the street. I ll keep my eye out for a better trans.
My friend has a c6 that he will give me, but I'm sure it is a small block c6

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Not sure there is such a thing as a small block C6, I will have to check. Think they were all C4s. C6 is a good transmission, but remember, no overdrive!

 

They did put C6 behind 351 like in trucks and vans, had one..

 

Five different C6 bell housing varieties exist for use with various Ford engine families:

• The Windsor pattern was used on the 300 I6, the Ford Windsor engines and the 351 Cleveland.
• The Cleveland pattern was used on the 351M and 400 versions of the Ford Cleveland engines and all of the Ford "385" engines.
• The FE pattern was used on the FE engines
• The rare 66 - 68 Lincoln MEL 462 pattern which was used on 66 - 68 Lincoln Continentals with the 462 engine and also on 68 - 70 Lincoln Continentals with the 460.

So, if you classify 300 I6 and 351 Cleveland as small ford engines, yes

 

Ford offered a c6 on 351 Cleveland's, and they were small blocks right?
But I did find out they made an FE C6.

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I just read about them on wiki.
I don't have enough luck for the one that my buddy has to be an FE trans.
No od would be fine for now.... Until I can afford the proper trans

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Had a C6 in a 77 Ranchero 351M way back when. The 79 Ranchero I have now w/351M has a C4 in it.

 

Looking at your pictures I can see the rear intake cork has already shifted & split. It will leak like crazy there. Like I mentioned before, it's easier to deal with the intake now than when it's in the vehicle. After you pull the intake it's only 10 more bolts to get the head off. Save yourself some trouble and pull the head now. That way you'll know what you have & it won't leak oil from the rear of the intake when your done.

 

Ford did offer the C6 behind 302s in limited quantity in vans and maybe pickups, but a much better choice would be the '80s/early '90s AOD.

 

I have a small-block bolt pattern C-6 behind a 351 C in my Model A. Same bolt pattern as a 302/351W. The C-6 for the 351M (the M stands for modified)-400's is the same bolt pattern as the 385 series engines (429-460). Good luck with your project.

 

AOD's never came with an FE bellhousing, they only came with the Windsor pattern. So there are two options: buy an adaptor from Bendsten's or Wilcap to go from the FE to the Windsor pattern, or machine the AOD bellhousing off and adapt a Cruis-O-Matic bellhousing to the AOD pump. Neither option is cheap by any stretch of the imagination. I know, I have seen me do it. If maverick3316 is using a barnyard 360 in his project, he is probably not going to want to outlay a bunch of cash for an adaptor. His best option is a 3spd + OD out of a mid 60's FE powered Galaxie, or a 4 speed top loader or C6 auto if he can get by without overdrive. A T5 anything will not last long behind a stock FE, let alone a built one. My little '62 352 FE makes 375 ft-lbs peak, and over 300 ft-lbs from 2500 rpms on up. A 2500 rpm clutch drop is not all that aggressive, and it would most likely scatter a T5 if any traction what so ever was found.

My AOD from Broader's Transmission with an adapted Cruis-O bellhousing.

 

pull the head. its not hard or much work, and you'll know exactly what you have.