Engine conversions

[Ryan]

Has anyone put a 351 Ford V8 into a Ford Blitz?

[aj.lec]

Originally Posted by Ryan

Has anyone put a 351 Ford V8 into a Ford Blitz?

Have seen a F60S with a Cleveland fitted . Not sure if it was a 302 or 351

So would imagine a 351 Windsor would fit and possibly a 351 Cleveland
Wouldn't like to change the plugs though ...Very tight

[Ryan]

Ah I forgot about that truck Andrew.
I have a chance to buy a 351. Was wondering about what I could do with it.

On the subject of conversions I have:
A Ford that had a holden 179 straight six.
Two fords with 4d diesels
A Ford with a 8ba sidevalve.

[aj.lec]

http://www.mapleleafup.net/forums/showthread.php?t=9023

A thread that I started ages ago regarding different conversions

[Private_collector]

I recently bought a Ford with a 4 cylinder Mitsubishi Canter diesel and 5sp box fitted. It can do about 90-95km/h flat out, but if wheels were changed from 16s to 20s you would get more speed. Incidentally, the fellow that organised the engine change has done so in a manner which has not damaged or destroyed the original engine and gearbox mounts, so a flathead could be put back again. I can't imagine doing that. My criticisms of this engine swap are twofold. One, as it stands, first gear is very low. So low that it is almost redundant, but not quite low enough on second that you can start off with that instead. I know I will get used to that, but haven't so far. The other is the noise! If you are expecting a purring V8, the chugging of a diesel comes as quite a noticable shock. I say that playing devils advocate. Me personally, I love the sound of the diesel engine. It seems to fit the vehicle as far as I am concerned, and sounds like a serious truck. Between that and the noise of wind through door tops, it virtually ensures you don't have to make small talk with your passenger, unless you yell. I wish Ford had put diesel engines in em all. No, not really.

[John Hackett]

The first Blitz I bought was a F60L with an Isuzu diesel in it. The original engine mounts were used, but minor cutting and mods were done to the cab floor. The linkages were also changed to fit the gear lever and the end result is an interesting gear shift configuration. The cab was in good condition and the engine run well before beginning stripping down. I am a stickler for authenticity, but if I want a cheap running reliable work horse for a property, a diesel blitz would be the way to go. There is also a bloke around Toowoomba that has a modded diesel blitz, with a flat bed tipper, fully registered and used for shooting and timber work I believe.

[Bob Phillips]

Like Bob C. I also have opted for a 261 engine,1958 to powr my 15cwt chev, 13 cab. It is now completly rebuilt and bored to +030. I will not be installing a 235 head at this point ( don't forget to drill the 3 cooling holes in the head !!) and unfortunately the 1958 trany is too long esp with the brake band assy.
I started with a 292 but it seemed too long. At the front I think I can use th original aterpump but use a fan with less number of blades.
This vehicle had a 454 v8 transplanted into it many years ago but was an undrivable brute, and crude cab amputations to fit the beast in! I hopw I can find some large Michelins (11.00x16) or may have to go to 20 inchers as well. If you ever had to drive a loaded 3 ton with a stock 216 any of the obvious alternatives are a tremendous improvement!!

[Mike K]

Originally Posted by Ryan

Has anyone put a 351 Ford V8 into a Ford Blitz?

Tim Vibert installed a 302 into a F15 sunshine roof , and it had the auto tranny , maybe a C4 ? It was at Corowa in 1981 , the vehicle ended up in Tasmania where it had a sticky end, fishermen were using it on the beach and it was swamped by the tide .I have pics of it at Corowa .

[chris vickery]

Bob
As for your canister filter;
You may opt also for a spin oil filter adapter kit which can be placed
Anywhere and plumbed in.
On my 1-1/2t Chev bomb truck, the canister type is mounted on the firewall as these trucks had 235 in them originally.
There is an adapter avail for changing the water
Pump location as well on 216/235/261 engines

[Phil Waterman]

Hi All

The location of the oil filter on CMPs (Chevy) was something that was changed several times and was the subject of several service bulletins. The original location horizontal in the frame rail has got to get the prize for being one of the worst locations. There is a service bulletin concerning the change over to the larger military filter on the Pattern 13s and relocation to above the manifold at the rear of the engine.

I suspect that the location of the oil filter above the manifold on the CMPs and on commercial truck with 235 and 261 engines was to get and keep the oil hot so that any moisture would be gassed off as the oil passed through the air inside the crank case. This is and probably a cold weather issue. I believe there is also mention of draining water from the large military filters when vehicles are operated in severe conditions.

With conversion to 235 and 261 on my trucks went to spin on filters at Bob suggestion. On both trucks it is mounted down low and toward the rear of the engine where it can be changed easily but high enough up to avoid being hit by anything. As my trucks are primarily driven in warm weather getting the moisture out of the oil was not as high a priority. But it is an issue and the extra pipe and size of the pipe and the size of large spin on filters is increasing the oil in the system by 2 quarts. I also with the filter and pipes out of the confines of the engine box acts as a very effective oil cooler.

I have done temperature studies on the the temperature of the oil pan, block, and oil filter. What it shows is that with air temperature below about 70 F the oil temp returning to the engine doesn't get up to the engine water temp. In hot weather operation the oil cooler effect is probably a good thing. When I have the C60S with the 261 out on the road in cold weather I generally do run it with the radiator muff on.

One other point with the large remote oil coolers because of the size of the lines is that if one ever brakes off, comes off all the oil in the engine will be gone in seconds. Even with the 216 engine if one of the oil filter lines brakes it dumps the oil real quick. Only had this happen once and fortunately the engine was running on the test stand, when the brass Tee on the side of the engine broke off, suddenly there was a lot of oil hitting the wall of the shop, as I reached to hit the kill switch.

Cheers Phil

[Bob Phillips]

Phil:
Further to your comments re oil filter locations I remind all that many trucks had arctic/winter dilution kits in them. These involved a small gas reservoir at the top of the windshield which was filled up by an electyric pump controlled by a timer. I believe a similar kit was used on some armoured vehicles as well.
It would make sense that the filter waqs located close to a heat source (manifold) to help evaporate off the gasoline once the engine was started next morning. I wonder how long it would take to evaporate off the gas??

[Phil Waterman]

Hi Bob

Here is link to the Cold Weather Equipment Manual Suppliment including the oil dilution equipment.

http://canadianmilitarypattern.com/S...0Equipment.htm

Cheers Phil