Nothing if you kept the oil changed and didn't over rev it. Their fault was a somewhat inadequate oil system. If you made it a point to not over revved them it wasn't much of a problem - or you put a higher volume (not necessarily higher pressure) oil pump and they would soldier on for years. They got lousy fuel mileage - but what didn't back then. And by lousy - 10-12 MPG running empty - my 2000 F250 SD with the 6.8 V10 averages 11 MPG when I drive it as an adult - if I am in a hurry and push it hard (no load) it still gets 10 MPG. We had 3 400s and 4-5 351Ms and all (except one) ran for well over 100 to 140K - for the 1970s that was pretty much the number. It seemed the bigger the vehicle the longer the engine ran. Our 1979 F350 dually flatbed ran up to 200K - burned a quart of oil with every tank of fuel but it still had good power when it was sold. Meanwhile our 1974 Gran Torino 2 door with a 400 went through an engine at 70K - but it had teenage drivers and had probably seen some driving events that haven't been seen anywhere except the Dukes of Hazzard. At 70K it had an older 351M dropped in it and it was burning oil on day one - but oil by the quart was cheaper than an overhaul.
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Today's Featured Article - Fasteners: The Nuts and Bolts of Nuts and Bolts - by Curtis Von Fange. The nuts and bolts of nuts and bolts is an interesting and essential piece of knowledge that applies to our older tractors. An improperly torqued capscrew on an engine head or a shear bolt that is too hard on the driving shaft of a bushog can create havoc and make an expensive and uncalled for repair. Let�s examine the purpose and design of these fasteners in order to ensure their proper use. Fasteners are probably one of the aspects of mechanics that is given the least amount of thought.
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