Gary Lewis

Good info in that link, Jim. Thanks. Bill - I asked to join your FB group. Let's see if they let a 335-type guy in.

Oops! Just like a Holleycraft.

Don't forget to plug the vent. But, if you pull much of a vacuum you may implode the tank. Doesn't take much to flatten something that big.

And you didn't lose your post? Wow! But, I think you are saying the problem is that you were logged in but it wouldn't let you post. I thought I was having so,liar problems, but discovered that I really wasn't logged in. Since you can look at anything without being logged in it is easy to miss when you aren't - until you start to post. In my case it didn't show "Gary Lewis" in the upper right and I wasn't logged in.

While it is possible that you got a bad pump, I'm going to bet the problem is with a hose. Did you replace all the hoses? On a 2-tank setup there will be one from the tank to the steel line, one from the steel line to the valve, one from the valve to the front steel line, and then one from that steel line to the pump. A leak in any one of them can kill the vacuum and prevent pumping gas. And, I've seen original lines leak right through the wall of the hose. Or, it could be the valve if you have two tanks.

Welcome! Glad you found us. Signatures take some time to appear, but yours has now. Thanks for doing that.

I got the table done, so now Google will eventually find it and you'll be able to search for the suffix on the fasteners.

Which ones, Bill?

Thanks. I hope you are going to document what you do so we can follow along.

385 series engines started in 1968. Ethyl Hi-test 97 was available everywhere and the early C8, C9 & D0VE-C heads had small chambers and rail rockers but regular sized ports. D3 heads have bolt down rockers, big thermactor humps in the exhaust ports and a bigger chamber. Early engines also had a .022 lower deck height. Cutting block AND head costs more $ and results in needing custom pushrods. With dove heads I can deck the block, use stock pistons and pushrods to come in around 9-9.5:1 and have good quench. Guides and spring seats may need to be cut, depending on the cam chosen. Thanks for the info. 👍 Are there different D0VE heads? You mentioned -C heads, so are they the preferred ones? And that compression ratio with good quench should make a strong engine. I'll be following along. 😉

Your fuel pump stopped? Is it mechanical or electric? I would have thought it would have been mechanical originally.

Ok, thanks. Sounds like it will be good to have.

That engine went into the 1982 F150 Explorer, which was then sold soon thereafter. Still had the Motorcraft 2bbl but ran like it had a 4bbl and was still winding strong at 5000 RPM. I haven't seen the inside of a Holman-Moody engine. The closest I've been to one was the Cobalt boat my brother had. The valve covers proclaimed it was one of theirs, and we believe it. With the stock prop it would just spin from idle if you nailed it, and at 30 it would take the steering wheel away from you if you nailed it. He wound up with a Michigan Wheel prop they called an "elephant ear", and it tamed it. But then it would take the rope away from skiers. 😳 I'm uneducated on big block heads, but I'm anxious to learn. Bring it on!

Nice truck! Looks to be in excellent shape. 👍

I liked the XE256H I put in that 351W that we colluded on the valve swirling, head porting, etc. Would turn the tires from idle w/a C6 and 3.50's. But I don't know anything about it for a 460.

I think NAPA is a bit confused. Both part numbers are said to fit my truck, and both give you two items with the same UPC code. But one is $2.24 and one is $5.66. I know it says $2.24/ea, but it says you get 2 adjusting screws and it is the same UPC. But even if it really was each, that would be $4.48, not $5.66.

Today I did more upgrading of several pages to help Google find them. (Google can't tell what's in a picture, so needs words to describe the contents of the page.) While doing that I looked at the Fastener page, and realized that it should be Fasteners & Illustrations since it also has many illustrations, so I changed it. (Don't worry Chris, I did a redirect.) I also added content to that page because I knew where good information was on the fastener finishes - Ford's Standard And Utility Parts Catalog. The easy way was to just post screen-grabs of the two catalog pages, and I did that. But, those pages are .... no fun to read. Further, Google won't find their content since they are pictures of text. So I created a PDF of that info and cleaned it up a bunch. But, then I realized that Google won't find that content either, so I started creating a table which Google will be able to find. I only got maybe 1/10th of the way done, but wanted to know what y'all think. Will that table, the one at the top, be helpful? Or, maybe I should ask, will it be helpful to people to find that information via a Google search?

Just to follow up on this, I've revised the information I had on this website about the headlight adjusting screw. If you had clicked on the blue box surrounding the #13032 on the page in the link you'd have been taken to a picture of the screw and nut and a link to Dennis Carpenter as a source. But, I've added the bit about it being a 10-32 screw as well as the Dorman number and another source - Amazon. In addition I've realized that the #13032 is oddly-placed on the master parts catalog's illustration that I'm using and isn't easily associated with the screw and nut. Yes, there are two black arrows pointing from it to those two items, but that wasn't intuitively obvious to me, so I added red arrows hoping to make it more obvious. All in all, this has been a very helpful exchange!

I don't need the pickup either, but Big Blue's pan is dented and both the gasket and dip stick leak like a sieve, so I'm going with that pan when I can pull the engine and fix the multitude of problems. As for eBay sellers, I've been lucky - most of the ones I've used have shipped quickly. But that's not always the case, and I hope you get that choke cap soon. On the weatherstripping, we don't have a longevity report, but Ozark1 reported this on this thread on FTE: It looks like we only have two true sources, so if the Chinese version doesn't last I'd try the Indian version. And, reading that thread I was reminded that I promised to make a page about this subject on my web site - and haven't done so. Maybe soon.

Yep, that's the one.

Big Blue is running the Edelbrock cam. I've read where people say it isn't enough cam, but it'll pull well from idle. I can lug it down to 500 RPM and it'll handle it without a fuss. So, if you want power from idle it is a good one. But it probably gives away top end. As for the pan, didn't you recommend a pan for Big Blue w/an o-ringed dip stick?

Whew! I thought I'd gone 'round the bend. Yes, III or IV.

Yes, that helped a bunch. Thanks!

Not sure I understand what you said, Ken. There wasn't a 302HO in any year in the trucks. And this one appears to have had a carb, so it would have been a 2bbl feedback Motorcraft with a computer to drive it. Right? And with a computer running the carb it would run the ignition timing as well. Or, am I lost? That would be easy given what is going on right now - more about which later.

Jim - I'm not sure of much of anything. But my remembrance is that F150's didn't have a heavy enough GVWR to dodge the emissions requirements in '84, so all of the 302's had computers. If that's true, then David's 302 must have been converted to DS-II. Or did I misunderstand?