85lebaront2

Powder coating the aluminum castings?

Gary, that was the secret to the old Mercury Turnpike Cruisers, big engine (368 ci in 1957, 430 in 1958-59), 2.69:1 rear. Engine was only turning around 1700 rpm with the Merc-O Matic or Cruise-O-Matic transmissions. Another item to consider, stroke length, longer stroke = more friction losses, which is why a 302 vs a 300 in a truck, highway usage, the 302 has it all over the 300 with the same drivetrain. Granted the total linear travel is the essentially same 8 pistons at 6" per revolution or 6 pistons at 7.96" per revolution is 48" vs 47.76". Due to the angularity of the 300 connecting rod to the piston at mid stroke (it's bad enough that performance builds sometimes use 240 rods and special pistons) creates a lot of side load compared to a 302.

If you come through certain portions of the South travelling toward New England, the old route (before Interstates) comes right by me US 13.

One item related to the choke pull-off diaphragm, some later (80s model) Autolite 2150s had a staged pull-off, where the pull-off has a spring loaded link that can be pulled out further by a higher load. On these, there is no adjustment spec for the initial opening, the spec is for the full portion. See if your pull-off has this design, rather than a simple slotted piece the link slides in it will have a barrel with the slotted section coming out of it and you should be able to pull the slotted portion further out. If it does, recheck the setting with the spring loaded portion held in as far as it can go. If this is the style pull-off that should solve the problem. I used to keep a hand vacuum pump on the bench where I did my rebuilds as so many of the later carbs were finicky on vacuum pull off settings (I really loved the dual pull-off ones, NOT!).

Happy Thanksgiving to all of you, I enjoy reading about other's projects and helping this "family" learn more about our trucks.

Looks familiar.

Very true. Gary, the best indicator I can give you is the ignition system, if it is a Duraspark, it would need to be a DS-III for computer advance control. TFI was introduced for (a) hotter spark (b) more compact and © compatibility with computer control. If a 300 6 has a TFI distributor and a carburetor it will be an EEC-IV control system. The MCU (Mixture Control Unit) only had 24 pins, was a potted assembly and mounted underhood. Those systems had a regular DS-II distributor with only the vacuum advance being computer controlled. 1985 and 1986 LD 300s used an EEC-IV for spark and mixture control. As for wiring, that's what the pinouts were for, to show where the differences and changes were in the wiring.

What computer is in a 86 with 300? Gary, the FBC 300 in 1986 was EEC-IV, earlier models used an MCU, look at the pinout pages.

That means it used on the MD truck engines and maybe HD, 4.1L = 370, 7.1L = 429 and as you know, 7.5L = 460.

Gary, who has a 1986 EVTM?

Jim, I don't know, but I doubt it, the older pans were made for the 4 piece gasket and have ribs for helping to seal the cork gasket on the sides. The molded rubber one has metal reinforcements at the bolt holes and needs the backing to be sure the flat flanges don't warp.

It would, I suspect the change was in 1988 with the EFI introduction, the dipstick is moved back, changed from a screw in fitting to a push in with an O-ring and a one piece gasket. Be sure you have the reinforcements for the pan flanges, one for each side.

If you listen to the coverage, Ford was thinking of closing Norfolk Assembly after the 1979 model year. The decision to keep it open was probably partially due to the union. After the decision was made, the plant had to be retooled for the different frame configuration, body parts etc. Remember there was a major body and frame change from 1979-1980. The 1979 frame wasn't that far removed from the 1965 Twin I-beam frame, the 1980, steering box was moved, engine moved back and down, dash was plastic instead of steel, inner fenders plastic etc.

You realize that plant (a) opened when the Model T was in production and (b) had the best quality record of any Ford assembly plant in the US. An N in the plant code was a selling point. Unfortunately neither super cab nor crew cabs were built there. I wanted to order a 1994 F250 HD with a diesel in a super cab but could not get it built in Norfolk.

I believe I emailed you all of them in PDF format one time. I did, March of 2018.

Now he does, I believe he had a metal one originally, looked like a large soup can on the right inner fender. Since replaced by the plastic one on the side of the evaporator housing. I went through my emission labels, there were only 3 systems in 1984 and two of them match what his looks like. I reduced them both to forum size and can post them or you should have them 3-97J-R10 and 3-97J-R11, the other one 4-98S-R0 is much more complex and may have been late 84 or CA spec 84. Since his has a Carter rather than Holley carb, it can probably be used as it doesn't seem to have the bowl vent valves. Here, these two may help, these are 1983-84 460 diagrams: These show the components on the engine.

Here is mine for emissions: On mine, white is the EGR valve ported vacuum signal Green is the EGR valve signal from the 4 port thermal vacuum valve on the thermostat housing It also goes to two of the four purge control valves and is run through a delay valve Yellow is a ported signal for one of the purge valves Red is direct manifold vacuum and goes to the vacuum bowl vent valves, the air filter heat control and WOT air inlet, one purge valve, the two air pump diverter valves and the bottom port on the 4 port valve, through a restrictor to the upper port on the 3 port thermal vacuum valve. Black is from the 2nd port on the 4 port valve, and there is a big (3/8") hode to a front manifold port for the purge system. the smaller black lines run to the air pump diverter valves through a vacuum control valve. Here is what the vacuum harness looked like off the engine, repaired section in the middle of the bundle is where the exhaust crossover melted it.

Actually, the 1990-1991 5.0L in the big cars was like the 460, polygroove belts, not a true serpentine setup.

Those are the set I got off a burned RV engine, mainly to get the later lower intake and fuel rail. They have the deep grooves and are just to cover things up.

We had a 1990 Town Car, same setup, looks familiar.

Jim. it could be this one: This is the one from the 1990 parts donor truck. It's even simpler now, no need for the air pump as it's sole function was to feed the center of the catalytic converter, also no MAP sensor with MAF.

Gary, I thought you were going to get the newer pan and dipstick like I am using on Darth? This one:

Air pump is for emissions, vacuum is sourced off the intake manifold behind the carburetor. There should be a line from there to a small vacuum manifold on the firewall near the underhood HVAC case. The vacuum line may tee to a small tank after going through a check valve. This may help, I had already updated my HVAC system to a 1996 so the vacuum tank on yours will be a metal can on the fender.

Ok, first item, alternators, unless they are mounted in non-conducting bushings like my Chrysler, ground through the case to the mount bracket. The wires connected together, if it looks as though they are welded, that is a factory splice, it probably had friction tape on it or was potted in something originally (Detroit was changing a lot of wiring methods in the 80s and 90s. That alternator looks like one of the 60 or 90 amp side terminal style know as a 1G for 1st generation which uses a remote (fender mounted) regulator rather then the integral regulator of the 2G and 3G designs. It is not a super difficult conversion to a 3G 130 amp unit from a Taurus 3.8L V6. Does your truck have an ammeter? Full gauge package had that and was also built with a tachometer option.

Up through 1977 the F150 and heavier 300 had a non-feedback Carter YFA for a non catalyst application, any non-computer Carter YF or one of the Holley 1940 replacements will work well, just be sure the "stack-up" height is the same as the feedback one, or the air filter may not fit and work.