Update

Got the motor back from the machine shop and started bolting it together and installing goodies on it.

     

Got  some work done today.
Removed the inner duel valve springs for the cam break-in, painted the motor, installed the distributor, water pump,oil filter housing, and misc parts.
Should finish up and drop it in the truck tomorrow.

Well did not get it in,but got more stuff bolted on and now it"s ready to go in.

Don't forget what I said about new motor mounts...........seriously, don't forget.

I bought them when I knew the motor was comming out, also got a new transmission mount.

I would go dart heads personally

Edit nevermind didn't read the thread motor sounds like it will be a strong runner

Very nice!

Thanks y'all .

If all goes well I should have it in the truck before the end of the weekend.
It is moving kinda slow because I'm not as young and tough as I used to be , plus I have a 60 hour work week at my job .

This truck is going to have so much more power than either the tires or the chassis has a chance of coping with...

It's gonna be awesome!

On the engine hoist.









Its in the hole.

Got a little more done today.

Looks good

The "FT" engines (330HD, 361, 391) had heavier crankshafts, different heads and intake, and as pointed out before the distributor had a 3/8" oil pump drive shaft and the FE used 5/16" (pilot hole in the block is larger to accommodate the FT distributor) the FT really isn't a good choice at any level to put into a car or light truck.
While I haven't even thought about it in thirty years; IIRC there was a 330 used in full sized cars in fact there was a 330, 330MD, and a 330HD.
Also on a side note Ford made a "359" or maybe it was "389" special engine for U-Haul.
Back in the 80's I worked the Parts Dept. for several Ford Dealers: sold a LOT of these engines over the years the Ford FAR (authorized rebuilder) was Fred Jones based out of OK. The rep used to have a set or heavy wire gauges that he's insert into the cylinder from the crank to gauge the bore, sadly I can't remember how they measured the stroke.
If you can tell the difference: the 428 was externally balanced, where all the others were internally balanced.
Here's a web site with a break down of bores & strokes: http://fordclassics.com/fe-engines
There's a really good amount of interchangeability between these engines.

I was going to post a reminder too....replace the trans mount too if you know what good for you! Radiators are expensive!
Make sure the engine supports bolts are tight!
That power plant should turn some serious power.

I was going to post a reminder too....replace the trans mount too if you know what good for you! Radiators are expensive!
Make sure the engine supports bolts are tight!
That power plant should turn some serious power.

Got a few more hours of work done, may not look like a lot but all the fitting of aftermarket stuff eats up time.

Trans cooler lines fitted to the radiator, radiator installed, high torque starter, fuel lines ran, and a lot the time consuming stuff done.

Looks great !

Got it running and broke in the cam.
It sounds like a monster.





Now comes the tedious chore of setting up the carb and all the fine tuning.

A wideband o2 gauge turns the guesswork of carb tuning into an exact science

Well I got it running and brought it home.
Got the jetting close.
I was chasing tuning problems for a bit, so I got out me propane torch and put a hose on it and went around the carb, spacer, vacuum lines and could not find it.
So I pulled the PCV valve out of the  Valve coves and shoved the propane in and the engine idled up.
 I then knew it had a internal vacuum leak.  Turned out the intake manifold gasket on the passenger side had a vacuum leak.
Re-torqued the intake and all is good.







Still gotta make my new plug wires and bolt on a few more goodies.