Gary Lewis

Shame about the seal, but what's another few days? Side note, I brought home a hopefully suitable box for some literature. Gotta personalize it this weekend, but I hope to send it to Oklahoma early next week. Thanks. Btw, getting the studs on the springs into the center holes on the axle was a real challenge. Apparently the springs don't hang exactly the same distance apart as the holes in the axle housing, and it took quite a bit of leverage to move the spring and get it to go in. Also, with David's help I ordered a Ford training publication called TOD and SROD Four-Speed Manual Transmissions. It is 81 pages, so with what you send I'll have quite a bit of scanning to do.

Thanks. I finally got it in, but it wasn't "right". So I was wondering what I did wrong. And I'm sure I didn't get the crimp right. So if I plan to use any more of those connectors I'll have to get the right tool.

I'm sure there were earlier levers for the T-18, but they got superseded in the MPC. As for the length, I have an '85 T-19 and I could pull the lever and measure it - when the weather improves. It is 40 degrees and the front is almost to Texas, with snow due during the night.

The 4.9L was the standard on anything below 8600 GVWR, as shown below, which is from the 1985 brochure. On the axle and springs, is the truck an F250HD?

Bill - That's one of the many reasons I'm going to use the '85 speed control system. But I don't have a vacuum switch on the clutch. And, the 1985 EVTM says the brake pedal has one but not the clutch. However, the clutch pedal is supposed to have a switch that both deactivates the speed control as well as prevents you from starting the truck with the clutch engaged. Big Blue doesn't currently have that switch, although he certainly will as a consequence of the "transformation". On the tanks, 'tanks. Good to know both that the wiring is the same and about the ground. But as long as there is a ground I don't think it'll matter from whence it comes. I'll be using the rear harness from the '85, so it'll be the in-cab ground.

If the MPC is correct, the T-19's take a different lever than the T-18's. As shown below, which is the whole shift lever listing from the MPC, there are four levers: 1980 - 86 T-18's use E2TZ 7210-D 1987 and later T-18's use E7TZ 7210-H 1983 - 86 T-19's use E5TZ 7210-H 1987 and later T-19's use E7TZ 7210-F

Well, I guess I either stumped the chumps or, more likely, confused everyone. Let's move on. I've come to the realization that I need to revise the order of assembly. I'd been thinking I'd need to stand in the engine compartment and do the wiring, but now I'm thinking the there won't be all that much that needs to be done on the truck. I say that because I think I can do the vast majority of the wiring on the work table. Things like soldering the ECU wires together, which will be a chore, will be much easier on the table. And stripping out the un-needed wires from the bulkhead connector will be also. Ditto the PDB. Besides, the wiring goes across the radiator support, and that can't happen until after the engine is in. So, I decided I'd install the axle today and get it down on all fours. And, I did get the D60 as well as the axle shafts installed, as shown below. (Yes, Shaun, the axle shafts went right in. ) And then I installed the needle bearings and seal in the left spindle and the seal on the left axle shaft, and put the spindle in place, as shown below. But, I didn't find the nuts immediately so haven't installed them. But, things kinda stalled after that. I got the needle bearings in the right spindle, but broke the seal while installing it, as shown below. Just went back to Amazon and ordered another, which will be in on Monday. So, I'll go back to the electrical work in the interim.

Shaun - Sorry, I forgot. Clay - I think you've found just the right guy to help you through this. Welcome to the forum!

True, but are you saying that E2TZ 7210-D doesn't fit all T-18's for 1980-86 trucks?

My wife says I clean my trucks by rubbing my clothes on them.

Dave - However one decides to track his/her progress is up to them, and there are lots of ways to do that. But I think that just doing it will up one's spirits. As for your truck, hope you find the leak and that it's easy to fix. But did the Velcro fix it the rattle?

Newer style, as in Cummins?

Yes, all F250's were 8-lug. You can see that on the Documentation/Driveline/Wheels page and then the Applications tab.

Paul/Rogue_Wulff has a Cummins from a Dodge in his 80. But it is stealth mode as we machined the cuss words off the valve cover. However, if you look underneath you find a Dodge tranny. But in Clay's case he's keeping it "all Ford" as he's found a Cummins out of an F850 with FORD on the valve cover. And it originally had an E4OD so that's what's going back. Basically, his motto is "As Ford would have done it." Have you heard that before? Sorry to have stolen your thunder, Clay.

Dave - I think he's planning to use only the cab. So the doors, front clip, fuel tanks, wiring, etc will all be from the '82. So he's just asking two questions: First, if the lines match up. Second if the dash will fit. And I think the answer to the first one is yes. The lines match 'cause I've read many times of guys putting a Bullnose clip on a Bricknose and they line up. So the opposite should work. As for the dash, Bill went the other way and put a Bricknose dash in a Bullnose. So while they don't initially bolt in, Bill was able to get the later dash in a Bullnose. So we need him to tell us how to do it in reverse. As for the engine, wait until he tells y'all about that.

As we discussed on the phone, I'm pretty sure the cab will bolt right on. But I'm not sure how hard it will be to put the Bullnose dash in. Hopefully someone else, like Bill, can tell us. Another issue is the wiring. There are some differences between the Bullnose wiring and the Bricknose wiring. But, if you put the wiring from your '82 in that cab I think you'll have it whipped. And most of the wiring runs across the dash, so will get changed over when you change out dashes.

Nice truck! Nice and straight and the interior looks amazing. I like the wheels and the locking hood release.

Nice truck! This is the one the Cummins/E4OD combo is going in? Sure hope you'll start a thread, either in the main section or in Projects, to document your progress. An example of what I mentioned on the phone is my thread on Big Blue's Transformation. You can see in the first post how I've embedded a Word document wherein I track my progress, which automagically shows up as I update the document in the background. But I also post about my progress - as you can see from the fact that the thread is now up to 66 pages, and growing.

Finding Obsolete Requested Dodads Yep, David. He apparently does that as well. Ok, on Cory's quest, I did find Page 5 of Section 60 on the 1982 microfiche, as shown below. But, there are no A3A's. Just the info we already had that ID# D3DE 6312-AA is PN D5DZ 6312-A. Then turning to the cross-ref I do find lots of A3A's, but no D3DE 6312-A3A's. But, I have come to a conclusion, and let's see if y'all agree with me. At the top of Page 173 of the April 1980 Master Cross Reference List I find this, with extraneous info left out: Known Part Number Service or Engineering PN D5UE 6312 AA D5UZ 6A312 A D5UE 6312 A1A D5UZ 6A312 A D5UE 6312 A3A D5UZ 6A312 A . . . . . . . . D7AE 6312 AA D7AZ 6A312 A D7AE 6312 A1A D7AZ 6A312 A D7AE 6312 A2A D7AZ 6A312 A D7AE 6312 A3A D7AZ 6A312 A So it looks to me like an engineering # suffix (what's on the part) of AA, or A1A, or A2A, or A3A all cross-ref to the same service part number, which is what we see in the catalog. If I'm right, then the pulley you found is the right one. Thoughts?

Cory - Just got to the shop (after cleaning the gutters on the house 'cause we are supposed to have a DOWNPOUR this afternoon, and then snow tonight/tomorrow) and had a conversation with Clay/82 PIT BULLNOSE on the phone. Turns out that his '82 has a 302 with A/C but he's converting it to a Cummins from a later F850. So he suggested that you contact him re the pulley. And, he works for Ford and can find PARTS. He has a network and a little black book with PN's and people's names. I'll let him tell us more about what he does/can do, but I think you need to contact him. And now I'll see what I can find.....

That's a loaded question. And it is an area for caution. If there's a lot of sludge in the engine an aggressive, high-detergent oil might strip it out and clog the oil pickup, starving the engine for oil, which could cause damage. I think the best approach would be to pull a valve cover and ascertain the level of sludge in it and on the head. If you don't have a lot then go for an oil that will clean things up quickly. But if you do have a lot of sludge then you need to proceed with caution. And one approach would be to use fresh oil that will clean, but don't go for a drive so if the oil pressure starts dropping you can shut the engine off quickly. But in any case, I would pull the plugs and lube the cylinders with oil and turn the engine over gently by hand with a wrench on the crank bolt. Then, after re-installing the plugs, I'd pull the distributor and spin the oil pump until I got pressure on the gauge. That will ensure oil has gotten to all of the bearings.

Those are up to a given serial # in 1985: 83/85 E-F250/350 - - "Before eng. serial no. 237016" E3TZ 6C327-A TUBE ASSY. (PISTON COOLING)-Press on type Here's after that SN: 85/ E-F250/350,F(Super Duty) "From eng. serial no. 237016" E5TZ 6C327-C Bolt on type

That would be awesome Gary, thank you! I found this one below that almost matches 100%...it has A3A instead of AA... https://www.ebay.com/itm/Ford-4-Groove-302-351-Crank-Pulley-D3DE-6312-A3A/254195743828?epid=1033857901&hash=item3b2f3f3c54:g:ucMAAOSwjR5awn6W I think that one may be a match. I don't understand how to decode the suffix info, but I'll check the cross-ref on this one as well. 80/82 E—F150/350.U 150 - -integral A/C D5DZ 6A312-A #D3DE 6312-AA-four sheaves

80/86 F 100/350.U150 4 T— 18 E2TZ 7210-D

Yup! 80/86 F 100/350.U150 4 NP435 E2TZ 7210-C Incl. 7D282, Ext., Pin & Seal