Gary Lewis

The Wheel page (Driveline/Wheels) says that a 1986 Type 5 wheel came in either white or Bright Argent. But, what is Bright Argent. Ron/Reamer found this in a thread here: http://forum.garysgaragemahal.com/For-those-needing-the-quot-Argent-quot-color-for-the-grill-and-headlight-buckets-I-have-the-answer-td8210.html. I don't know if that would be Bright Argent. And also in that thread I found the #'s for a paint Ford called Argent. Does that help?

That's a decent price if the tranny is really well built. (I'm not knocking his abilities, but I don't know him so can't say.) I know that I paid $500 for my ZF5 and then another $1000 for a professional rebuild. But then, I assume, there's shipping on top of that and a ZF is pretty big. So it isn't a steal but isn't bad either.

First, no it wasn't there all along. When you asked I looked and realized it was missing, so added it. That's a service I provide members of this forum. And, once it is there it'll be available from no on so everyone, including me, can use it. And the Corroseal looks good. It says it is a primer, but if it is like POR15 it really doesn't need a top coat if it isn't subjected to UV light. So I'm assuming you will use it that way? On the pumps, I've used the quart one with an extension hose on it in bigger bottles and it works quite well. Its the way to go for filling transmissions, t-cases, and rear diffs.

I have some good friends down the road in Sixmilebridge and was a friend with a Garda from Ennis,when he was alive... Sixmilebridge and Ennis are both just a few miles from Dromoland. Not sure we saw either, but I see them on the map. 'Tis a small, small world.

Ok, I think I have what you are looking for: Driveline/Transfer Cases and the Linkage tab. Check it out and let me know if that is what you need.

Ok, then I won't worry about it because you aren't worried about it. But BuggTruck was right - the transmissions to/fro are not encrypted, so when you log on your password is transmitted "in the clear" and can be read. So you might not want to use the same p/w here as on your bank, or Amazon, etc. However, we will need to go to HTTPS at some point, and the sooner the better. Google has stated that they are not presenting sites that haven't gone secure in all search results. And you can see that our site isn't being presented (impressions) nor clicked on nearly as much as it was just over a month ago. We were growing pretty significantly then, but aren't now.

Thanks, but I've not done much but set up the site and invite people. Y'all are the ones that deserve the compliment. You've pitched in to help each other in a remarkable way, and the tone of the conversations is as friend to friend - not adversarial or holier-than-thou. Anyway, glad you figured out to whom the question was asked.

I'm not sure if the question about wheels/rims was to me or not. But I don't think it was. As for the differences between the trucks, there are a number of differences. One is in the frame. Go to the 1983 Light Truck Facts Book, click on Axles, Frames, & Suspensions tab and scroll down to the frames. There you'll see that F100's and F150's shared a frame, F250's had a bit heavier frame, and then the F250HD and the F350 shared a frame. So basically three levels of frame strength. And other things followed, like axles, springs, brakes, and wheels/tires.

I'll have to browse the catalog, but can't get to it for a bit. However, if I don't get back w/you later today please rattle my cage.

Google is upping its push to get every website in the world to HTTPS, meaning secure communications to/from. Our site and forum are not secure. I can turn security on for the website, but the forum has to be secure first or it won't work. Nabble, the outfit that provides the forum, has turned security on for several sites, but some are having trouble. Nabble is working through the issues, but there are still some gotcha's. So I'd like to hang back and let those riding point collect all the arrows. That's 'cause I know there's nothing that warrants security on here. But, does the fact that Google keeps displaying the warning below on your page worry you?

Looks like it wasn't in too bad of condition. But, at least you are getting the hood you need.

Good memory, David! But that is hard to get to, so here's a link: http://forum.garysgaragemahal.com/WHYDTYTT-What-Have-You-Done-To-Your-Truck-Today-tp148p8541.html

Sounds like someone put ATF in on top of gear oil. Anyway, the section from the factory shop manual on the NP435 (Driveline/Transmissions/Manual Transmissions/NP235) says on Page 12 to use ESP-M2C83-C. I found several lube companies say that their gear lube meets that. For instance, here's Royal saying their Gear Lube TL meets it, and is a GL4. And Oleon says their GL5 meets it. But I don't know those brands. So I just looked at my inventory and Royal Purple's SynchroMax says it is the right stuff for manual transmissions. And Mobil One Gear Lube LS says it is good for manuals. I think part of the issue is that when the NP435 was built the best out there was GL4, but now the companies have migrated to a later, greater oil spec - GL5. So since Ford's ESP-M2C83-C is a GL4 spec we can't find something later that says it meets that spec. They've just forgotten the older specs. For me, I like the Royal Purple. It is pricey but is specifically said to be good for manual transmissions and, therefore, should not hurt the synchros.

I can't find any pics in any of my literature. A tonneau doesn't list in the accessories catalog. However, there is a mention of one in the parts catalog, and there is an illustration for one in there as well. So I've added that info the page on Exterior/Beds, Tailgates, and Components on the Bed tab. But note that the 501A42 # shown is a generic part number for a cover. In fact, it isn't complete as that since it probably needs a "99" in front of it. And it needs a prefix and a suffix. So I'll hazard a guess that the part number is E0TZ 99501A2-A, But I can't find that number on-line, nor anywhere in my documentation.

That's a good question. Assuming you are asking for "argent", the catalog says that "D7AZ 19000-A is "Paint (argent lacquer) -- 13 oz. aerosol spray can". I did a Google search for that part number and got several hits: C&G Ford Parts say they have it Autokrafters say they have argent, but I can't see the part number This post in 57fordsforever gives a few other numbers people say work, but I can't say they are correct

There are two adjustments regarding the door - how the door fits in the opening of the cab, and how deeply it latches into the opening. The way it fits into the opening, meaning how much clearance there is around it and if that clearance is uniform, is adjusted with the bolts that go into the hinges. And the way I've done that is to open the door slightly, support it with a jack, loosen the bolts slightly, raise or lower the jack, and then re-tighten the bolts. And the depth of the latching is adjusted by loosening the striker bolt, moving it up/down or in/out, and tightening it up. And it sounds like this is the adjustment you need. So just loosen the striker, slide it out a bit, and tighten it back down. However, there's always the question of whether the hinges are worn. If so the door will move fairly easily up and down, and you really should replace the pivot in them.

Yes, this needs to be documented, but I think I'm documented-out at present. However, here's some info to dwell on: For 1985:

John - It depends on the year, F150/250/350, and engine. But since you said "3.00" that means a 9" and to be a 300 or 302 it would have to be 1982 or prior since the 8.8" was introduced in '83 for those engines. So here are the specs for 1982 49-State F150 4x4's: 300 six had the 3.00 as standard and the 3.50 optional 302 had the 3.00 as standard and the 3.50 optional 351W had the 3.50 standard with no options However, with the introduction of the 8.8" in 1983 things changed. Here are the specs for the 1983 49-State F150 4x4's: 300 six had the 3.08 as standard and the 3.55 optional 302 had the 3.55 as standard for manual transmissions and 3.08 standard for automatics with the 3.55 optional 351W had the 3.55 standard with no options. Yes, you read that correctly - it does not say that 351W's got the 9" for '82. Apparently that changed later, perhaps after they'd had some problems? David - Why didn't you tell me that I didn't have 1984 specs for the 300? I somehow missed that in my QA check, but found the gap when I was looking for compression ratios. But they are there now. However, looking at the '84 sheet I see the compression ration is 8.4:1 regardless of application. Further, the cam's lift is the same regardless of application. As for the feedback carb, the '83 book says: But it doesn't tell me which ones. It has a table that should tell, but none of the 4.9's, 5.0's, or 5.8's have the little (4) footnote that says they have it. So I cannot answer that question.

Ok guys, I'm happy to leave it as it is. But, I will say, and LOUDLY, that I am SURE there are errors in that table. Teasing those details out is extremely confusing, and especially so for 1984 and '86 when they either changed the format of the book or I have the wrong books. So, I would appreciate it if you'd take some time to compare the info in the table to what you find on the specification sheets. And then let me know what errors you find or what questions you have.

I agree - that was a good price.

Michelle - Here are some of my thoughts regarding what you should be looking for. First, why exclude the 302 (5.0L)? As you can see here (Engines/Windsor Series) when the 302 got EFI in '85 the power levels jumped up significantly. (Click on the 302 tab, then the Specifications tab, and scroll all the way to the bottom to the 1986 spec's.) At that point the numbers were better than the 351W 2V and not that much less than the 351W 4V, aka HO. Second, you said "351", but you didn't say 351W or 351M. And there's a big difference. I'm a huge fan of the 335 Series engines, which includes the 351M and the 400. But as you can see by what I say in the writeup, the stock 351M was wimpy. They can built to have more power, but to really get good power out of them you need to slip a 400 crank in, at which point you have a 400. But, that will be an expensive project. (Been there, done that.) So if you want a 351 I'd recommend you look for a 351W, which had more power in stock form than the 351M. And that means looking at 1982 and later trucks, assuming it isn't a California truck, in which case the W came out in 1981. (You can see the engine availability on the Engine & Driveline tab here: Year To Year Differences.) Then there's the transmission. For the 300 and the 302 there were actually two different 4-speed units. One, the NP235, is an HD tranny and has a granny low and a 1:1 4th. You won't need 1st except to start a heavy trailer or creep around slowly, so you'll drive it as a 3-speed. And depending on your usage and the rear axle ratio you may find that 4th isn't tall enough for good economy on the highway. But there was also a 4-speed with OD. It isn't an HD tranny so wasn't put behind the 351W's, but was used with the 300 and 302. David/1986F150Six has that one in his truck and it seems to work well and returns good MPG on the highway. But, it might not be what you want if you do plan to tow a trailer with another vehicle on it. As for a tranny behind the 351, whether W or M, it will be a 4-speed w/a granny 1st and 1:1 4th. Some were T18's and some were NP235's, but it doesn't really matter as the ratios are comparable and both are good transmissions. Having said that, if you decide you like everything but have to have an overdrive gear, a ZF5 swap isn't all that difficult, and it'll give you a nice OD for highway cruising. But a used one will cost about $500 and it may have issues and they are expensive to have rebuilt. I paid $500 for mine and then spent another $1000 for the rebuild. They are good transmissions, but it is hard to justify the expense in gas savings. However, the truck is also sooooo much quieter on the highway with the engine turning about 25% fewer RPM's.

David - How about telling Michelle what your experiences have been with axle ratios on your truck as well as Daniel's? That's because there were a wide range of axle ratios used with the 300 six during these years. Seemingly much more so than with the 351's. And, it makes a huge difference in the way the truck drives.

If the cigar lighter works and the charger pops the fuse then there's something wrong with the charger as it should pull far less current than the lighter. Have you tried it in another vehicle? Perhaps it is shorted. Or maybe its design is such that it shorts in the Bullnose receptacle?

That's funny, because in all the trucks I've looked at, they very rarely ever had 3.50 or 3.55 gears. Now, I've mostly been looking at 2wd trucks, but if I've looked at 30 of them, 27 of them had 3.08 gears. In the Bricknose and 1992-up trucks, every single one I've looked at had 3.08 gears. Then again, I almost never see a truck with a 351 in it. The regular cab 2wd trucks seem to be almost always 300/6 or 302. Were the 3.50/3.55 gears more common in the 4x4 trucks? I've had about 5 Bullnose trucks, and all of the light duty ones had 3.50 gears. Of those only two were 4x4. But I'll look to see what the standard gear was for the different trucks. Tomorrow.