Gary Lewis

That's amazing! The attention to detail boggles my mind. But it sure seems to be quiet, especially since there doesn't seem to be a muffler. And it revs nicely, although it did seem to drop a cylinder at times. Still, it is really cool.

Yes, I think that is what it means. However, there are others with more experience in this area than I. Jim has an '87 and Bill has put a much later interior in his truck. So hopefully one of them, or someone else that knows will chime in.

You are welcome, Tom. And don't forget your tissues.

I think Dave/FuzzFace2 had a similar problem recently, as reported here. But he was going to do some more checking and I've not heard back from him so will tag him in my response. Having said that, it seems to me that if it works right on the phone and not on the computer then the problem isn't with the site. But I don't know if that is true. Have you tried another browser?

They moved the reel in '87 IIRC.

Thanks, Bill. But I'm still trying to get my head around all you said. I think in some cases you are talking about additional pages or documents that we don't have yet and I'm trying to figure out how to organize what we already have. But it is good to think about what we might have in the future, so I'll see how to weave your ideas in. However, I think you are on the right track with things at a high level: A carburetion section and an EFI section. Then we can organize within those to have feedback and non-feedback carbs separated, and the different EFI systems separated, with details about each. Maybe part of the confusion is with the title of the section being "Fuel & Air Systems"? Perhaps it should be Carburetion & Fuel Injection? I say that because "Fuel & Air Systems" doesn't really imply electrical stuff, but when you throw in "Fuel Injection" it does. (Bill - I know what you are thinking. The Rochester system for the Fuelie didn't have any electrons in it. Nor did the K-Jetronic that was in my Audi. But the younger generation doesn't know about those systems. ) So, y'all, what about calling the section "Carburetion & Fuel Injection"?

I've now scanned in the 228 page chapter from that book and I put it on the EEC-V tab on the page at Documentation/Electrical/Electronic Engine Control (EEC). And I've noted mentions of the PTO circuit in several places, so thought I'd capture them here, with the number being a page # reference: 2-42: Gives Parameter Identification (PID) values for the circuit. 2-49: More PID values, and I'm not sure why these are different from the previous ones. 2-51: Ditto 2-101: Shows how to implement a switch for this function and how to test it when problems arise. 2-167: Testing for both Circuit Test QA as well as Diagnostic Code P1000

As mentioned elsewhere, I re-discovered that I have a book entitled Ford Engine Performance - 1996. And in it is a 228 page chapter on EEC-V. Since it might be useful for my implementation of EEC-V for Big Blue I scanned it in today. I'm not quite sure where to put it, but for the moment I've put it on the EEC-V tab on the page at Documentation/Electrical/Electronic Engine Control (EEC). But there are lots of other EEC & EFI things on the site, so I really need to bring some organization to the mess, and if you have suggestions please chime in on the Minor Re-org - Input Requested thread.

Good question, Chris! I left that out. So I've revised it a bit to out 1985-6 Fuel System Adjustments as well as Diagnostics in Fuel System Adjustments. What do you think?

The way the Fuel & Air Systems section is "organized" has raised my eyebrows each time I go there to look for something, but heretofore I've just shrugged and kept on trucking. However, this morning I realized I have a 200+ page document on EEC-V systems that I want to add, so I think now is the time to re-organize that section. I've put together the Word document below to try to explain how I think it should be done, but really would like your help as there are several things that just don't fit very well. And I've included hot links for some of the things to make it easier for you to look at them. Here are some of the ones nagging me: 1985-86 Fuel Systems: This covers both carbs and EFI. But at that point the EFI was only EEC-IV. 460 Fuel Systems: This is rather specific and covers both the carburetion awa electrical things. EFI Idle Speed Adjustment: This is really just EEC-IV, so could be moved under that heading. Fuel System Adjustments: I was thinking this could be a catch-all? Fuel System Wiring: Yes, it is "fuel systems", but it is "electrical" as well. Should it be here or there? Or, both - by placing a page there that links to this page, or vice versa? Fuel System Illustrations vs Part #'s: This section was done before I knew of "tabs", and I could consolidate things onto one page called something like Fuel System Part #'s & Illustrations. There'd be a tab for Illustrations and one for Part #'s. If you like that idea I can put it on the list to do when I can.

We have a lot of non-Bullnose things all through the documentation. For instance the ZF-5 or 3G pages. So the EEC-V isn't much different - just fewer of us using it. I'm thinking of splitting the Carburetors, Chokes, & EFI section up to maybe Carburetors and then EFI. Think I'll start a new thread on that... As for what I've done on Big Blue today, I've now tested out all of the relays and fuses in the PDB. The label tubing is "Out for delivery" and when it comes in I can finish the wiring to the ECU and tidy it up. Plus, now that we've determined that the PTO function should be in that ECU then I'll put a connector on that wire so I can wire it up later - assuming it works. But I think I'll test it before I get too serious about installing a switch for it. Easy enough to do once the EFI system is working - just apply power to that wire.

Glad the air bag worked. As for alignment, I've been told that you work from the back to the front. The bed is bolted to the frame so is the reference and you align the cab to it. Get the gap the same on both sides and when you tighten the mount bolts down you use them to get the creases aligned so that when you sight down them they continue from the front of the cab to the rear of the bed. Then you adjust the fenders to the cab, aligning the creases there. As for the helicoil, did you stake it or put it in with red Loctite? That makes sure it won't turn w/in the washer.

Welcome! Glad you joined. Wow, it is really cool that you have your first vehicle. Bummer about the fire, but I'm glad it has been restored. You'll have to share some pics with us. But the site's software is old and posting pics isn't straightforward so you might want to read up on it on the page at Bullnose Forum/Forum FAQ's. And speaking of the menu, we also have in there a map (Bullnose Forum/Member's Map) and can add you with a city/state or zip.

Jim - Thanks for that vote of confidence. Trust me, I needed it. I say that because I just found more info that I'd forgotten about. In this post in the Borg Warner 1356 PTO Style Transfer Case [Canada] thread I found a reference to a book I have called Professional Technician's Seminar (A Service Of Standard Motor Products) 1996 Ford Engine Performance and said: Well, I pulled said book off the shelf and found that there's a 200 page section on 1996 EEC-V systems. It includes theory and operation, and has a section on testing the Power Take Off (PTO) system. I need to scan this and make it part of the site for all to use. But I'm not quite sure where to put it. And I think it'll prompt a much-needed reorg. Do you have any suggestions?

Well, there's good news and bad news. First, the good news - the ECU has a catchword of YAZ3, and as shown below from Bill's file, that's from a '96 F-Series w/a 5.0L so should have the PTO function. The bad news is I'M LOSING IT! I already knew what the ECU was from, as discussed in this post in EFI For Big Blue. (In my, very weak, defense that was three years ago.) And searching the forum for YAZ3 turned up a discussion on EFI For Dad's Truck and that ECU came from Ray/NotEnoughTrucks.

What's wrong with looking like a 747 cockpit? I think Big Blue was already there, but the addition of EFI with an OBD-II port means I can have something plugged into that port and displaying a myriad of info. In fact, there are lots of ways to use an Arduino to do that. Plus, I have a sketch to use an Arduino to run the fuel gauge, translating from the later style sending units. So why not also use that same device to check air temp, etc? I have a slot at the top of the radio bezel where a display could easily be installed.

And I got it. Thanks. Maybe I can figure out what mine was originally, which might let me know if it should have the PTO function.

I would like it, please. And I'm not sure where this one came from. I'll go see if I can figure that out...

Thanks, Bruce. I'm hoping that this feature will do just exactly that, up the idle speed. That would be handy when using lots of juice, like when winching. Here's what I see in the '96 EVTM: 5.0L: Pin 4 Circuit 323 LB/Y Customer Use. Shows in the schematic, shows on the ECU connector pinout diagram, and on the ECU connector's pinout table. 5.8L under 8500 GVWR: Pin 4 Circuit 323 LB/Y Customer Use. Shows on the ECU connector pinout diagram and on the ECU connector's pinout table, but not on the schematic. 5.8L over 8500 GVWR: Not shown anywhere. 7.5L California: Pin 4 Circuit 323 LB/Y Power Take Off Circuit. Shows on the ECU connector's pinout table and shows as on the ECU Connector pinout diagram, but doesn't show on the schematic. But, I think my ECU started life in a 5.8L, although it has been tweaked to fit my application, and I don't know if it was above or below 8500 GVWR. So does it have that function in it? If not, maybe I need to start with a 5.0L ECU to get that feature? I wonder if this is a question for Core Tuning? As for the body builder's book, thanks but we have that one on the site. You can see it in the Manuals & Literature spreadsheet, but I don't think it has info on that feature.

I like it! Pretty!

The ones from Amazon look like they'd seal better. But I forgot - the lids on those reservoirs weren't sealed.

Looks good. Probably the reason there's not much of a change in the AFR is the fairly cool ambient temps. As it gets really hot outside it'll heat up under the hood even more. And while it'll be hard to say what it would have been, at least you'll know you are getting the coolest air possible. I've done a lot of reading about air inlet temps, including this article called Project MPG. And while that is for an EFI system, which will compensate to some extent for the air temps, it still shows that a stable temp is advantageous. But, there is also the power difference. I just discovered that the site I'd linked to on our page on air cleaners is no longer online, but I found it on the Wayback Machine. And here's an extract from it:

Happy to help.

Thanks, David. But I'm expecting there to be problems when I install things. I'm planning to test things w/o the ECU installed to protect it, but I can still see if the horn works, the A/C clutch comes in, etc. Should be interesting.

Congrat's!!! But now you know one of the main reasons I went with a later model master - the ability to screw on a cap that won't leak when I pressurize the system to bleed it. Works a treat. And, the plastic cap doesn't dribble like the metal one does. Plus you can see if you need more fluid. And it doesn't rust. Anyway, I'm glad you found your bleeder tubes. But more importantly, that you now have brakes, and good ones no less.