daveenty
Senior Member
- Joined
- Jun 21, 2005
- Messages
- 3,604
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- Location
- The Frozen North :(
- Your Mercedes
- 2019 AMG S Class Coupe
I thought it was about time I jotted a few ramblings down with regard to my new motor. I didn't want to clog the "UnMerc" thread up with it so thought I'd start a new one for it here. This way it can be either read or ignored without detracting from the main thread. Hope this is OK with the Mods?
I first looked at it, along with several other things, back in early July. I'd decided that I "needed" a pick up some time last year but didn't get round to doing anything about it for a few months for several reasons. I kept being drawn back to this one, mainly due to it's looks, the 1970 car being my favourite, though was made aware by the seller that it did want a few bits doing to it to make it something like roadworthy. I could have bought something up and running with everything done for a few grand more, but where's the fun in that?
It's a 1970 Ford Ranchero Squire, the Squire bit being the trim level though this has long since been removed by a previous owner. This was mainly wooden trim along the sides and tailgate. Also a plusher interior, again no longer in place. It originally had a 351ci (5.8 litre) engine with a 2 barrel carb, though this has been replaced by a 429ci (7.0 litre) with a large 750cfm 4 barrel Holley. I'm not over familiar with this particular engine as yet, though it certainly doesn't feel standard, as these engines were quite lazy though with bags of low down torque. This one feels quite cammy and has several noticeable extras fitted, including the aforementioned big carb, long tube headers and electronic ignition being the bits I've found so far. More tell-tale clues seem to be a C6 transmission which would usually be a C4 and a 9" locker rear end, both of which used to be fitted for racing back in the day. Along with the super shiny Centerline drag wheels it sort of gives a clue into the mindset of the last owner.
I decided to have it transported home as the rear tyres were exhibiting signs of age with lots of sidewall cracking and the brakes were interesting to say the least with a pedal that was either low or lower, so it seemed a safer way of getting it the 50 or so miles. It arrived on August 1st. The first job was getting the new tyres fitted. These came from My Tyres and were delivered to a garage of my choice. I've had a few runs in it since but I'm still experimenting with pressures as it skips about from the back end at the moment.
The brakes were a bit more involved unfortunately. The seller had suggested that it needed front pads, even going so far as to supplying a set with the car, along with top ball joints which he also reckoned were needed.
The old pads were removed but the pistons were really reluctant to return in the calipers, even with the bleed nipples undone. The rubber hoses were also perished and the master cylinder was spitting fluid out when the pedal was pressed. After checking the rears (drums) and finding that the cylinders were weeping slightly, I decided that the correct way would be to just replace the lot, which has now been done. The steering was also checked at this time as, if any parts were going to be needed, it would be cheaper to order them all in one hit to combine the postage costs. As mentioned earlier, a pair of top ball joints were supplied with the truck. It turned out that only one was needed, the play on the other side was due to worn bushes on the inboard end of the wishbone. Bottom ball joints were also required though it was strangely cheaper to buy the complete track control arm so this was done. All track rod ends were fine though a few boots are perished so they'll get replaced as and when. It's nice to have grease nipples on steering parts, especially when you can get to them all to pack them with grease.
An oil change has been done, along with the filter, though only after replacing the sump gasket which was weeping and dripping on my drive. Unfortunately, this seems to have only partially cured the problem, the next suspect for the drip being the rear main seal which are an apparent weak point on the big block Fords. It's another job on the list at the moment as I'm really not in the mood for lifting the engine again after the sump gasket replacement, I'm too old and tired for things like that.
There's loads more to be done, including loads of bodywork which has just been lightly started on, the interior which needs a full revamp and lots of little time consuming jobs like wipers/washers and things which, whilst working something like, need a bit of sorting.
I'll hopefully update this thread as and when I get more bits done but I'm not in a massive rush so it could be a while.
Just a couple of pics so far, more when I'm happier with the bodywork: -
I first looked at it, along with several other things, back in early July. I'd decided that I "needed" a pick up some time last year but didn't get round to doing anything about it for a few months for several reasons. I kept being drawn back to this one, mainly due to it's looks, the 1970 car being my favourite, though was made aware by the seller that it did want a few bits doing to it to make it something like roadworthy. I could have bought something up and running with everything done for a few grand more, but where's the fun in that?
It's a 1970 Ford Ranchero Squire, the Squire bit being the trim level though this has long since been removed by a previous owner. This was mainly wooden trim along the sides and tailgate. Also a plusher interior, again no longer in place. It originally had a 351ci (5.8 litre) engine with a 2 barrel carb, though this has been replaced by a 429ci (7.0 litre) with a large 750cfm 4 barrel Holley. I'm not over familiar with this particular engine as yet, though it certainly doesn't feel standard, as these engines were quite lazy though with bags of low down torque. This one feels quite cammy and has several noticeable extras fitted, including the aforementioned big carb, long tube headers and electronic ignition being the bits I've found so far. More tell-tale clues seem to be a C6 transmission which would usually be a C4 and a 9" locker rear end, both of which used to be fitted for racing back in the day. Along with the super shiny Centerline drag wheels it sort of gives a clue into the mindset of the last owner.
I decided to have it transported home as the rear tyres were exhibiting signs of age with lots of sidewall cracking and the brakes were interesting to say the least with a pedal that was either low or lower, so it seemed a safer way of getting it the 50 or so miles. It arrived on August 1st. The first job was getting the new tyres fitted. These came from My Tyres and were delivered to a garage of my choice. I've had a few runs in it since but I'm still experimenting with pressures as it skips about from the back end at the moment.
The brakes were a bit more involved unfortunately. The seller had suggested that it needed front pads, even going so far as to supplying a set with the car, along with top ball joints which he also reckoned were needed.
The old pads were removed but the pistons were really reluctant to return in the calipers, even with the bleed nipples undone. The rubber hoses were also perished and the master cylinder was spitting fluid out when the pedal was pressed. After checking the rears (drums) and finding that the cylinders were weeping slightly, I decided that the correct way would be to just replace the lot, which has now been done. The steering was also checked at this time as, if any parts were going to be needed, it would be cheaper to order them all in one hit to combine the postage costs. As mentioned earlier, a pair of top ball joints were supplied with the truck. It turned out that only one was needed, the play on the other side was due to worn bushes on the inboard end of the wishbone. Bottom ball joints were also required though it was strangely cheaper to buy the complete track control arm so this was done. All track rod ends were fine though a few boots are perished so they'll get replaced as and when. It's nice to have grease nipples on steering parts, especially when you can get to them all to pack them with grease.
An oil change has been done, along with the filter, though only after replacing the sump gasket which was weeping and dripping on my drive. Unfortunately, this seems to have only partially cured the problem, the next suspect for the drip being the rear main seal which are an apparent weak point on the big block Fords. It's another job on the list at the moment as I'm really not in the mood for lifting the engine again after the sump gasket replacement, I'm too old and tired for things like that.
There's loads more to be done, including loads of bodywork which has just been lightly started on, the interior which needs a full revamp and lots of little time consuming jobs like wipers/washers and things which, whilst working something like, need a bit of sorting.
I'll hopefully update this thread as and when I get more bits done but I'm not in a massive rush so it could be a while.
Just a couple of pics so far, more when I'm happier with the bodywork: -
