And the modular capability of Hondas as well... everyone thinks parts should just "fall into place" original hot rodders were using parts from machinery not even designed for the road!
Yes, Fords can be quirky, but who can keep track of all of the different LSx, LTx, etc combos used in Chevy's. If the stroker motor builder had just used the standard 28 oz imbalance for the crank, it would have made your life a lot simpler. Don't blame Ford on this one, it lands on the engine builder, in my opinion.
You can take a Chevrolet transmission from 1957 and bolt it and set it up rather easy on a engine from 2021, or vise versa. That is why Chevrolet is the hot rodders choice. Fords have different oil filters from year to year. Fords is fast and there badass if you got the money and the time. But your right if you or your builder know the motor and it’s quarks your build will always be easier
The engineers at Ford never designed the SB Ford to be internally balanced. If you would have had a traditional externally balanced rotating assembly, you could have just used a stock flex plate for a 1st Gen Ford Lightning
Fwiw my 95 f150 made 350rwhp on motor and I’ve sprayed it with a 175 shot and it’s been mid 11s and tons of street miles with a stock used unknown mileage e4od flexplate. I’ve heard of them breaking too but mine has been fine for almost 10 years and probably 50,000 miles with this combo. And my original 302 flexplate never broke and that had 340,000 miles. I’m a die hard ford guy and it took me a bit to learn the weird quirks of the ford production line. But the challenge is worth it to me. Chevy stuff is easy bc it’s been done to death.
Call Richard at Precision Transmission in Amarillo, TX. If anyone will know the solution, he will. His knowledge is unbelievable. Positively encyclopedic.
1. Chevy guy: I've had Chevy flexplates break too much so I don't want to use the stock Ford flexplate. 2. Chevy guy: The flexplates for other engines don't fit! 3. Chevy guy: I could use junkyard Chevy parts and have this all work (see No. 1). Ford guy: *squints* Keep working on stuff. I like your channel and watch almost all your videos. Also keep working on Fords. You'll learn the stuff and be an expert. Learning new things is almost always worthwhile.
haha... for number No.1 it was a stock FORD flexplate that I've replaced and was referring to, and where my hesitation comes from. But yeah, I for sure need to learn a lot more about Ford.
@parker bethke do some research on the 460 used in the mud racing application you will be surprised it’s a popular engine that can handle high horsepower and rpm’s for a extended period of time
@parker bethke 460 would be good in some kind of 4x4 solid axle low revving rock crawler or trail rig. As far as prerunners go even a nice high revving 302 build would be cool. 408 Windsor is a sweet engine too
@@davisstephens8405 it’s all personal preference and afr heads are great,they also have other comparable heads to afr. Regardless of which route you choose you have to pay to play
@@jakewade7388 Hard to believe but im 59 and i changed my first engine when i was 15 and i worked at 2 re and re shops 3yrs at one and 6 at the other and i often did one a day. that was in the 90's and i have change a shit load for my kids and at my work when i moved away from the city. Still doing the odd one here and there but they last much longer now. Last one i did was at the ford dealer cab off 6.2 those are stupid easy.
"so many variations of simple parts" yeah ford in a nutshell, it's good that they tried to keep things updated, it's bad when you need to know what one of 6 different alternators you need on a 98 5.4 f150 (need to know down to the day it was made,what phase of the moon it was, and if jon or steve put it together :D)
Ford converter bolt circles were 10.5" and 11 7/16". Small housing case fill C4 used the small pattern. Pan fill big housing C4, C6 and all Metric transmissions used the big pattern. What complicates Windsor issues further is 302 balances different than 351W and both got different balance weights throughout production, so you have to know what era engine you have.
I've seen a video or 2 but never clicked subscribe. Have now. Appreciate the simplicity to your videos and how there detailed and you actually show work getting done.
Spacer between the torque converter and flex plate if the studs are long enough, I couldn’t tell in the video. Oh I see you don’t like that idea. I would do it in a heartbeat if the studs are long enough
LT given the new power output of the new stroker engine and new torque converter with a slightly higher stall speed is needed anyway man. So, just talk to your customer, talk to a couple trans reps and select a new torque converter that will work properly for the power and mounting issues. This will solve all of your issues and allow you to use one of the flex plates you currently have so later if problems arise a new flexplate will be easily attainable. Plus, without taking cam specs, rear gear ratio, tire size, engine cubic inches, engine power output and trans input torque rating into their thought process will certainly ruin the trans and cause trans problems or the need of a unnecessary trans overhaul. Oh and your right 100% about Fords and Ford guys, most of us already do know what options we have and the hinderances as well. So, no we wouldn’t struggle with this issue as you have and no Ford guy with any kind of loyalty to the Ford Product would ever put GM parts in our Ford. Only guys that want cheap power that they have to constantly tinker with do that kind of blasphemy, lol. True Ford guys stay true to the Ford product and find ways to keep Fords actually powered by Ford engines instead of being that guy with the mutt at the track.
Disagree about *needing* a higher stall. This guy is getting a total increase across the power band there is no need for a higher stall unless he is using it for a certain application. Also torque converters are not going to stop your tranny from blowing up from the new engine. That will happen with or without a new TC.
@@shakenfake please go back to LT’s previous video where he showed the hp and torque curve of this engine, you’ll see why he should install a slightly higher stall torque converter. Yes changing the torque converter to a slightly higher stall will allow the engine to be in the new power band of the new engine. Also, given the old trans is unknown when it was rebuilt if at all and how it was serviced screams for a slightly higher converter stall speed. This new hp and torque of the stroker engine will burn up especially the old trans unless a properly selected torque converter is installed, any professional trans tech will tell you that because this is going to be a purpose built truck now. It’s no longer a grocery getter anymore.
Ford is it's own deal era specific, since they began. Back in the day you fabricated it or kept in the generation of what you are using. I thought all the stuff you made and built you knew that. Happy Independence day or Fourth of July to you and your family! Good luck LT
Any good transmission shop should be able to cut the front off that one and weld up what you need. It's been years since I've had it done but it is doable.
Welcome to the wonderful world of Ford where they throw whatever they have into the production line. 1978 there were 8 different variations of the same transmission just because they could. I personally like Ford trucks. I just absolutely loathe working on them and this is why I have stayed with Ram or Chevy. Do they make an SFI flex plate for the 300-6? Might be an option
300-I6 SFI flexplate is exactly what I was thinking also. E4OD is based on the C6 trans, 351M/400 use same bellhousing pattern as 385 series engines. Don't know if any of this helps LT but good luck brother!
Put washers on the studs, there's a pretty big tolerance on the torque converter spacing between the flex plate and the converter. You may not need all the washers that you think you do, because the factory may not have had the torque converter spacing set right from the factory. Put it together and check the spacing and go from there
Most of those SFI flexplates are designed for the aftermarket converters that have the welded on landings for the bolt up. So I believe that is why the flywheel is a little deeper. If the converter has to slide forward just a little, it should be fine. As long as the ring gear teeth line up ok. Now on the timing marks, the SBC's had three different locations for their timing marks as well. The one behind the water pump is the one I don't like. The Windsor's coming from the Winsor Ontario plant started in 1962 with the 221 cid. The AOD is indeed a good choice to go with this build. A well built AOD with 4R70W guts with hydraulic programming, solid 300M input shaft and a C6 billet converter, problems solved. I run this setup in a 62 Falcon, with a 333 inch Windsor, 2x4's on top making about 450 HP. Using that SFI wheel you showed and works fine. They all have their pros and cons, they all have good engineering, The main thing is they are all American Iron!
This is why I don't own a Ford. I had a85 F-150 that was a good vehicle but living in northern Ohio at the time the body just rotted away and fell apart even with attention to detail in washing and waxing frequently. Good Luck LT.
I’ve beat a couple dozen or more balancers on in my life. It’s the way I was taught. I’ve never had a problem. I’m running a 390 almost everyday I beat on with a hammer in 2013. I see a lot a stuff the TV people and TH-cam people say , oh you can’t do that. It’ll ruin it and I’ve done and seen it done for 40 years without problems. I assume that’s the difference in book taught in a school and self taught in the back yard.
This is when you yave to have a sit down with the old ford mechanic local to you and just pick his brain for a little while...you know, the guy that worked with hand tools and not battery operated stuff like we use currently. Pick his brain and he just might give you the answer you need. Dont give up even if you are frustrated
Had to run a 351w flywheel on my 347 28 oz balance. But ZF trans was direct bolt in swap for m5od (minus custom driveshaft). Fords are fun. When they work.
I feel your pain! I'm 4 headers/exhaust manifolds into my build and have clearance issues. Big block chevy into a 55 chevy truck with stock steering box. A total nightmare. What stall speed does that engine recommend? Probably not a bad idea to increase the stall........ If tight on funds run the 300 flexplate and paint yourself a note this way in the future if you have to drop it, you can be reminded of the nightmare.
LT , we just put a 91 302 together the problem we encountered is the two bolts on the back of the water pump stuck out too far and cause a water pump to leak.
Get a C6 transmission. Your gonna need a stand alone computer to run that crappy e40d anyways. Eliminate as many computer operated things as possible. Get a C6 from gearstar thats built to handle that 500 hp.
@@TanCalHan think so? Go drive a 6L80E. The cost of an aftermarket stand-alone controller for an E40D is most of a thousand dollars. You can rebuild and swap an A518 for less.
Everything with Ford is a damn science project lol!!! God bless you for working on a Ford!! Seems to be Ford guys like to spend a lot of extra money to prove a point they can beat a Chevrolet!! And yes great job you can do it by spending 3 times the money lol!
Do they make an SFI certified 300 straight 6 flex plate? Just throwing stones out there. I knew Ford was crazy like that, but didn’t know how crazy it actually was.
Bring the flywheel to a machine shop and have them put the flywheel in a lathe and turn the weight off and balance it to zero and Bronco grave yard. Com has all of the conversion flywheels and mounts for big blocks and small blocks
The big problem is the stroker kit used in this engine. If it was the factory crankshaft (or an external balance crankshaft) this issue wouldn’t exist.
Would you be able to make a y-pipe like the one in this truck and ship it??, I've been looking for a y-pipe for my 351w bronco and can't find one and the one you made for this truck would work and didn't know if you'd be able to duplicate it
I've heard similar horror stories about trying to select the proper water pump and water pump pulley with small block Fords there's so many different offsets just becomes incredibly difficult. Luckily my big block Ford hasn't given me too much trouble however it is annoying when I need to buy top end parts and headers because the head castings for the fuel injected Ford that I'm working on are unique and completely different from all the earlier castings as far as Port locations. I totally understand that frustration though, the other day I watched the exhaust video you made and decided to do my own exhaust and I was feeling the exact same frustration. It seemed like nothing was working right for me but eventually I got it mostly done and I should finish up on the 7th when more parts come in.
I started following because you werent doing an LS swap on this build… LS swaps are over done cause they are STUPID simple… take your time, get it done right… nothing worth doing is cheap, simple, or easy but it will be totally worth it
Dido, saw the comment above saying thats why gearheads just ls sawp everything. I about dropped my phone. Take the time, do more research, hell call some ford mechanics and do it the right way as you said. Screw LS swapping every stinking thing. Id contact the engine builder
I have a similar problem on a city cargo van . Wht I did I cut the backing plate behind the flex plate and used the starter circle on front off the starter basically what are you are doing is pull the starter away from the flex plate or get a shorter nose starter
Either remove the weight off the old one, or take the measurements from the 4.9L flex plate and have a custom one made for the application. Even ford parts guys get frustrated for similar reasons.
Fords are a pain to work on. It is not just the Windsor, older sixes and big blocks are the same story. Lots of old Fords are too cool but are so hard to find "the" part you need. Even local car clubs or the net often have trouble getting you the answer you need.
@@LawrenceTolman So you're blaming Ford for not being able to use their STOCK truck converter on a zero balanced engine that NEVER existed from the factory. FU
You haven't actually measured your torque converter spacing. You just measured flex plate offset on the bench and compared it to the stock flex plate. It is all different now with a different engine. You can pull the TC out of the trans a little as long as it is still within spec. Stuff the engine in and measure the TC spacing.
Will you stop with your reality of how things are done. You have to think like as LS guy, which is all LT is. It has to be spelled out so a 5 year old can do it.
You should use the ford 300 flexplate that fits for the time being because even that flexplate is stronger than the trans and will easily outlive it. Then when the owner upgrades the trans the rest can be sorted out at that time with more options to correctly resolve the issue.
there is a thin block plate, but its thickness isnt a factor since I'm the dimensions I'm using to compare all these flexplates is referencing the crankshaft flange..
What do you expect when you go from an external balanced engine to an internally balanced. You can complain all you want but going to a stroker engine caused the issue.
Ls swap is what if sounds like it needs. The stories I've heard from ford guys trying to get clutch linkages and bellhousings to work together with the clutch is always an absolute nightmare to me. I've never even heard of a foreign manufacturer doing nonsense like ford does with their transmissions.
Ok so you’re putting 450Hp into a stock E4OD transmission, not gonna hold up brother so might as well go with a built unit, then you can justify going with that Circle D converter and billet flex plate. The stock unit shifts like crap anyways!
I'm too lazy to research it for you, but I would think the flexplate from an OBS 98 F-250 would work; last year of the 351/A4OD combo, and likely a fairly HD factory flexplate. Another option may be to contact factory Ford performance. At one time they were Ford Performance Parts. A simple web search should turn it up.
So...aftermarket internal balance stroked crankshaft on a Ford Windsor engine that was always a factory internal balanced engine, aftermarket flex plate and somehow its Ford fault they do not play nice with each other? Think you need to chat with an aftermarket transmission swap guy...
Pre-runner style truck: I'd do as others have suggested and get a C6. Build the C6 a bit and you'll be good to go. But.... I'd drop a bit more coin, and slap a Gear Vendors O/D unit on the back.
Ls swapping has really softened up gear heads. The fun is the challenge, easy times make weak men.
And the modular capability of Hondas as well... everyone thinks parts should just "fall into place" original hot rodders were using parts from machinery not even designed for the road!
Yes, Fords can be quirky, but who can keep track of all of the different LSx, LTx, etc combos used in Chevy's. If the stroker motor builder had just used the standard 28 oz imbalance for the crank, it would have made your life a lot simpler. Don't blame Ford on this one, it lands on the engine builder, in my opinion.
You can take a Chevrolet transmission from 1957 and bolt it and set it up rather easy on a engine from 2021, or vise versa. That is why Chevrolet is the hot rodders choice. Fords have different oil filters from year to year. Fords is fast and there badass if you got the money and the time. But your right if you or your builder know the motor and it’s quarks your build will always be easier
Being Ford guy can be painful at times. We tend to be gluttons for punishment lol
I know what you mean.
Always getting your ass kicked by Chevrolets and Mopar products 🙄
The engineers at Ford never designed the SB Ford to be internally balanced. If you would have had a traditional externally balanced rotating assembly, you could have just used a stock flex plate for a 1st Gen Ford Lightning
Fwiw my 95 f150 made 350rwhp on motor and I’ve sprayed it with a 175 shot and it’s been mid 11s and tons of street miles with a stock used unknown mileage e4od flexplate. I’ve heard of them breaking too but mine has been fine for almost 10 years and probably 50,000 miles with this combo. And my original 302 flexplate never broke and that had 340,000 miles.
I’m a die hard ford guy and it took me a bit to learn the weird quirks of the ford production line. But the challenge is worth it to me. Chevy stuff is easy bc it’s been done to death.
Hey I do agree there, chevy stuff is overdone for sure. But I do like it
Call Richard at Precision Transmission in Amarillo, TX. If anyone will know the solution, he will. His knowledge is unbelievable. Positively encyclopedic.
Bump I second this
Welcome to the world of Ford. Been there done that buddy, hang in there you'll figure it out eventually.
1. Chevy guy: I've had Chevy flexplates break too much so I don't want to use the stock Ford flexplate.
2. Chevy guy: The flexplates for other engines don't fit!
3. Chevy guy: I could use junkyard Chevy parts and have this all work (see No. 1).
Ford guy: *squints*
Keep working on stuff. I like your channel and watch almost all your videos. Also keep working on Fords. You'll learn the stuff and be an expert. Learning new things is almost always worthwhile.
haha... for number No.1 it was a stock FORD flexplate that I've replaced and was referring to, and where my hesitation comes from. But yeah, I for sure need to learn a lot more about Ford.
It’s the Torque Gods demanding you to do a 460 install.
@parker bethke do some research on the 460 used in the mud racing application you will be surprised it’s a popular engine that can handle high horsepower and rpm’s for a extended period of time
@parker bethke 460 would be good in some kind of 4x4 solid axle low revving rock crawler or trail rig. As far as prerunners go even a nice high revving 302 build would be cool. 408 Windsor is a sweet engine too
460 Windsor strokers aren't cheap, big 460s have crap heads, AFR 280s aren't cheap.
@@davisstephens8405 it’s all personal preference and afr heads are great,they also have other comparable heads to afr. Regardless of which route you choose you have to pay to play
@@aden6946 no matter which 460 you choose, neither is a good choice
This nonsense is why I don't mess with Ford's xD.
Surely a call to TCI would work this out.
Just grind the weight off the original and move on
Pretty much a no brainer. I have seen plenty of GM broken flex plates but never a ford and i have changed over 2000 engines in my time.
@@frozenstang3868 I've changed a ton of chevy flex plates as well never a Ford for cracking just for teeth on the flywheel
@@frozenstang3868 2000?
@@jakewade7388 Hard to believe but im 59 and i changed my first engine when i was 15 and i worked at 2 re and re shops 3yrs at one and 6 at the other and i often did one a day. that was in the 90's and i have change a shit load for my kids and at my work when i moved away from the city. Still doing the odd one here and there but they last much longer now. Last one i did was at the ford dealer cab off 6.2 those are stupid easy.
@@frozenstang3868 That is impressive.
"so many variations of simple parts" yeah ford in a nutshell, it's good that they tried to keep things updated, it's bad when you need to know what one of 6 different alternators you need on a 98 5.4 f150
(need to know down to the day it was made,what phase of the moon it was, and if jon or steve put it together :D)
I have a late year 95 F150, they were making changes to meet ODBII deadline in 96 so I do need manf date for some parts lol
This is why everyone puts a Chevy in everything.
I though it was dodge motors everyone put in
The 351m and 351 Cleveland are different motors than the 351 windsor. Did I miss why you ordered the 351M flex plate?
Ford you are killin me. Can’t wait to see the solution.
“I don’t know if Ford guys don’t usually use a tape measure or what......”
😂😂😂
You deserve some sort of an award for all of that.
Ford converter bolt circles were 10.5" and 11 7/16". Small housing case fill C4 used the small pattern. Pan fill big housing C4, C6 and all Metric transmissions used the big pattern. What complicates Windsor issues further is 302 balances different than 351W and both got different balance weights throughout production, so you have to know what era engine you have.
Correct. What the builder gave him was a 302 flywheel. I can bet the builder could get him a flywheel.
I knew I was a Chevy guy for a reason. (says the guy who's owned 1 Silverado and 7 Toyota trucks)
The company who sells the crank will be able to tell you what you need to make it work. Might be a converter change vs a flexplate change.
Put washers on the studs, I do it all the time. Just make sure they fit snug on the studs.
studs not long 'nuff
@@zarkeh3013
Yes they are, I've done it. I think he is just skeert😄
@@zarkeh3013
That's what she said 😅😂🤣
I've seen a video or 2 but never clicked subscribe. Have now. Appreciate the simplicity to your videos and how there detailed and you actually show work getting done.
much appreciated!
Yeah,, the ford guys are all into physics and quantum mechanics and the chevy guys are still doing coloring books 😂🤣..
Spacer between the torque converter and flex plate if the studs are long enough, I couldn’t tell in the video. Oh I see you don’t like that idea. I would do it in a heartbeat if the studs are long enough
LT given the new power output of the new stroker engine and new torque converter with a slightly higher stall speed is needed anyway man. So, just talk to your customer, talk to a couple trans reps and select a new torque converter that will work properly for the power and mounting issues. This will solve all of your issues and allow you to use one of the flex plates you currently have so later if problems arise a new flexplate will be easily attainable. Plus, without taking cam specs, rear gear ratio, tire size, engine cubic inches, engine power output and trans input torque rating into their thought process will certainly ruin the trans and cause trans problems or the need of a unnecessary trans overhaul.
Oh and your right 100% about Fords and Ford guys, most of us already do know what options we have and the hinderances as well. So, no we wouldn’t struggle with this issue as you have and no Ford guy with any kind of loyalty to the Ford Product would ever put GM parts in our Ford. Only guys that want cheap power that they have to constantly tinker with do that kind of blasphemy, lol. True Ford guys stay true to the Ford product and find ways to keep Fords actually powered by Ford engines instead of being that guy with the mutt at the track.
Disagree about *needing* a higher stall. This guy is getting a total increase across the power band there is no need for a higher stall unless he is using it for a certain application. Also torque converters are not going to stop your tranny from blowing up from the new engine. That will happen with or without a new TC.
No to "Built Ford Tough w/ Chevy Stuff"?
@@shakenfake please go back to LT’s previous video where he showed the hp and torque curve of this engine, you’ll see why he should install a slightly higher stall torque converter. Yes changing the torque converter to a slightly higher stall will allow the engine to be in the new power band of the new engine. Also, given the old trans is unknown when it was rebuilt if at all and how it was serviced screams for a slightly higher converter stall speed. This new hp and torque of the stroker engine will burn up especially the old trans unless a properly selected torque converter is installed, any professional trans tech will tell you that because this is going to be a purpose built truck now. It’s no longer a grocery getter anymore.
Ford is it's own deal era specific, since they began. Back in the day you fabricated it or kept in the generation of what you are using. I thought all the stuff you made and built you knew that. Happy Independence day or Fourth of July to you and your family! Good luck LT
You should get an aftermarket torque converter with the flat flex plate.
Problem is circled right on the front of the truck.....
In my 44 years I never heard that.
@@davisstephens8405 I'm 44 and hear this all the time
@davisstephens8405 thats because it's been a while since you were in the 4th grade, where this old as dirt brain-dead saying is used.
Any good transmission shop should be able to cut the front off that one and weld up what you need. It's been years since I've had it done but it is doable.
Time to get into machining bud. You got the brain for it.
I'd love to learn a lot more about CNC programming and get a machine someday
Very enjoyable content. Looking forward to the nitty gritty details of the sniper install and wiring.
Welcome to the wonderful world of Ford where they throw whatever they have into the production line.
1978 there were 8 different variations of the same transmission just because they could.
I personally like Ford trucks. I just absolutely loathe working on them and this is why I have stayed with Ram or Chevy.
Do they make an SFI flex plate for the 300-6? Might be an option
300-I6 SFI flexplate is exactly what I was thinking also. E4OD is based on the C6 trans, 351M/400 use same bellhousing pattern as 385 series engines. Don't know if any of this helps LT but good luck brother!
built c-6 with gear vendors od?
Now, let's talk about 385 series crank snouts...
Put washers on the studs, there's a pretty big tolerance on the torque converter spacing between the flex plate and the converter. You may not need all the washers that you think you do, because the factory may not have had the torque converter spacing set right from the factory. Put it together and check the spacing and go from there
Can you get a machine shop to turn you custom spacers to get that last plate where you want it to be?
OK, lets be honest now, how many combs of the small block bowtie starters, flexplates and flywheels are there over time?????
yeah, they did have a few combos as well...
Most of those SFI flexplates are designed for the aftermarket converters that have the welded on landings for the bolt up. So I believe that is why the flywheel is a little deeper. If the converter has to slide forward just a little, it should be fine. As long as the ring gear teeth line up ok. Now on the timing marks, the SBC's had three different locations for their timing marks as well. The one behind the water pump is the one I don't like. The Windsor's coming from the Winsor Ontario plant started in 1962 with the 221 cid. The AOD is indeed a good choice to go with this build. A well built AOD with 4R70W guts with hydraulic programming, solid 300M input shaft and a C6 billet converter, problems solved. I run this setup in a 62 Falcon, with a 333 inch Windsor, 2x4's on top making about 450 HP. Using that SFI wheel you showed and works fine.
They all have their pros and cons, they all have good engineering, The main thing is they are all American Iron!
Look at the F250 Ford flex plates. They used the 351 with E4OD.
This is why I don't own a Ford. I had a85 F-150 that was a good vehicle but living in northern Ohio at the time the body just rotted away and fell apart even with attention to detail in washing and waxing frequently. Good Luck LT.
I’ve beat a couple dozen or more balancers on in my life. It’s the way I was taught. I’ve never had a problem. I’m running a 390 almost everyday I beat on with a hammer in 2013. I see a lot a stuff the TV people and TH-cam people say , oh you can’t do that. It’ll ruin it and I’ve done and seen it done for 40 years without problems. I assume that’s the difference in book taught in a school and self taught in the back yard.
BFH and a bit of 2x4
Calm down Karen.
@@jorgyr36 no reason to I’m not excited. Just facts.
This is when you yave to have a sit down with the old ford mechanic local to you and just pick his brain for a little while...you know, the guy that worked with hand tools and not battery operated stuff like we use currently. Pick his brain and he just might give you the answer you need. Dont give up even if you are frustrated
Had to run a 351w flywheel on my 347 28 oz balance. But ZF trans was direct bolt in swap for m5od (minus custom driveshaft). Fords are fun. When they work.
and 31 spline transfer case pattern on 4x4's! ... when it works, lol
I feel your pain! I'm 4 headers/exhaust manifolds into my build and have clearance issues. Big block chevy into a 55 chevy truck with stock steering box. A total nightmare.
What stall speed does that engine recommend? Probably not a bad idea to increase the stall........ If tight on funds run the 300 flexplate and paint yourself a note this way in the future if you have to drop it, you can be reminded of the nightmare.
LT , we just put a 91 302 together the problem we encountered is the two bolts on the back of the water pump stuck out too far and cause a water pump to leak.
Get a C6 transmission. Your gonna need a stand alone computer to run that crappy e40d anyways. Eliminate as many computer operated things as possible. Get a C6 from gearstar thats built to handle that 500 hp.
No OD. Go A518
He probably wants to be able to drive the truck daily. 3 speed vs 4 speed + OD, no brainer. Built e40d’s can handle over 500hp any day of the week
@@TanCalHan it's still computerized, it's still larger than an A518, and it's no stronger than a non-computer A518.
@@davisstephens8405 nothing wrong with a computerized transmission
@@TanCalHan think so? Go drive a 6L80E. The cost of an aftermarket stand-alone controller for an E40D is most of a thousand dollars. You can rebuild and swap an A518 for less.
How deep will the converter go into the crankshaft?
Everything with Ford is a damn science project lol!!! God bless you for working on a Ford!! Seems to be Ford guys like to spend a lot of extra money to prove a point they can beat a Chevrolet!! And yes great job you can do it by spending 3 times the money lol!
They used chordal distance (edge of each hole instead of the center) for the 11 1/2 inch spacing on the flex plate
Do they make an SFI certified 300 straight 6 flex plate? Just throwing stones out there. I knew Ford was crazy like that, but didn’t know how crazy it actually was.
I looked for a bit and couldn’t find one… trouble is it would have to be for a 300i6 with an e4od
Bring the flywheel to a machine shop and have them put the flywheel in a lathe and turn the weight off and balance it to zero and Bronco grave yard. Com has all of the conversion flywheels and mounts for big blocks and small blocks
When you grow, you will need to know fords.
The big problem is the stroker kit used in this engine. If it was the factory crankshaft (or an external balance crankshaft) this issue wouldn’t exist.
Great video!
Would you be able to make a y-pipe like the one in this truck and ship it??, I've been looking for a y-pipe for my 351w bronco and can't find one and the one you made for this truck would work and didn't know if you'd be able to duplicate it
I've heard similar horror stories about trying to select the proper water pump and water pump pulley with small block Fords there's so many different offsets just becomes incredibly difficult.
Luckily my big block Ford hasn't given me too much trouble however it is annoying when I need to buy top end parts and headers because the head castings for the fuel injected Ford that I'm working on are unique and completely different from all the earlier castings as far as Port locations.
I totally understand that frustration though, the other day I watched the exhaust video you made and decided to do my own exhaust and I was feeling the exact same frustration. It seemed like nothing was working right for me but eventually I got it mostly done and I should finish up on the 7th when more parts come in.
Well what about the shim that goes between block and trans, that really big that goes all the way around and shims starter as well
I started following because you werent doing an LS swap on this build… LS swaps are over done cause they are STUPID simple… take your time, get it done right… nothing worth doing is cheap, simple, or easy but it will be totally worth it
Dido, saw the comment above saying thats why gearheads just ls sawp everything. I about dropped my phone. Take the time, do more research, hell call some ford mechanics and do it the right way as you said. Screw LS swapping every stinking thing. Id contact the engine builder
I have a similar problem on a city cargo van . Wht I did I cut the backing plate behind the flex plate and used the starter circle on front off the starter basically what are you are doing is pull the starter away from the flex plate or get a shorter nose starter
The E4OD was a design change from the C6, then Ford updated again to the 4R100, all used similar parts compatibility.
Have you considered using a different starter?
The timing marks are for different timing pointer locations.
Either remove the weight off the old one, or take the measurements from the 4.9L flex plate and have a custom one made for the application. Even ford parts guys get frustrated for similar reasons.
Proper rotor index on Ford engines is pointing straight back towards the intake (12 o'clock) with CCW rotation.
Do they make a HD flexplate for a 300 I6? If so, maybe it would be thicker.
This. The i6 has no balance weight. Nor does a 4.2 v6.
That why I got a 460 in my 92 flareside.. a/c heat power steering been in there 10 years
Spacers on torque converter bolts ....ive raha them on MANY HIGH RPM chebbie and furds and dodgers
Fords are a pain to work on. It is not just the Windsor, older sixes and big blocks are the same story. Lots of old Fords are too cool but are so hard to find "the" part you need. Even local car clubs or the net often have trouble getting you the answer you need.
Hey LT do you have a email for viewers to submit questions? Wanted to ask you a question about turbocharging
Sure, send it to tolmanperformance@gmail.com
Why would you run a stock converter with that engine combo anyway? Maybe swap the rear end gears to 2.73's while your at it...
since its a temporary transmission... the owner says he wants to 10r80 swap it later this winter
@@LawrenceTolman And you're losing sleep over the 300 flexplate?
@@LawrenceTolman put a stock flexplate in it and stop complaining then!
LT, I am a Ford guy and I think this is what you need
ATI Performance Products ATI915724 - ATI SFI Flexplate Kits. Summit has them.
looks like thats a flat face flexplate which would require use of a different torque converter
@@LawrenceTolman So you're blaming Ford for not being able to use their STOCK truck converter on a zero balanced engine that NEVER existed from the factory. FU
You haven't actually measured your torque converter spacing. You just measured flex plate offset on the bench and compared it to the stock flex plate. It is all different now with a different engine. You can pull the TC out of the trans a little as long as it is still within spec. Stuff the engine in and measure the TC spacing.
Will you stop with your reality of how things are done. You have to think like as LS guy, which is all LT is. It has to be spelled out so a 5 year old can do it.
You should use the ford 300 flexplate that fits for the time being because even that flexplate is stronger than the trans and will easily outlive it. Then when the owner upgrades the trans the rest can be sorted out at that time with more options to correctly resolve the issue.
I think thats the plan actually...
Maybe get an aftermarket heavier duty version of the 300 flex plate
Isn't there a block plate in this mix. 🤔 if there is that may either simplify or really foul things up
there is a thin block plate, but its thickness isnt a factor since I'm the dimensions I'm using to compare all these flexplates is referencing the crankshaft flange..
@@LawrenceTolman agreed. Just checking bases. Even the most minute thing can cause a trainwreck
Why wouldn't you put a new converter on it to match the new cam
What do you expect when you go from an external balanced engine to an internally balanced. You can complain all you want but going to a stroker engine caused the issue.
300 straight six heavy duty flex plate? Is that a thing.
not that I've seen, for a 300i6/e4OD combo
Does this look like it would work? PMA-PAX30210
is there a difference in crank depth into the tranny that would make up for the difference?
SFI approved fp for a 300 perhaps?
I know where you're at LT I've been there 30 years ago I gave up on fords
And this why gearheads put Chevy engines in Fords.
I kno, right?
Get on a horse that can actually win!
Ford Fan boys are a spooky crowd, for sure.
That's ford for ya. I am in the same boat as you. When it comes to it.
I do wonder what the engineers at Ford are thinking
LT. You're not measuring the thicker flexplate correctly. And to my knowledge a flat washer is 1/8". 2 washers = .250".
The trans is going to blow up anyway, just replace it and put a better converter in it or buy a new stock flex plate and cut the weight off.
Ls swap is what if sounds like it needs.
The stories I've heard from ford guys trying to get clutch linkages and bellhousings to work together with the clutch is always an absolute nightmare to me.
I've never even heard of a foreign manufacturer doing nonsense like ford does with their transmissions.
Yeah, whatever man.
Ok so you’re putting 450Hp into a stock E4OD transmission, not gonna hold up brother so might as well go with a built unit, then you can justify going with that Circle D converter and billet flex plate. The stock unit shifts like crap anyways!
That same transmission is used in the diesel application. Im sure it will be fine.
See if you can find a sfi rated flex plate for 300 l6
haven't found one for a 300i6 e4OD combo yet
Call summit or jegs with the part num on the one you got see if it cross to a sfi rated one
The stuff you listed as one of the many reasons why I am not a Ford person…….
I'm too lazy to research it for you, but I would think the flexplate from an OBS 98 F-250 would work; last year of the 351/A4OD combo, and likely a fairly HD factory flexplate. Another option may be to contact factory Ford performance. At one time they were Ford Performance Parts. A simple web search should turn it up.
OBS stopped at 96
@@johnscott2076 96 in the F150. '97 in F250, F350 and bigger. There wasn't a '98 F250+ in the states, Early '99 is what they're called...
Bolt the 300 flex plate in and go
I would find a spacer for one of the flex plates and call it done. You should have swapped in a chevy motor. This is why sbc’s are in everything.
Well. Just get a new replacement flexplate from the truck. And then remove the weight ?
Just call tci or b and m and i am sure they have it all there. Or get an sfi 300 flex plate.
When they say point to #1 they mean # 1 on the cap not accurately pointing to #1 plug.
So...aftermarket internal balance stroked crankshaft on a Ford Windsor engine that was always a factory internal balanced engine, aftermarket flex plate and somehow its Ford fault they do not play nice with each other? Think you need to chat with an aftermarket transmission swap guy...
Spacers between the flex plate and torque converter would have sorted you out without messing with the position of the starter ring.
Fords suck to work on. I feel your pain lol my dad owned a cpl growing up. Ugh😬
Pre-runner style truck: I'd do as others have suggested and get a C6. Build the C6 a bit and you'll be good to go. But.... I'd drop a bit more coin, and slap a Gear Vendors O/D unit on the back.
the owners plan is to do a new 10-speed behind the windsor this winter
The first flexplate was meant for a car swap.