Posted by dhermesc on April 25, 2017 at 07:59:33 from (24.248.193.103):
In Reply to: Re: f 600 ford posted by Shaun Wallace on April 24, 2017 at 20:17:22:
The blocks are the same with one small variation; the hole in the block where the distributor shaft goes is of a different inside diameter, with the light duty and passenger cars being smaller, So, the truck distributor will not fit into the FE block. The light duty distrbutors will fit into the FT blocks but not have the side support needed and will cause the distributor gear to wear rapidly. Also, the oil pump key/driveshaft is a larger hex on the FTs and require the larger FT oil pump.
The crankshafts, both iron and steel, are the same with the exception of the snout being of a larger diameter on the FT and if the crank is to be used in an FE the snout diameter must be reduced to the same dismeter as the FE's and a new keyway cut. The FTs are internally balanced to a lower rpm and must be rebalanced for higher rpm usage. My understanding is all FT engines have steel cranks, SOME of the FE engines have steel cranks.
The rest is nearly all interchangable. The heads of most FTs and industrial engines have a dual manifold heat passage, small intake ports and valve rotators on the smallish valves. The pistons will usually have a dish or reduced piston pin to piston crown measurement to reduce compression.
The 330MD (medium duty) is very rare and probably not found in a F600 - especially stock.
The 330HD (heavy duty) is fairly common and I've seen it in several F600s - I believe it was the "base" v8 engine and the 361 was optional. A lot of state trucks had the 330 engine if they didn't have the old 300 I6 installed.
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