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Darth has been in two shows, one here on the Eastern Shore, about two miles from our house. I had gone down to see what was there and they were selling raffle tickets. One of the options was car length. The lady selling them asked what package I wanted and I told car length and did it matter if it was a truck. She informed me the truck was fine, and did I have it with me, when I told yes, she said "bring it in" so I did. And Darth won a trophy. He was also entered in Gary's Virtual show and also got a trophy in that one. I never entered my Shelby in car shows as it was my daily driver most of the time I owned it. My son found there was a car show in Hampton when I still lived in Newport News, he grabbed the keys to T2K-CAR and drove it to the show. I had been out, and when I came home I asked "where is the convertible?" answer, Matt took it a car show at Outdoor World. I went back out and drove over there. They weren't giving awards, but that 2.2L Turbo II engine definitely attracted some interest. One person said he had a turbocharged Chrysler product but had never seen an intake like mine. I explained it was the original Turbo II design done by Shelby and that it was a two piece design.

My thought Gary. Worst case buy a cheap choke cable with enough length to do the job.

Gary, he will probably need some chewing gum to go with the bailing wire.

Ok, picture 1, brass nipple is for the hot air source and since you don't have your truck listed I have no idea what engine you have. 302 and 351W will have the choke stove (hot air source) in the right side exhaust manifold. 351M. 400 and 460 the choke stove is in the itake manifold. Picture 2, that is for the electric choke heater, if it is the normal Ford one it is designed for 7 volts DC from the alternator stator (S) terminal. Picture 3, I always tuned my carburetors by ear, even synchronising 4 Zenith-Stromberg CDs on a V12 Jaguar. Those are the idle mixture screws, in = leaner, out = richer. If you live in an area with emission testing, a meter is going to be the best way to adjust them.

Jeff, many of them really were kids, a number lied about their age in order to serve.

While on the birthday game, Dad's was May 21st along with my uncle who was married to dad's sister. Matt's is May 23rd (47) My best friend's is May 19th, also 78. He owns a 1995 F350 CC DRW truck, but his is a Powerstroke Diesel.

Veteran's day, or as we Marines refer to it, sobering up day. It was originally called Armistice day, based on the cease fire in WWI to be the 11th hour of the 11th day of the 11th month. Family history connections, Great Grandfather, BGEN Albertus W. Catlin USMC, USNA class of 1890, formed the 6th Marines at a new base in Virginia, Quantico. Took his regiment (he was a Col then) to France and they fought at Belleau Wood where Col Catlin was badly wounded by a German sniper. Grandfather, RADM William C. Vose, USNA class of 1919 fought in WWI, spent time as weapons officer and later OIC at the torpedo station, Newport RI during WWII. Was skipper of the USS Vicksburg, placing her in commission and taking her to Iwo Jima. Father, Capt. William F. Vose, USNA class of 1942, served on Tin Cans (Destroyers) in WWII first a WWI vintage one that was a Minelayer, USS Gamble DM15, originally DD123 built at Newport News Shipbuilding, after a (probably short) period of leave, returned to the Pacific on a new Fletcher Class, USS Heywood L. Edwards DD663 where he spent the remainder of WWII. He had a 4 year period of Shore duty as Main Battery Officer at Dahlgren VA and was one of the Navy's ranking experts on the 16" Naval Rifle. Father-in-law, Col Max D. Smith Sr. started in Ohio National Guard pre WWI, went to France with either the 5th or 6th Marines. Seved from 1918 to 1948 and as my older son has found was apparently part of the WWII Marine Raiders, just by some of the places he was on. Uncle. Capt. Robert A. Thompson, ROTC commision was on one of the ships at Pearl Harbor on 7 Dec 1941. He and my father shared a common birthday. He was married to one of dad's sisters. All of these men are buried at Arlington, so yes, Veteran's Day and Memorial Day have special meaning to me, as I also spent 14 years as a Marine Reserevist, RIFED as an E6 (SSGT) post Vietnam. I also have Gen Catlin's USNA Sword.

You don't want to take it out, even with your updates, the main harness is still a royal PITA as it was originally a continuous run from headlight to headlight. This was one of the incentives to rewire Darth.

I can't help you with the orientation as mine has the load sensing valve and the lines are different.

Facebook says Matt is with you. If so, tell him hello for me. Actually he's still in WV, It's his birthday.

It could be the language barrier

Jim, I have no problem with charging $75/hr for my time and experience. That seems to be very close to the going rate for non-dealer shops around here.

No vacuum to the modulator, trnasmission will shift very late and firmly.

I went through this when I first bought Darth, the front tank had a rusted through seam area and the rear tank pump was dead. Pep Boys had the only listing for the 460 W/hot fuel handling package. They are a centrifugal pump that delivers 5-7 psi according to what I have on AllData.

The only effect that has on the transmission is the output shaft and an adapter instead of the extension housing. The basic transmission remains the same. The description of the function is pretty standard on 3 speed automatics, the terminology varies though from manufacturer to manufacturer.

Mat, from what he is describing, it more sounds like no vacuum to the modulator or governor/valve body issues. My logic on this is based on what components are applied in each gear. 1st gear, in D is forward clutch and overrunning (sprag) clutch. 1st gear in 1 is forward clutch and low/reverse clutch (sprag clutch is inactive) 2nd gear in D is forward clutch and 2nd gear band 2nd gear in 2 is the same as 2nd in D 3rd gear is forward and reverse/high clutches engaged Reverse is reverse/high clutch and low/reverse clutch engaged If all except maybe 3rd work, then all mechanical components are good.

Subscribed! Here's what I put in Darth, I had to recover them to match the headliner and other interior trim. The lower one unclips and can be swung to the side, upper one can then be swung down as needed.

Gary those look great!

I did the same thing of Darth, newer visors with the inboard support. Funny thing, when I had the headliner out, I found that the hole locations for the later visors were there as dimples, just not drilled. Same thing with the rear outboard shoulder belts, holes were there, lower ones had a rubber plug in them, uppers were hidden behind the trim. Since the crew cab rear wall is a standard cab rear wall, it was simply a matter of finding an extra set of front shoulder belts and tapping the holes for 7/16-20.

The rear tank will only come out from below unless you want to drill out the rivets in the cross member at the front of it. You can reach the sender/pump assembly from the top, but to replace it you still have to remove the bottom straps. When dealing with the front tank, empty is best, even with my Walker transmission jack it can be a bear if the fuel shifts.

Mat, I found the picture of the 4R70W we built for my son's 1986 F150 4WD. Here it is with the Lokar shift lever installed.

Let me see if I have a good shot of the original dual belt setup and mount for the PS pump. I believe that setup was with A/C. Ok, I found them. First picture, you can see the PS pump mount casting under the AC compressor. Second picture you can see the PS pump mount where the pivot bolt passes through it. And, no, I no longer have any of that.

David - Thanks. I appreciate all the support you and the others have given me on this. Little did we know almost seven years ago what this would grow into. Had we known we might have done things differently, but now we do and it is time to "do it right". And "right" means having the systems in place to ensure that it hangs around for the long haul. We have many things to do in order to get there, and not just the software. As for discreet funding, that is the plan. Gary, I, for one (a) hope this information and network of friends stays around for a long time. (b) would be willing to contribute to keeping it going.

NNS was owned by Tenneco from 1969-1996 when they spun us off into Newport News Shipbuilding. Northrop Grumman bought us in November 2001, they also purchased Ingalls Shipbuilding before buying Newport News. Both were merged into Northrop Grumman Shipbuilding in 2008. Effective April 1 2011 Northrop Grumman spun us off as Huntington-Ingalls Industries. Collis P. Huntington's policy on his shipyard was "We Shall Build Good Ships Here; At A Profit If We Can, At A Loss If We Must, But Always Good Ships." During the Tenneco and Northrop-Grumman years, the monument with this quote on it was moved to the Mariner's Museum. It was brought back and now sits on Washinton Ave in front of the Dorothy (NNS Hull #1).

When I put the E4OD in Darth, I had an actual E4OD crossmember and gussets from the 1990 parts donor truck. Somewhere in cleaning things up, the crossmember disappeared. I was able to get one from a 1993 or 4 with a 351W and E4OD. Since the 1986 never came with an E4OD, nor anything else with the mounts that far back I had to drill the holes in the frame for the mount and gussets. The right side was extremely interesting as the gusset on that side sits almost vertical to clear the dual headpipes from the 1990 F250/460/E4OD combination. You can see the right side gusset where the pipes kick up over the transmission crossmember. FWIW, a 2WD E4OD is 6" longer than a 2WD C6, but the mount pad is 9" further back from the front of the transmission.