After many years, the Ford 332 Lincoln engine in the truck was very tired and in need of a rebuild. Parts for this engine were very hard to find, but we were able to find enough parts to have Mac-Weld in Carbondale rebuild the engine. Here are some pictures.
Driver's side view of the engine before removal.
Passenger's side view of engine before removal
Front on view of engine before removal.
With the hood gone, Brian is trying to figure out how to get the engine out.
With Ronnie's assistance, the engine starts to come out.
Ronnie guides the engine as Brian tries to pull it out
Now that it is up and out - How do we get it down????
Loaded and ready to go to Mac-Weld in June 2014
With the engine out, you can see that in 57 years the oil and grease has certianly accumulated
Rebuilt and painted, the engine is ready to return to the truck.
Here is a collection of Information on the Lincoln Y-Block Engines: (Incase someone else is trying to find information on one)
From time to time this family of engines are discussed alongside Ford Y-block engines and are often mistaken for one, though they are not, and is somewhat taller and longer. It's commonly referred to as the Ford OHV engine, first produced in 1952 as the 317 in the Lincoln and the 279 and 317 in the large trucks. The 341 and 368 Lincoln engines are also part of this family, and the 368 is also somewhat common in 1957 Mercury models. The OHV 302 came out in 1956 along with the OHV 332 in the big truck line, where by the early Sixties they were used exclusively, and the engine family was discontinued after 1963. Because the OHV engines share a different architecture from the 239/256/272/292/312 Y-Blocks, there is very little parts interchangeability aside from a couple of key areas that are discussed below. It also does have some commonality to the 223 OHV six-cylinder, most notably the possible interchange of rocker arms (can anyone confirm?).
The LYB shares 4.625" bore spacing with FE engines, has a 10.94"; block deck height (from crank center), 5.152 cam to crank centers. The 368 has a 4.00 bore x 3.66 stroke, the 302 OHV had a 3.62" bore while the 332 OHV had a 3.80" bore. The stroke was 3.66" on both. Although the stroke is shared between the 368 and the 302/332, the 368 crank is cast (and by some accounts, somewhat failure prone with hard use), and the 302/332 is forged, and is quite rugged. crankshaft rod journal diameters are 2.248”, and the rod length is 7.065" center-to-center. The truck rods are bushed for full-floating piston pins.
All of the LYBs have very thick cylinder jackets, and they aren't known for overheating. The 332 can be easily bored to accept 341 pistons and perhaps to 4.00 to use 368 pistons, but don't attempt it without sonic checking first. The 368 really shines for displacement potential, and can be bored to 4.125 with sonic check, and can take a 4.35 stroke with stock connecting rods and welded journals. Gas and Altered class racers in the latter ‘50’s were regularly pushing the displacements well into 425+ cubic inches with overbore and welded strokers.
Common, easily obtainable,57-64 Y-Block Ford distributors with modern advance systems will fit these engines if you use the FE distributor gear and change to the 1955 and later; hex-drive oil pump and oil pump drive-shaft for any of the '54 and earlier engines (The earlier setups use a flat tang on the oil pump drive). These distibutors can also be converted to Ford Duraspark ignition (The best type are the 1962-1964 units with the o-ring seal on the base) Avoid 1955-1956 Load-o-matic distributors. Use Mr.Gasket recurve springs.
The late 302/332 oil pumps are the adjustable Gereotor type and are superior for increased volume and reduced friction. This pump upgrade applies to Y-block Fords as well, and was the late 292 truck replacement; the oil pumps and drives share the same parts as their same-year LYB contemporaries. Offenhauser, among others, used to make high pressure relief springs. Use a NAPA oil pump drive-shaft #COP6011402, also used on y-block applications.
The early (pre-1982) SBF 289/302/351C and the FE's use the same 1/4" hex drive so oil pump priming tools made for these engines may be used if long enough.
Ford part #B7A6882a (Motorcraft #FL766) will allow you to use a modern spin-on oil filter, the kit contains the correct threaded block insert and the mating gasket, is currently still available from the dealer and retails for $33.56
For installation into pre-1948 Ford chassis, find an oil pan and pickup from an early 317 truck engine, as it will have a suitable rear sump. Later trucks have larger sumps and later 368s are front sump like FE's
See Vintake's posts on the LYB for piston, pushrods/valvetrain and other recommendations. I think he had some n.o.s. Isky cams also...
429/460 retainers will work with larger springs (427 Low-Riser replacement springs from NAPA, part # 212-1131 work nicely. They are 95 lbs on the seat and about 250 lbs at full lift, and will go to at least 6500 rpm). These are single piece retainers instead of the two piece Y block-type retainers, and will work with the stock Y-block/LYB keepers.
Fuel pumps from an Fe (352, 360, 390, 406, 427, 428) will bolt up to the LYB, as they do with the Y-blocks. You may have to contend with a different inlet and outlet location on the pump depending upon the year model being used though. Some good results have been found using the fuel pumps from the ’65-‘72 Ford pickup 352/360/390 engines, as well as ’66-’69 big-block Fairlanes (a more compact unit than the truck pump), which conveniently have the fuel filter canister located on them. If your if original 3-piece single-diaphragm pump is in pretty good condition, you can discard the stock lower two sections and replace them with sbc or sbf six-valve Holley performance pump sections. If a fuel pump that does not incorporate an integral filter is used, the 427 type spin-on filter and housing is available thru AC Delco as part #GF62.
The Motorcraft books list BSF3 (SP414) plugs for the 332 MD truck motor, this is a cold enough plug for some decent compression and ignition advance, and far colder than the BSF82C listed for the Lincoln version, which is barely on the high end of the cold ranges in Motorcraft. Both plugs use an 18mm thread and seal on a .468” diameter taper seat.
one thing about the FE bellousing/stick parts in general, the FE flywheel has the same crank hub register diameter but the flange bolt pattern is different, a new billet FE flywheel could probably be easily enough custom ordered with the LYB flange. The FE and LYB do not share the same tooth count or pitch on the starter ring gear, your two options here are retain the FE ring gear and use an early FE starter drive or starter; or, switch to the LYB ring gear
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