Gary Lewis

I LOVE the '75, but the '90 Bronco isn't my favorite look. It is nice, but......

I'm pretty sure it is, in the sense you mean. If vacuum is applied in excess of the motors' springs, the motors will open FULLY, regardless how wide the ACTS opens. It just might take a little longer if it doesn't open fully. But that's not how the system works; it's more like PWM - it opens to open the flaps, then closes AND vents them (slowly), giving itself time to open again, modulating the flaps for some degree of control. That's also how Ford EGRs work up to ~2004. Those not delivered to cold climates. Only if its path (tubing) was very large in comparison to the vacuum motors - and I don't think it is, so the restriction in flow causes the motors to move slowly enough not to slam. Interesting. So the size of the vacuum line helps smooth out the pulses, but a restrictor might help as well. As for the CWM, looking at the calibration parts lists in the master parts catalog they don't seem to have been used in just warm weather locations. They were used in both 49-state vehicles and CA vehicles, and in high altitude vehicles as well as non-high altitude vehicles. But, they weren't used in all vehicles. For instance, they were used in CPL 48, which is for 1980 E150's in CA with a 351W, but then not used again until CPL 76, which is for an '81 F100 w/a 300 six and not California. In other words, they skipped a whole bunch of E & F vehicles with similar engines and transmissions, both over and under 8500 GVW, and in CA, 49-state, and Canada. So, I don't see the rhyme nor reason, although I'm sure there was one.

That thing sure looks clean from that angle. Absolutely hard to beat for that price.

I know. Those trucks usually get worked so hard they end up in the junkyard in a dozen years...lol. It's amazing this one has been kept so well. Must be at a Golf course or a college or something...who knows. Not bad for $5k.

Yes, as long as your printed circuit is the one that supports a tach. There are three circuits: With warning lights & no tach With gauges and no tach With gauges and with tach As shown here (Electrical/Gauges) the circuit for 1981 - 86 clusters that will support a tach will be marked E1TF 10C956-BA. If yours won't support a tach you can swap either the printed circuit or the whole cluster. Or, you can hard-wire the 4 wires to the tach.

It always takes at least twice as long as I think it will - even when I allow extra time. But, when the job is done it sure feels good.

I hope it doesn't ping. The altitude will help, as will the timing change. How's it idling? And still shutting off correctly?

Came across these Foxbody factory headers for sale during my daily search for rusty Ford junk. I see the factory heat riser shrouds are still intact on the headers. The only reason they're still there is because they were on a Mustang that presumably wasn't winter driven (and they were likely replaced by headers anyway). I can make shrouds like those to fit my headers easily enough (should I somehow get the ambition to do so...) Yep, that's all you need to do.

Talked with Davis Auto Sales today and got permission to host the pictures for this truck here: Picture Gallery/1984 F150 Survivor.

Talked with Davis Auto Sales today and got permission to host the pictures for this truck here: Picture Gallery/1984 F150 Survivor.

On the ‘82 I had the wires to the computer run down the engine, then under the cab, and into the cab directly under the driver’s seat. Later years had the computer under the dash. DS-II systems, meaning those with a blue grommet, don’t have computers. And the use of DS-II vs EEC varied by year, engine, and whether CA or 49-state spec.

Acadian? I thought you are Irish.

Just got a call and approval from them to put the pics on the site. Will download them ASAP and work on getting them up later.

That's as plain-jane as you get. But, it sure is clean. Looks like it is the same one we've seen before. But, now I've emailed them to see if we can preserve it's pics.

Ok, with David's help I've ordered an '82 and an '83 EVTM. The intent was to find an '83, but he found an '82 for a price that made it seem silly to have Mark ship his and then I'd have to ship it back. So, when they get in I'll be able to compare the various ignition systems.

Interesting observation, and one of which I'd not thought. Yes, maybe Chris' throttle stop screw had a rough spot on the end and it was burnished or otherwise smoothed by hitting the stop. Might easily do it. And, he was supposed to adjust the idle mix when he got to elevation. A 5000' change can certainly impact the idle mix.

Glad to hear (see?) from you, Vinny! So, how many trucks does it take to qualify for having "a bunch of trucks"? And do they have to be assembled? David - Close, but Paul wrote . Vinny - No Lone Star Cafe?

I wondered about that as well, and came to the conclusion the shape is getting worse.

I can't explain the volume of coolant, but perhaps it was due to things getting hot and expanding? On the tranny and t-case, I use nylon, brass, and stainless steel brushes in a toothbrush size for things like that. I spray the tranny down with brake cleaner until I have it pretty clean, and then spray an area and brush. Spray and brush. Then, when I think I'm done I spray it all down again. But, one issue you'll have is the table you have it resting on. I've used my shop crane to dangle them or an engine stand to bolt them to, and then placed a large drip pan under them with paper towels in it to keep the drips from spattering. Can you run a nut/bolt arrangement in the mounting holes and get the tranny up off the table? And then put a large drip pan under the bolts?

I'm not sure the ACTS is binary, meaning completely on or off. I've assumed, but don't really know, that it is analog and will provide some vacuum to the motors to get blended air at the right temp. (Some air cleaners didn't have the CWM.) I think that because I never hear the valve slamming shut or open, which I would think it would do if it was on/off.

Looks pretty good, but the pics are a bit brief. Would need lots more to up much interest.

Last thing first - please compare your '82 EVTM to my '81 EVTM, and especially on the Start/Ignition pages and probably the Feedback Carb MCU and the Feedback Carb ECU sections. If there are notable differences then I'd really like to get a scan of yours to capture those differences. I have 1980, '81, '84, '85, & '86 EVTM's, but only the '81 and '86 on the website. So I'm missing 1982 & 3. You said your '82 only has Duraspark (blue grommet) and EEC, which is what the '81 has, and that EEC doesn't match your module. And the '84 only has Duraspark and TFI, and yours certainly isn't TFI. But I wonder if '83 EVTM has an evolution of the EEC that might match your module? Perhaps your engine and ignition system are from an '83? Hmmm, we need to find one of those EVTM's, and with it and yours we'd have the whole Bullnose era covered. (And I'd have a LOT of work to do to get all of that on the website. ) And I agree that the module on the back is the pressure sensor. But did it not have a hose to the intake manifold? If not, then it can't be a manifold pressure sensor. Just barometric. Does it have any numbers on it? The plot thickens.

I thought it was the other way around: https://supermotors.net/getfile/749021/thumbnail/clutchsws8086.jpg I'm pretty sure I still have both of those (if not a couple of each), so I guess I can retire early! Not sure I understand. The advert says: Box Part # = E3TZ-9F645-B. And the catalog says that's for 1983 F-U100/350. However, the catalog's not 100% correct. (Nor are your pics.) The 460's and diesels came out in '83 with hydraulic clutch linkages. But, the rest of the engines still had mechanical clutches for 1983 and didn't get hydro until 1984. So this switch fits 460's & diesels from 1983 - 86, and the rest of the engines from 1984 - 86. But, if you have one of each then you are rich!

Bill - I agree about finding the pin-out spreadsheet. It easily took me 10 minutes to find it, and I'm the one that put it there! It currently is in Fuel Systems/Carburetors, Chokes, & EFI/EFI, and on the Pinouts tab. But, where do you think it should be? Or, maybe better, where ALL do you think links to it should be? We can put it one place and point to it from several others. Now to Mark/Dyn's truck. If we can find the calibration code we might figure out a few more things about it, including the distributor, carb, and EEC #'s. I've included a calibration parts list for one 1982 truck that might be it. But it probably is a CA-spec truck and, if so, this won't be the right one. Anyway, maybe Mark can see if the carb, distributor, or EEC unit under the seat have #'s on them?

Yes, it is pricey. And it is needed. Wonderful if you can find them!