Jump to content


  • Content Count

  • Joined

  • Last visited

  • Days Won


dcm0123 last won the day on January 7

dcm0123 had the most liked content!

About dcm0123

  • Rank
    Advanced Member
  • Birthday 02/27/1957

Recent Profile Visitors

The recent visitors block is disabled and is not being shown to other users.

  1. In 1971 Ford went to the an integral power steering box similar to the Borgeson in the Mustang. Has anyone ever tried to adapt this system to a 69? I see differences in size such as the length of the shaft going to the pitman arm but I not sure if mating parts such as the pitman arm compensate for it.
  2. Sometimes the connector goes causing the switch to overheat and fail. Replacing the switch when this happens is a temporary solution unless you replace the mating connector. If you can get it to work, leave it on for a while then touch the wires coming out of the connector with your hand. If you feel heat, replace the connector as well. Unplug the connector and look for signs of burning on the electrical sockets or plastic inside the connector. This is a sign the connector is bad. If the contact is bad enough, you may not be ale to get the lights to work. As mentioned above many people buy a relay kit and use the switch to only pull in the relay. The advantage of this is you do not run the high current the headlights requires through the switch. This current is what causes the connector and switch to fail.
  3. Having been hit by a Ford Flex fan blade after the blade cracked I would caution everyone from using a flex fan by any manufacture. .
  4. Is there an advantage on setting rollers like this vs while the engine is running? How about non-roller? Reason I ask is it is easy to set it wrong using the above method (I have done it). Some cars such as those with rocker shafts leave you no choice but set to a gap, not turns of the nut. . If you have comp can lifters I suggest you call them, explain what you have and ask for the correct preload to use. My son has them in his 390. We set to a preload equivalent (measured the gap) of 3/4 turn which was on one set of instructions from their website but he had ticking. We then found another set of instructions of a later date for the same lifter series which said to set for 1 turn. This eliminated the ticking. These were not roller lifters. They came with the Comp Cam camshaft kit. Not enough preload causes ticking but should run decent. To much preload causes valves not to close which results in poor idle etc. When I initially started the 351w after rebuild it idled poor. This was because a valve was not fully closing even when set to 1/2 turn (not Comp Cam). I knew this was the problem because I measured the compression. I backed the rocker nut off more and the compression went up. I am not sure if this was because of a lifter problem or I put moly grease on the face of the lifter and may have accidentally put some in the bore which ended up inside the lifter hydraulic system.
  5. If you have conventional hydraulic lifters and adjustable pedestals with self locking nuts- heat up the engine, remove the valve cover, with the engine running back the nut off until it just starts clicking, then tighten 1/2 a turn. Some folks say tighten 3/4 a turn or more but I typically set it at 1/2. If you have Comp Cam brand lifters, refer to their documentation for how many turns to tighten- this may be between 3/4 and 1.5 turns.. You may want to make a baffle the length of the head from aluminum flashing to keep the oil inside the head if it splashes over the headers and fenders. If you have non adjustable rockers like they use on later model engines, let me know and I will explain how to shim them.
  6. Spray WD40 or carb cleaner in areas you think you have a leak. If engine changes speed, you have a leak. You will have a problem with your power brakes at 10" vacuum. You may have to install an electric vacuum pump kit as we did to provide the assist for the brakes. We have about 12" due to cam design. If your carburetor has a vacuum operated power valve, you need to find out what vacuum it opens up at otherwise you may flood your engine. The rating of the valve must be for vacuum lower than the vacuum your engine runs at. If you valve is rated 10.5" vacuum then it will be open and pouring in gas when it should not be. Holley carbs typically have power valves. We had to change ours. You probably want one rated for 3-4" vacuum. They are less than $10. Not sure if the low vacuum will affect the transmission shift quality or how to fix it. https://www.summitracing.com/parts/hly-125-35?rrec=true
  7. In past I have checked for leaks of water into the combustion chamber by removing rockers, bringing cylinder to top dead center and screw an adapter into the spark plug hole to pressurize with 100 PSI air. This is how we used to change valve stem oil seals without removing the heads. With your radiator filled and cap off, look for air bubbles. Who built the engine? Were the surfaces inspected closely for signs of gasket material remaining on them? Are the block, heads and intake the original ones? If you end up stripping it down and do not find a problem you may want to have the head checked for cracks before you reassemble it. Make sure the intake gasket matches up with both the head and intake ports. Maybe a good idea to put a thin coating of RTV made for coolant system around the water ports going through the gasket front and rear. Same with the timing cover gasket water ports. Check the timing cover surfaces closely. They corrode around the coolant passages. I had to replace mine. You may want to start there before you pull the intake. Not sure how to detect water going directly into the oil such as from head gasket or intake unless you take it apart and look for a damaged gasket. Only way I can think which might work is mix a fluorescent dye used for leak detection with the coolant before you take it apart and run it. Drain the engine good before you disassemble. When you open it up look for traces of the dye coming past the gaskets. In the dark a UV light will cause the fluorescent dye to glow. Not sure where you can buy the dye. We use this at work to look for water leakage on products we build. A similar dye is used in AC systems to look for leakage.
  8. Check the connector on the headlight switch. They are known to go bad. Look for signs of heat damage to the plastic or damage to the metal sockets in the connectors. Verify the metal socket in the connector engages the spade on the switch when you connect it. The fuses for the courtesy light and dash lights are in the fuse box, not the headlight switch.
  9. I ended up rebuilding mine twice. It would not idle right after first rebuild. Second time I used pieces of piano wire to clean all of the small ports which solved the problems. When possible I used a brazing torch tip cleaner which is designed to clean the brazing tips for oxygen/acetylene torches. The kit has many different size wires which act as files. Using the carb cleaner itself was not enough for a 50 year old carb. Just because you have flow when you spray the carb cleaner through a port does not mean it is open enough to run properly. If you have an old carb, before you put it back together you may want to do the same.
  10. Check the ground connection between the bracket on top of the solenoid and the fender. This connects the coil which energizes the solenoid to the ground.
  11. If you have to return the system you borrowed, CJ Pony has kits for $350+ Most other places want you to send your power booster in to have it rebuilt then they send back to you. https://www.cjponyparts.com/mustang-power-brake-boosters-power-brake-conversion-kits/c/60030140/
  12. Did you verify the hose is not plugged? Here is a new booster for $85 in USA. Not sure if they will ship to Italy. Comes with rod and check valve. They do no have the dual diaphragm unless you buy complete kit, only 9" single model. On this website the only one with the dual diaphragm is the manual transmision version, says single 9" is for automatics. https://www.cjponyparts.com/cj-classics-brake-booster-bendix-style-9-black-1967-1969/p/BOOSTER6/ If you are doing a conversion from manual to power brakes, the brake pedal is supposed to be changed as well. Possibly because the linkage is different. See the above website.
  13. Bearing looks to be good condition. Let us know how you make out when you run the test with and without vacuum.
  14. Vacuum you have is good. Increase the rod clearance to .125 and see if it helps. Below is a link to a good overview how a power booster works. It also says a way to determine if your power booster is bad on slide #39. Failing this test could also be caused by not enough rod clearance so if you fail, increase clearance.
  15. All master cylinders which should be used with power boosters made for a 1969 mustang and a Ford Granada have a 15/16" bore which is the hole the piston goes in. If yours measures 1", it is not designed for use with a power brake booster. There could be other differences internally to the cylinder or possibly externally which is why I suggested you measure the depth of the hole in the piston.and compare them. If you put a power booster from a Granada in a Mustang and did not confirm the length of the rod with the eye in it which is attached to the brake pedal is the same as the Mustang one, it could also be your problem. Power brake boosters from a 69 Mustang have dual diaphragms. A power booster from a 1975 Ford Granada has a single diaphragm. A single diaphragm can not develop as much power as a dual diaphragm but this does not sound like you problem. Concentrate on checking the clearance noted below. If there is not enough clearance when your foot is off the brake petal, between the rod you made and the bottom of the hole in the piston which it contacts, the brake system will not work properly. This is why I suggested trying a shorter length rod. I read several articles on line and it says the clearance between the end of the rod and the bottom of the hole should be between 1/16 and 1/4 of an inch. It also suggested using clay to determine the clearance. Assemble then remove and measure the thickness of the clay. I did this before and it fixed the no power assist problem. If you pull the vacuum hose off including the check valve which is pressed into the rubber grommet on it, it will release all the vacuum. The pedal should travel much less and come to a firm stop than when you have full vacuum. The same will happen if you stop the engine and repeatably step on the break pedal because this will drain all the vacuum. If you do not notice a difference, either your power booster is bad, you have the wrong master cylinder or you have the wrong length rod. You need a minimum of 17" of vacuum to have full power as stated in the link below. Please read it since it also explains why a MC for power brakes has a smaller bore than one for manual brakes and states a single diaphragm has less power than a dual.. The rod you used does not look like a hardened steel bolt. If it was not, please look for a grade 8 or higher steel bolt which typically will have 8 dash lines on the hex head. If you use a soft bolt, it may break just like your original one and cause you to loose all your brakes. I would buy a hardened hex head bolt and grind the head into the shape of the head on the original rod. To small a contact area with the piston in the cylinder may cause excessive wear or damage. Looking at the 2'nd picture from the top I see damage already in the bottom of the hole. https://www.speedwaymotors.com/the-toolbox/braking-components-selection-and-design/28678
  • Create New...