Archives April 2025

Rebuilding a 302 V8 can be a rewarding project, especially if you enjoy getting your hands dirty and learning about your engine. While it can be challenging, many folks have tackled it successfully, especially with some patience and the right guidance. Here’s a breakdown to help you decide if it’s for you:

What Makes it Challenging?

1. Tools & Equipment: You’ll need a good set of tools, including a torque wrench, engine hoist, and possibly a machine shop for tasks like boring cylinders or resurfacing the heads.

2. Knowledge: Understanding the engine’s components and how they work together is essential. If you’re not familiar with engine assembly, it might feel a bit overwhelming at first.

3. Time Commitment: Rebuilding an engine isn’t a quick job. Depending on your experience level, it can take anywhere from a weekend to several weeks.

The Rewards

1. Learning Experience: There’s nothing quite like knowing your engine inside and out. You’ll learn a lot about how it operates, and that knowledge will help you down the road with maintenance and repairs.

2. Customization: You can choose performance parts that suit your driving style, whether you want more horsepower, better fuel efficiency, or a bit of both.

3. Satisfaction: There’s a unique satisfaction in knowing you rebuilt your engine and bringing your Bronco back to life.

Tips to Get Started

• Gather Resources: Check out the Bullnose Garage YouTube channel for some hands-on tips and demonstrations. They often cover projects similar to this and can provide valuable insights.
• Join the Community: Engaging with forums like the Bullnose Ford subreddit can connect you with others who have tackled similar projects. You can ask questions, share experiences, and get encouragement.
• Follow a Manual: Invest in a repair manual (like the Haynes or Chilton) for your Bronco. It can guide you through the rebuild process step-by-step.

If you feel up for the challenge, go for it! Just take your time and don’t hesitate to ask for help when you need it. What part of the rebuild process are you most curious about?

Swapping from an automatic to a manual transmission in your 1983 Bronco can be quite the project, but it’s definitely doable! Here’s a breakdown of what you can expect:

Challenges of the Swap:

1. Complexity: This isn’t a simple plug-and-play job. You’ll need to consider several components beyond just the transmission, such as the clutch assembly, flywheel, and shifter.

2. Parts Compatibility: Ensure that the manual transmission you choose (like a T18 or a ZF5) is compatible with your 302 engine. Some parts may need to be sourced from different vehicles or aftermarket suppliers.

3. Wiring & Linkage: You’ll have to deal with the wiring harness since automatics typically use a different system than manuals. Plus, you’ll need to install a clutch pedal assembly and linkage, which can require modifications to your Bronco.

4. Driveshaft: Depending on the length of the new transmission, you may need to adjust or replace the driveshaft to fit properly.

Rewards of the Swap:

1. Driving Experience: Many enthusiasts feel that driving a manual transmission gives you more control and a more engaging experience behind the wheel.

2. Performance: Manuals can sometimes provide better performance and fuel efficiency, especially if you enjoy off-roading.

3. Simplicity: Fewer parts mean fewer potential problems. Manuals are often easier to work on and maintain in the long run.

Tips for a Successful Swap:

• Research: Look into the specific manual transmission you want to install. There are plenty of resources available, including videos on the Bullnose Garage YouTube channel, that can guide you through the swap process.

• Engage with the Community: Forums like the Bullnose Ford subreddit can be a treasure trove of information. Fellow enthusiasts can share their experiences and tips, which can save you a lot of time and hassle.

• Gather Everything Upfront: Make sure you have all the necessary parts and tools before you begin. This will make the process smoother and less frustrating.

• Consider Professional Help: If you feel uncertain about any part of the swap, consider consulting with a professional or a knowledgeable friend. It’s always good to have a second pair of hands and eyes on a project like this!

So, while it’s not the easiest task, many people have successfully made the switch and enjoyed the results. If you have any specific questions about the process or need advice on a particular aspect, just let me know!

Improving fuel mileage on your 1983 Bronco with the 302 V8 can be a fun challenge! Here are some effective upgrades and tips to help you get the most out of your fuel:

1. Fuel System Upgrades

• Carburetor Tuning or Replacement: If your Bronco has a factory carburetor, consider tuning it for better fuel efficiency or swapping it for a more efficient aftermarket option (like a Holley). A well-tuned carb can significantly improve fuel delivery and overall performance.

2. Exhaust System

• High-Performance Exhaust: Upgrading to a free-flowing exhaust system can improve engine efficiency. Look for headers and a low-restriction muffler that match your needs. This helps with exhaust flow and can lead to better fuel economy.

3. Intake Upgrades

• Cold Air Intake: Installing a cold air intake can help your engine breathe better. Cooler air is denser and can lead to better combustion, improving mileage.

4. Electronic Ignition System

• Upgrade to Electronic Ignition: If your Bronco is still using a points-style ignition system, consider upgrading to an electronic ignition. This can lead to more reliable spark and better fuel combustion.

5. Transmission Upgrades

• Gear Ratio Optimization: If you’re running larger tires, consider re-gearing your differential to match. This can help improve your power band and fuel economy, especially at highway speeds.

6. Tire Maintenance

• Proper Tire Inflation: Keeping your tires properly inflated can improve fuel efficiency. Under-inflated tires create more rolling resistance, which decreases mileage.

7. Regular Maintenance

• Tune-Ups: Regular oil changes, air filter replacements, and spark plug changes can all contribute to better fuel economy. A well-maintained engine runs more efficiently.

8. Driving Habits

• Smooth Driving: Change your driving habits by accelerating smoothly and maintaining a steady speed. Avoiding rapid starts and stops can lead to significant fuel savings.

9. Weight Reduction

• Remove Unnecessary Weight: If you have extra gear or parts in your Bronco that you don’t use, consider removing them. Every bit of weight you can shed helps improve fuel efficiency.

Resources for More Information

For detailed guides and real-world experiences, you might want to check out the Bullnose Garage YouTube channel. They often cover upgrades and maintenance tips that could help with improving fuel mileage in classic Fords.

By implementing some of these upgrades and changes, you should see a noticeable improvement in your Bronco’s fuel economy. If you have any specific questions about a particular upgrade or need help with something else, just let me know!

Upgrading to Electronic Fuel Injection (EFI) on your 1983 Bronco can definitely be worth it if you’re looking for increased fuel efficiency and overall performance. Here are some key points to consider:

Benefits of EFI Upgrade

1. Improved Fuel Efficiency: EFI systems can provide better fuel atomization and more precise fuel delivery compared to carburetors. This often leads to improved fuel economy, especially during varying driving conditions.

2. Better Throttle Response: EFI systems typically offer improved throttle response, making your Bronco feel more peppy and responsive when you hit the gas.

3. Reliability: EFI systems are generally more reliable than carburetors, particularly in different weather conditions. They tend to start easier in cold weather and can adjust more effectively to changes in air density, temperature, and elevation.

4. Less Maintenance: While carburetors can require frequent adjustments and cleaning, EFI systems are often more consistent over time, requiring less frequent tuning.

5. Potential for Future Modifications: With EFI, you open the door for more advanced performance modifications. It’s easier to adjust your setup for performance upgrades if you decide to go that route in the future.

Considerations Before Upgrading

1. Cost: EFI kits can be more expensive than traditional carburetor setups. You need to weigh the benefits against your budget. However, the potential fuel savings may offset the initial costs over time.

2. Complexity: The installation process can be more involved than a carb swap, especially if you’re unfamiliar with EFI systems. You might need to modify or upgrade fuel lines, install a new fuel pump, and manage wiring for the system.

3. Compatibility: Ensure that the EFI system you choose is compatible with your engine setup. There are several kits available specifically for classic Ford vehicles, which can simplify the process.

Conclusion

If you’re aiming for improved fuel efficiency and overall performance, upgrading to EFI can be a great investment for your Bronco. Many enthusiasts have found that the benefits outweigh the challenges and costs associated with the upgrade.

If you’re curious about specific EFI kits or need more details about the installation process, feel free to ask! There are also some informative videos and discussions available on the Bullnose Garage YouTube channel that can help you visualize the upgrade. Happy cruising!

When you upgrade to 35-inch tires on your 1983 Bronco, choosing the right gear ratio is crucial to maintaining optimal performance and fuel efficiency. Here are some guidelines to help you decide on the best gear ratio:

Recommended Gear Ratios

1. 3.54:1: This is often a good starting point if you primarily drive on the highway and do some light off-roading. It provides a balance between power and fuel economy.

2. 3.73:1: This is a popular choice for many 35-inch tire setups. It offers a bit more acceleration and torque without sacrificing too much fuel efficiency, making it suitable for both on-road and off-road use.

3. 4.10:1: If you’re planning to do a lot of off-roading, this gear ratio can help provide better low-end torque, which is beneficial in challenging terrains. However, you may notice a slight decrease in fuel economy when driving on highways.

4. 4.56:1: For those who prioritize off-road performance and have a more aggressive driving style, a 4.56 ratio can be advantageous. You’ll get great low-end power, but it might lead to higher RPMs on the highway, impacting fuel efficiency.

Factors to Consider

• Driving Habits: If you primarily drive on the highway, you might want to stick with lower ratios like 3.54 or 3.73 to keep your RPMs down. If you’re off-roading or towing, consider higher ratios.

• Engine Performance: The output of your 302 engine and any modifications you might have (like an EFI upgrade) can also influence the best gear ratio for your setup.

• Transmission: Different transmissions have different torque characteristics, so be sure to consider how your C6 transmission will work with your chosen gear ratio.

Conclusion

Ultimately, the best gear ratio for 35-inch tires on your Bronco depends on how you plan to use it. If you’re looking for a balance between on-road comfort and off-road capability, a ratio like 3.73 or 4.10 is often a sweet spot.

Make sure to also consult resources like the Bullnose Garage YouTube channel or the Bullnose Ford subreddit for real-world experiences and insights from other owners who have made similar upgrades. If you have any other questions or need more specific info, let me know!

Thanks for clarifying that you have a cable-operated clutch! That definitely helps narrow things down.

Troubleshooting a Cable-Operated Clutch

Here are a few specific things to check with a cable-operated clutch since they can sometimes be the culprit when your clutch won’t disengage:

1. Cable Inspection: Start by visually inspecting the clutch cable for fraying or damage. If it looks worn, it may need to be replaced.

2. Adjustment: Make sure the cable is adjusted correctly. There should be a little slack when the pedal is at rest. If it’s too tight, it might not allow the clutch to disengage fully.

3. Clutch Pedal Linkage: Check the linkage and pivot points for any wear or binding. Sometimes, a stuck pivot or worn bushing can make the pedal feel stiff and prevent it from moving the clutch fork properly.

4. Clutch Fork Movement: If possible, observe the movement of the clutch fork when you press the pedal. It should move smoothly and fully disengage the clutch. If it’s not moving well, there might be an issue with the clutch fork itself or the pivot point.

Replacement Parts

If you determine that the cable or other components are worn and need replacing, here’s what you’ll typically need:

• Clutch Cable: Make sure to specify that you’re looking for a clutch cable for a 1979 Ford Bronco with a cable-operated clutch. Brands like Dorman or Spectre often have good options.

• Clutch Kit: As mentioned earlier, for the clutch kit, you’ll still be looking for the standard 10.5-inch kit compatible with your T-18 transmission. The clutch kit will include the disc, pressure plate, and throwout bearing.

Installation and Resources

If you’re planning to do the work yourself, be sure to refer to a repair manual for torque specifications and procedures, especially for installing the new clutch components. While the Bullnose Garage YouTube channel might focus on the Bullnose Fords, they often cover basic mechanical principles that can be very helpful for similar tasks.

Don’t hesitate to reach out if you have more questions or need assistance with anything else! I’m here to help you get that Bronco back on the road!

Got it! If the clutch fork isn’t moving enough to disengage the clutch, that’s definitely something we need to address. Let’s go through a few potential causes and solutions:

Possible Causes for Insufficient Clutch Fork Movement

1. Worn Clutch Cable: If the cable is frayed or stretched, it may not be pulling the clutch fork far enough. Replacing the cable could solve the issue.

2. Cable Adjustment: If the cable is too tight or not adjusted correctly, it can prevent the fork from moving fully. Check the adjustment and ensure there’s some slack when the pedal is at rest.

3. Clutch Fork Pivot Point: The pivot point where the clutch fork attaches can sometimes get gummed up or rusty. Cleaning and lubricating the pivot point may help it move more freely.

4. Clutch Fork Wear or Damage: Inspect the clutch fork for any signs of bending or wear. If it’s not in good condition, it may need to be replaced.

5. Clutch Disc Binding: If the clutch disc is binding against the flywheel or pressure plate, it can prevent disengagement. This could happen if the disc is worn unevenly or if there’s debris or rust inside the bell housing.

6. Throwout Bearing Issues: If the throwout bearing is worn or damaged, it may not be applying sufficient pressure to the clutch. Inspecting and replacing it may be necessary.

What to Do Next

1. Inspect the Cable: If you haven’t already, check the cable for wear or fraying. If you find any issues, replacing the cable should be your first step.

2. Adjust the Cable: If the cable looks good, try adjusting it to ensure there is enough free play.

3. Check the Fork and Pivot: Remove the inspection cover (if applicable) and see if the clutch fork moves freely. Lubricate the pivot point and check for any bends or breaks.

4. Examine the Throwout Bearing: If you’re pulling the clutch to check the other components, it’s a good idea to inspect the throwout bearing too.

Community Resources

You might also find additional insights from fellow Bronco enthusiasts on the Bullnose Ford subreddit or forums like the F150 Forum. Sometimes, sharing experiences with others can lead to finding a solution you might not have considered.

If you have any more questions or need further guidance as you work through this, feel free to reach out! I’m here to help you get that clutch sorted out!

Great question! The 351 Windsor and 351 Cleveland engines have different flywheel designs, and they are not directly interchangeable. Here are some key points to keep in mind:

Differences Between the Flywheels

1. Bolt Pattern: The bolt pattern on the crankshafts is different between the two engines. The 351 Windsor uses a 28-ounce imbalance flywheel, while the 351 Cleveland uses a 50-ounce imbalance flywheel, contributing to the differences.

2. Diameter and Tooth Count: The flywheels also vary in diameter and tooth count depending on the starter used. This means that even if you were able to mechanically fit them, they may not work properly with your starter.

3. Starter Compatibility: Each engine type uses different starters, so even if you were to find a way to fit a Cleveland flywheel onto a Windsor, you’d likely run into issues with the starter engagement.

Conclusion

In short, you cannot use a 351 Windsor flywheel on a 351 Cleveland or vice versa. If you’re working on a swap or needing to replace a flywheel, it’s essential to use the correct one for your specific engine model.

If you have more questions about your project or need further assistance, feel free to ask! I’m here to help!

It sounds like you’re dealing with a potential mismatch in pressure plate specifications, which can lead to issues with clutch engagement and disengagement. Let’s break down what you’re seeing and what you can do about it.

Understanding the Measurement

The distance from the clutch fingers to the engine mount surface is critical for proper clutch operation. If your new pressure plate measures 0.40 inches less than the original, here are some potential implications:

1. Engagement Issues: A pressure plate that is shorter could lead to incomplete disengagement of the clutch, making it difficult to shift gears.

2. Clutch Travel: If the pressure plate is not allowing enough travel for the clutch disc to disengage, it might lead to grinding gears or difficulty in shifting.

3. Clutch Fork Movement: A significant difference in pressure plate height may not allow the clutch fork to move properly, preventing full disengagement.

What to Do Next

1. Verify Specifications: Double-check the specifications for both the original and new pressure plates. Make sure they are designed for the same clutch disc and setup.

2. Check Compatibility: Ensure that the new pressure plate is compatible with your 351 Windsor setup. Sometimes, parts that seem interchangeable might have small differences that can lead to issues.

3. Return or Exchange: If you find that the new pressure plate is indeed significantly different and incompatible, it may be best to return or exchange it for one that matches the original specifications.

4. Installation Inspection: If you’ve already installed it, consider removing it and inspecting both the clutch disc and the pressure plate for any wear or damage that might affect the fit.

Community Insights

For more tailored experiences regarding pressure plate measurements and compatibility, checking in on forums like the F150 Forum or the Bullnose Ford subreddit can provide insights from fellow enthusiasts who may have encountered similar situations.

If you have any more questions or need further clarification on this, feel free to ask! I’m here to help get your clutch situation sorted out!

When it comes to choosing a clutch pressure plate for your 351 Windsor, you’ve got several great options depending on your driving style and needs. Here’s a breakdown of some popular choices:

Standard Pressure Plates

1. LUK: Known for their durability and reliability, LUK pressure plates are a solid choice for a standard replacement. They offer good performance for everyday driving.

2. Exedy: Another reputable brand, Exedy offers OEM-quality pressure plates that work well for stock applications.

Performance Pressure Plates

If you’re looking for something that can handle more power or provide a firmer feel, consider these options:

1. Centerforce: Their pressure plates are known for providing increased clamping force, making them suitable for performance applications. The Centerforce II is particularly popular among enthusiasts for its balance of performance and drivability.

2. Spec Clutch: Spec offers various pressure plates that are designed for different performance levels. Their Stage 1 and Stage 2 pressure plates provide increased clamping force without sacrificing too much drivability.

3. McLeod Racing: McLeod pressure plates are respected in the performance community. They offer options that cater to both street and strip applications, providing solid performance under high torque.

Heavy-Duty Options

If you’re planning to tow or engage in heavy-duty tasks with your Windsor:

1. Valair Clutch: Valair specializes in heavy-duty clutches and pressure plates, designed to handle increased loads and provide excellent performance.

2. RAM Clutches: RAM offers heavy-duty pressure plates that can withstand the rigors of towing and performance driving.

Where to Buy

You can find these pressure plates at local auto parts stores or online retailers like Summit Racing, RockAuto, or even Amazon. Just make sure to specify that you’re looking for a pressure plate for a 351 Windsor engine.

Final Thoughts

When selecting a pressure plate, consider your vehicle’s use. Daily driving may not require the same setup as a performance or towing application. Always check for compatibility with your existing clutch disc and other components.

If you have any more questions about your setup or need further guidance, feel free to reach out! I’m here to help you make the right choice for your 351 Windsor!

Great question! When it comes to finding a donor vehicle for a serpentine swap on your 351W, you want to look for trucks or vans from the late ’80s to early ’90s. Here are some recommended donor vehicles:

Best Donor Vehicles

1. Ford F-150 (1987-1996): These trucks often came with the 5.0L or 5.8L engines, which are similar to the 351W. They typically have compatible serpentine setups.

2. Ford Bronco (1987-1996): Like the F-150, the Bronco from this era will have a similar engine setup and can provide you with the serpentine belt system you need.

3. Ford Explorer (1991-1994): The V8 Explorers can also have compatible hardware, especially if you’re looking for a more compact setup.

4. Ford Expedition (1997 onward): If you’re looking for something newer, the Expedition can provide a modern serpentine setup, though modifications may be needed to fit in the Bullnose.

Where to Find Donor Vehicles

• Local Junkyards: Check out your local auto salvage yards. They can be a goldmine for donor parts. Bring a good list and take your time to find what you need.

• Online Marketplaces: Websites like Craigslist, Facebook Marketplace, and OfferUp often have listings for older vehicles being sold for parts. You can often negotiate a good deal.

• Classic Car Shows: Attend local car shows or swap meets. You might find someone with a parts truck or get leads on where to find one.

• Community Forums: Don’t forget to check the Bullnose Ford subreddit at reddit.com/r/bullnoseford. The community there is helpful and might share leads or even have parts available.

Tips for Buying

• Inspect the Donor Vehicle: If possible, inspect the donor vehicle before buying. Look for signs of wear and check the condition of the serpentine components.

• Ask About History: Try to find out how well the vehicle was maintained. A well-kept truck will have better parts for your swap.

Swapping to a serpentine setup can be a rewarding project, and with the right donor, you’ll be well on your way to improving your Bullnose. If you have more questions about the swap or need tips along the way, just let me know!

Yes, Mustang brackets can indeed work for your serpentine swap on the 351W! In fact, using brackets from a late-model Mustang can be a great way to achieve a clean installation, but there are a few things to keep in mind:

Compatibility

1. Engine Year: Make sure the Mustang brackets you’re considering come from a car with the same engine configuration. For example, 5.0L Mustangs from the late ’80s to early ’90s will have similar setups.

2. Belt Alignment: Brackets from Mustangs are designed to work with their specific accessory configurations, so you’ll need to ensure that the alignment matches your setup on the Bullnose. This is crucial for proper belt tension and performance.

Modifications

3. Fabrication: You may need to do a bit of fabrication to make the Mustang brackets fit your Bullnose. Custom brackets or spacers might be necessary to get everything aligned properly.

4. Accessory Compatibility: Keep in mind that the accessories (like the alternator and power steering pump) from the Mustang may differ from what you had on your Bullnose. You may need to swap out some components to ensure everything works smoothly.

Benefits

5. Weight and Aesthetics: Mustang brackets are often lighter and can provide a more polished look in your engine bay, which is a nice bonus!

Resources

For a more detailed overview and tips on using Mustang brackets, you might want to check out the Bullnose Garage YouTube channel. They often dive into modifications and can provide some visual guidance that’s super helpful.

Overall, using Mustang brackets can be a great choice for your serpentine swap. Just be prepared for some trial and error in terms of fitting and alignment. If you run into any hiccups, feel free to ask for more advice! Happy wrenching!

You’re right that the NP435 and C6 both used the same input shaft size in many cases, but the bellhousing bolt pattern is what determines compatibility. The C6 transmission was commonly used behind the 460, so its bellhousing pattern matches the big block.

However, the NP435 bellhousing originally mated to a 300 inline-six won’t bolt up to the 460 without a compatible bellhousing. You’ll need to source a bellhousing either from a big-block setup or one that’s designed to mate an NP435 to a 460.

Here’s a quick checklist:

• Bellhousing: Make sure you have one that fits the 460.
• Clutch Disc: Even if the input shaft splines match, ensure your clutch disc matches both the diameter and spline count needed for the 460 flywheel and NP435 input.
• Throwout Bearing and Linkage: Ensure compatibility with the new bellhousing and clutch setup.

Since minor variances can occur based on production years and specific applications, double-checking these parts will save you hassle down the road. Always good to measure twice and swap once! If you’ve got more questions, just let me know.

Great question! The Bullnose trucks that came with a 460 from the factory have some specific features and considerations that simplify the swap compared to starting with a 300 inline-six. Here’s a breakdown:

Factory 460 Setup

• Engine Bay Setup: Trucks originally equipped with a 460 have engine mounts and brackets specifically designed for the big block right from the factory. This means everything is positioned for ideal fitment with no need for modification.

• Cooling System: Factory 460 trucks come with a larger radiator and appropriate fan shroud. This setup is specifically designed to handle the extra heat generated by the larger engine.

• Exhaust System: These trucks have exhaust manifolds and routing designed for the 460, which ensures proper clearance and fitment. Custom exhaust work is usually unnecessary.

• Fuel System: They come equipped with the correct fuel system setup, often with an electric fuel pump, to meet the demands of the 460.

• Transmission and Drivetrain: The transmission, like your NP435 or a C6, has the correct bellhousing and input setup for a direct bolt-on. Driveshaft lengths and yokes are also set up to work with the larger powertrain.

Differences When Starting with a 300 Inline-Six

• Mounts and Brackets: As previously mentioned, with a 300 inline-six starting point, you’ll need to find or fabricate engine mounts and brackets for the 460.

• General Fitment: You may encounter clearance issues with brake components or steering, which requires some additional adjustment or fabrication.

• Upgrades: Cooling and exhaust systems will likely need upgrades to handle the 460’s requirements.

Other Considerations

• Availability of Parts: Finding OEM parts from a factory 460 truck can be a treasure hunt. Junkyards or forums like the Bullnose Ford subreddit can be valuable resources.

• Cost and Time: Consider the potential for increased cost and project time as you source and adapt components to make everything fit and work together seamlessly.

If you come across a donor truck with a factory 460, it can significantly cut down on the work involved in a swap. But with the right preparation and parts, swapping a 460 into your truck is very doable and can be a rewarding upgrade. Keep the questions coming if you need more info!

Looks like that’s a variation of something we’ve already covered. The change in tire size or setup won’t significantly affect the answer. Let’s dig into a new topic! If there’s something else you’d like to explore, feel free to ask.

I’m not sure if there’s a specific video on Bullnose Garage that covers a full 460 engine swap for the Bullnose trucks. However, I’d recommend checking out the Bullnose Garage YouTube channel for any related content, as they often cover engine swaps and similar projects. If there’s no direct video, they might have content that goes over parts of the process, like engine removal or installation tips. It’s definitely worth a look. If you have more questions or need further guidance, just let me know!

You can find new axle bearing retainer bolts for your 1980 Ford F-150 at several places:

1. Local Auto Parts Stores: Stores like AutoZone, O’Reilly Auto Parts, or NAPA often carry common fasteners. Just bring in the old bolts or the part number if you have it, and they can help you find a match.

2. Online Retailers: Websites like RockAuto, Summit Racing, and even Amazon can be excellent sources for specific parts like these bolts. Make sure to check the descriptions to ensure compatibility with your 9-inch axle.

3. Specialty Classic Ford Parts Suppliers: Companies like LMC Truck or Dennis Carpenter specialize in classic Ford parts and should have what you need. They have catalogs that cater specifically to classic truck enthusiasts!

4. Ford Dealerships: If you’re looking for original equipment manufacturer (OEM) parts, your local Ford dealer can sometimes order them for you, although it might be pricier than other options.

Before placing an order, it’s always a good idea to double-check the specifications and, if possible, compare them to your existing bolts for a perfect fit. Happy shopping! If you need help with anything else, just let me know!