T2K-CAR
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I set the crank at TDC 1-4 and then with the crank gear lined up with the crank key I used the arrow that the 2.4L has in line with one of the ribs on the gear to create a reference notch on the front cover. When the gear modifications are finished I will add a notch to the spacer behind the gear so it will be easy to line up.
Bill AKA "LOBO" Profile
"Getting old is inevitable, growing up is optional" Darth Vader 1986 F350 460 converted to MAF/SEFI, E4OD 12X3 1/2 rear brakes, traction loc 3:55 gear, 160 amp 3G alternator Wife's 2011 Flex Limited Daily Driver 2009 Flex Limited with factory tow package Project car 1986 Chrysler LeBaron convertible 2.2L Turbo II, modified A413 |
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That looks like you will be able to set it up perfectly, Bill.
Gary, AKA "Gary fellow": Profile
Dad's: '81 F150 Ranger XLT 4x4: Down for restomod: Full-roller "stroked 351M" w/Trick Flow heads & intake, EEC-V SEFI/E4OD/3.50 gears w/Kevlar clutches
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I scored something on eBay recently. I had one of these on T2K-CAR MK I, but in the nearly 14 years since it was totaled some things (remotes) vanished. The company who made these (DesignTech) was located in Springfield VA, but like many good reasonably priced items, were purchased by another similar company (Directed Electronics), who made lesser quality but higher priced systems.
It came as no real surprise that they first raised prices, then stopped manufacturing the DesignTech items so replacement remotes are NLA. I went on eBay searching for remotes, but found a complete kit still in it's original package (date says copyright 2004) and immediately bought it.  
Bill AKA "LOBO" Profile
"Getting old is inevitable, growing up is optional" Darth Vader 1986 F350 460 converted to MAF/SEFI, E4OD 12X3 1/2 rear brakes, traction loc 3:55 gear, 160 amp 3G alternator Wife's 2011 Flex Limited Daily Driver 2009 Flex Limited with factory tow package Project car 1986 Chrysler LeBaron convertible 2.2L Turbo II, modified A413 |
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Nice! Good find, Bill!
Gary, AKA "Gary fellow": Profile
Dad's: '81 F150 Ranger XLT 4x4: Down for restomod: Full-roller "stroked 351M" w/Trick Flow heads & intake, EEC-V SEFI/E4OD/3.50 gears w/Kevlar clutches
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Yes it is, I had one on the original and on one of our minivans.
Finally had some halfway decent weather today and was able to do some work on the 2.5L hybrid head. I started with the hole for the oil feed from the left rear head bolt to the #6 intake cam bearing cap transfer slot. I had previously drilled the passage through to the left front head bolt hole so it could be fed from the 2.5L oil passage. I drilled it out so I could get a 1/8 NPT tap into the passage in order to plug it and prevent oil from pressurizing the area the 2.4L feed is in. I tapped the cross passage for 1/8 NPT and installed a hex socket plug. I then enlarged the outside hole to 3/8 NPT and tapped it so the area will be closed off.  Next I made a template for the Tempo water pump and Chrysler 2.5L water entrance hole and drew up the layout on a piece of 1/2" 6061 aluminum. Plan is to use the 3 M8 X 1.25 block holes and one of the M10 X 1.5 holes for the Alternator/AC compressor mount to attach a plate to the block, then use the 3 M8 X 1.25 fasteners the Tempo water pump has to mount it to the plate. Based on the measurements I made today, it looks like if I use either reduced head size or socket head M8 X 1.25 screws into the 2.5L block they will not interfere with the Tempo water pump flange and 3rd bolt. 
Bill AKA "LOBO" Profile
"Getting old is inevitable, growing up is optional" Darth Vader 1986 F350 460 converted to MAF/SEFI, E4OD 12X3 1/2 rear brakes, traction loc 3:55 gear, 160 amp 3G alternator Wife's 2011 Flex Limited Daily Driver 2009 Flex Limited with factory tow package Project car 1986 Chrysler LeBaron convertible 2.2L Turbo II, modified A413 |
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In reply to this post by 85lebaront2
hopefully I'm not going to interrupt too much but I had a question not related to ford trucks and not specifically your car. I thought of you when this car came in., we have an 89 "tc" in the shop. today I went in, and the young guy is scratching his head. looking all over for the knock sensor. he had just been on the phone with a Chrysler dealer who asked if it even had one. anyway, I get into it with him and went over the customers complaint. falling flat above 2500. when pushed it seems to just slow down further. I asked what the fuel pressure tested at vs what it should be. he said that test showed 60 yet it was just a measurement and not sure what it should be. but he says you can rev it out fine in neutral. I explained that turbo differential against fuel pressure changes things and it is probably a failing fuel pump. wondering about a knock sensor though. i found nothing resembling one nor any wiring headed to or from where I suspect one should be. funny thing is that he kept correcting me when i called it a lebaron.
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In reply to this post by Gary Lewis
I figured I needed to get the crank gear finished up so I would at least have a reference for the accessory drive setup. I started by taking the 2.5L gear and cutting away everything behind the front round area then reducing the diameter down close to the keyway. This gave me an OD of around 34mm. The ID of the 2.4L gear is 29.96mm so it had to be opened up. The issue is the gears are extremely hard, the 2.4L one appears to be powdered metal and the 2.5L one may also be, but it cuts a little better.
After the initial machining and checking against the cam gears for position, I realized that the 2.5L gear needed a quite thin outer face, but it could be stepped where the recess in the 2.4L gear is. I at least need the pilot and bolt circle for the crank pulley, the holes can be extended into the 2.4L gear to positively locate it on the adapter. I had both pieces pretty well finished and did a trial fit, went together fairly well with a slight press fit. A quick check of position showed me I needed to move the gear out on the crank by about 1/4".    I first undercut the back of the outer section to fit into the recess on the 2.4L gear front face, then reduced the thickness until I had about a 1/8" flange at the front of the 2.4L gear. I had previously inserted it and taken an H drill through the M8X1.25 threaded holes to mark where the pulley bolts would end up. After doing this I put the two pieces together and discovered that I had a slight taper on the hub, but figured it would still go together and being tight shouldn't hurt, wrong answer, as I pressed them together I heard a nice "pop" and they slid fairly easily the rest of the way. Here is the, hopefully, finished hub and the now split gear. I do have another gear, I had gotten just in case.   
Bill AKA "LOBO" Profile
"Getting old is inevitable, growing up is optional" Darth Vader 1986 F350 460 converted to MAF/SEFI, E4OD 12X3 1/2 rear brakes, traction loc 3:55 gear, 160 amp 3G alternator Wife's 2011 Flex Limited Daily Driver 2009 Flex Limited with factory tow package Project car 1986 Chrysler LeBaron convertible 2.2L Turbo II, modified A413 |
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In reply to this post by 85lebaront2
Ouch!
 How much taper are you finding in your lathe? Do you know if it's bed twist or the headstock out of line? That's some tricky fitting with not much to spare. I'm sure you'll get it done in the end!
Jim,
Lil'Red is a '87 F250 HD, 4.10's, 1356 4x4, Zf-5, 3G, PMGR, Saginaw PS, desmogged with a Holley 80508 and Performer intake. Too much other stuff to mention. |
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Here is the (mostly) finished crank gear:
  I need to take a little of the back of the "hub" and then will epoxy it into the 2.4L gear and drill and tap the 5 locations for the pulley bolts. With it lined up with the 2.4L cam gears, it will need a 0.256" spacer inside the hub so that when the bolt is tightened it will be a positive stop.
Bill AKA "LOBO" Profile
"Getting old is inevitable, growing up is optional" Darth Vader 1986 F350 460 converted to MAF/SEFI, E4OD 12X3 1/2 rear brakes, traction loc 3:55 gear, 160 amp 3G alternator Wife's 2011 Flex Limited Daily Driver 2009 Flex Limited with factory tow package Project car 1986 Chrysler LeBaron convertible 2.2L Turbo II, modified A413 |
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Sounds like you have a plan, Stan, but I'm not sure I follow it. However, I'll look forward to the pics that explain it as I'm sure it'll work out.
Gary, AKA "Gary fellow": Profile
Dad's: '81 F150 Ranger XLT 4x4: Down for restomod: Full-roller "stroked 351M" w/Trick Flow heads & intake, EEC-V SEFI/E4OD/3.50 gears w/Kevlar clutches
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