85lebaront2

:nabble_love-23x23_orig:how much? Probably figure $150 + shipping. Shipping may be an issue due to size and weight.

Interesting, if anyone is interested I have a Roots type blower off a Thunderbird SC 3.8L and most of the intercooler plumbing and intercooler.

His stuff was probably derived from dad and his classmates stuff. Side note, when I was assigned to the USMCR unit in Norfolk, it was possible to get base stickers issued from Little Creek amphibious base, the stickers had to be approved by the base CO, a Rear Admiral who just happened to be one of dad's MIT classmates. When my request came to him, he approved me for 2 stickers, one for each vehicle, my 66 Shelby and 63 Jetfire. The Liaison people at the reserve unit were amazed that not only was it approved rapidly, but for two vehicles. I told them it was a family connection.

Speaking of tracking systems, dad and 3 others were sent to MIT in the 1946-48 time frame for post graduate work (they all had EEs from Severn River Tech (Naval Academy) and were sent to MIT for their masters degrees. The subject matter concerned the partially declassified piece of gear the British gave us when they were dealing with German air raids, microwave radar. They shared a room, and built a little tracking system, if you entered the room it would just be doing slow sweeps, until it detected you at which time it would lock on you. Dad had converted the simple fixed display on the USS Gamble, a WWI destroyer converted to minelayer to display on an oscilloscope as a sweep during the Guadalcanal battles. I am pretty well certain that a lot of our current autonomous systems on the newer ships are based on the work dad and his classmates did at MIT.

We don't know the history of his truck, since it originally had a VV on it, it may be a 351M.

I know Ford was very specific regarding the left (5 - 8) wire routing, the Windsor engines before the firing order change routed them through the one 4 lead separator and valve cover clip in the 7568 order, FE and 385 series were 5768 to keep 7 and 8 from being adjacent. FWIW, GM engines did the same on that side with 5 and 7 having a wider gap between them in the separators. Chrysler's solution resulted in a 7 foot long plug wire for #7, partially due to the exhaust manifold design and plug location. Even my old 312 had the #7 and #8 diagonally across in the square 4 wire rubber holders.

My very first introduction to any kind of computer was the ballistic computer at the then Naval Proving Ground Dahlgren VA. It was in a pair of rooms, one was the actual processing (tons of vacuum tubes) the other was the memory and data entry, a room full of tape drives, like old reel to reel recorders. As an 8 year old (probably) it was fascinating to watch them spin first one way then the other, pause and run a bit slower. Dad was main battery (16" Naval Rifles) officer and when he was duty officer on weekends he would take me with him in the gray USN pickup. While we were there they built two interesting items, one was the Terrier test track, the other, I found out later, was the Polaris test launch tank. I thought it was a pond for fishing as, since it was visible from US 301 and right near the Potomac River South Shore, it was probably somewhat of a protective "cover" for it's main purpose. Years later, it a documentary on the Polaris development, I saw some of the early test launches and instantly recognized the "pond" with the 3 story "tower" next to it. The 16" test firings would shake the whole base, the dummy projectiles were fired through induction sensing rings to measure their velocity at various distances from the muzzle. This data became part of the powder lot qualification and was one of the pieces of information cranked into the fire control computers in the battleship turrets. During Vietnam, they were still using some of the powder lots dad qualified between 1951 and 1955. The plate battery, where AP rounds (5" - 38 usually) were shot against samples or armor (probably German and Japanese from WWII) always ran at night since shrapnel was an issue and whole areas needed to be off-limits.

Jim, I have seen factory phenolic spacers, not on the trucks, but on cars, I believe it was on my 1970 and 1971 429 engines, roughly 3/8" thick and the PCV system came in the back and went around through channels molded into the spacer so it fed the fumes into both primary throttle bores.

Jim, if the EGR went through the spacer, they erode badly to the point of warping and leaking. Ford started supplying cast iron ones as service parts, we kept a 2 and 4 barrel on the shelf at Preston. Make sure there are no small pieces of gasket adhering to any of the surfaces and do not use any kind of sealer under the carburetor. On points, I have a 1970s vintage Poulon Super 25D chainsaw, I tried a breakerless conversion on it, no go, so I have a spare set of points in my toolbox for it. It is old enough to not have a priming bulb and you just have to keep pulling it with the choke closed until it fires, once you get that it will start and run fine.

The one remote mount setup I saw on FTE was a 460 EFI engine. Mechanical superchargers are good, but still can benefit from an intercooler even on EFI systems. Multiple turbos can be a bear, look at the Ford diesels with dual turbos, a small one for fast response and a big one for higher rpm. Chrysler used two different manufacturers on their systems, Early turbo 1s had Garrett units, turbo 2 and 3 used Garretts along with turbo 4 (VNT), late turbo 1s including the 2.5L used Mitsubishi units (smaller for quicker spooling). The Neon SRT4, PT Cruiser turbo and others with the 2.0/2.4L DOHC engine used Mitsubishis. If you decide to play with dual turbos, two of the Chrysler Garretts or Misubishis would be a good match, one for each group of 3 cyls (1 - 3 and 4 - 6) as it would (a) be even split on exhaust pulses (b) a natural hookup from EFI exhaust manifolds. The early Garretts are draw through and have the PCV system going through them. My method of doing this with carburetors, two HD8 SU carbs, one on each turbo inlet with a small balance tube on the inlet sides for smooth low end running. A mechanically (pressure valve) controlled wastegate system, with both wastegates operated by a single control valve, fed through check valves from each of two 3 cyl intake manifolds. This prevents one half of the engine getting boost and the other half not. Gimmershmidt I believe that is correct, used half gas engines to build large portable air compressors, also some diesels. The 6 cyl ones used the front 3 on a 300 to run on and the rear three to pump with, so that might be a source for a split intake. FWIW, turbos do best when mounted close to the source of heat and exhaust, they are an expansion "engine" and lost heat reduces power. The slick trick on the Corvairs and Jetfires was wrapping the exhaust piping into the turbo to keep the heat in (on the Jetfire it helped with battery life as the pipe from the right exhaust manifold went right past the battery tray).

Ok, one concern I have after reading this, since that carburetor is a replacement for the VV carburetor, it should be a new enough design to have a return spring on the throttle shaft, it will be what is called a torsion spring, meaning it is a "twisting" style like a clothespin spring. The spacer or as you called it wedge, probably had an EGR valve on it, if it did and is aluminum those are known to burn through from the exhaust gases. You say that with the cable disconnected the throttle wants to stick, does it do it with the carburetor off the engine? If not, then something in the "stack" (plate to manifold, plate and plate to carburetor) is not flat. One item I have run into many times, the carburetor mounting gasket (top one under the carburetor) is usually a thick insulating gasket, many of the aftermarket ones in rebuild kits lack the hard spacers around the bolts which are put there so the gasket will only compress enough to seal, without them the corners will compress too far resulting in the throttle body warping and binding the throttle shaft.

Yes sir, I certainly will. Part of me likes the look of the plain rear glass, but it is like a magnifying glass on the back of your head/neck/shoulders in the sun. A sliding rear window will be a welcome addition. Speaking of the fitment...I noticed that even my plain back glass doesn't fit those lower left and right corners 100%. You can't see it at a glance, but if you look close you can see that they don't fill the corners perfectly. I assumed it was the original glass, but maybe it isn't. I got lucky, I scored a power sliding rear window (nice on a crew cab or super cab) from the same 1996 F350 I got the interior and wheels from. It is tinted and the center slides to the driver's side. The camper shell has a front window with two sliding sections in the center, end result, with both open I can reach into the camper shell from the rear seat.

Ok, Ray, years ago Preston Carburetion was a distributor for Rotomaster turbo charger kits. Their system was a draw through using a carburetor. GM's first and second round of carbureted turbocharged system were draw through (first round Corvair Spyder and Oldsmobile Jetfire) FWIW, dad had a 1966 Corsa turbo and I had a 1963 Jetfire. Advantages of draw through, carbureted: (a) can use a basically stock carburetor (b) Doesn't require higher pressure fuel pump © crankcase ventilation hookup is very similar to stock (d) distributor vacuum advance can be manifold connected to kill it under boost (e) all vacuum operated components, power brake, HVAC and cruise work normally Disadvantages of draw through, carbureted: (a) carburetor has to be mounted and plumbed through the turbocharger limiting location flexibility. (b) exhaust heat from turbocharger can be a problem. © sudden closed throttle at high flow rates and engine rpm can suck oil past the compressor seal. Advantages of blow through, carbureted: (a) carburetor stays in stock location. (b) turbocharger location is determined by space, exhaust and preference. © no danger of sucking oil past the compressor seal. Disadvantages of blow through, carbureted: (a) needs a modified or special carburetor that is sealed, or a stock carburetor in a sealed enclosure. (b) fuel pressure needs to be capable of increasing with boost © vacuum operated components will need a good source like a mechanical or electric pump (d) distributor vacuum advance can be used to retard timing under boost (e) may need a blow-off valve to prevent compressor wheel damage when throttle is closed at high flow rates (f) brass floats may collapse from boost pressure If you go to some sort of injection, the manifold and fuel pressure regulator work best as a blow through system. Whatever you decide, distributor advance curves need to be changed, the higher inlet pressure and higher combustion chamber pressure result in a much faster burn rate. As far as examples of blow through carbureted systems, many of the early supercharger systems were blow through, Ford F code 312 engines in 1957, Studebaker Golden Hawk and Avanti. Most earlier systems were draw though Auburn, Cord, Duesenberg and the Blower Bentley and Mercedes-Benz SSK, also Alfa-Romeo. If I can be of some assistance let me know.

One word, Torque. As has been said, "horsepower is how hard you hit the wall, torque is how far you move it". In 1986, the base engine on the crew cab F350 was a 300 six, Then it jumped to the 351, no 302 offered in that package. The DRW was not offered with the 300, base engine was the 351. My first two pickups both were sixes, the 1958 F100 had the 223 and the 1977 F150, the 300. I hauled a heavy (Wolverine) 11 1/2 foot slide-in with that truck and we drove it up into Shenandoah Park over Christmas break one year, Matt rode either in the camper or middle of the seat as he was 9 or 10 at the time. We did need to get down into 2nd and even first going up Rt 33 into the park, but the 300 handled it. My department at NNS had a number of Ford trucks while I was there, all but one of them powered by the 300, the only Ford that wasn't, was a 1997 F150, with the 4.2L V6.

Yes, he was quite the marketing guru. I have said that for years. Mustang, the prototype of what became the production Mustang in April 1964 was taken to car shows, the powers that were there at Ford said, "the only people who are interested in it are teenagers". He saw the demography and rightly decided those teenagers were the baby boom generation and would be reaching adulthood starting in 1963 on. As they say, the rest is history. When another great genius came to him as head of Ford in 1962 looking for an American V8 for his aluminum bodied sports car, Iacocca agreed to sell him Ford's new lightweight V8 that was replacing the 1940s designed Y-block, again the rest is history, the Cobra set records everywhere and a friendship was forged. When Iacocca wanted a little more "spice" in the Mustang, Shelby came up with the GT350 in 1965 using a stripped down fastback body with the Cobra's 289, which a 306 hp along with the lightened body and suspension changes turned the Mustang into a Corvette eater.

Jim, tell that to the late Carroll Shelby with what he did for Chrysler. The turbo Chrysler engines as originally built were 142 hp from 135 ci, after Shelby got through with the initial update it was 170 hp from 135 ci. With some other improvements (more boost from 12 psi to 15) I am getting right at 200 hp from that same 135 ci engine still with an 8 valve head with same side manifolds. The Maserati headed TC and the Shelby CSX used DOHC 4 valve heads on the same basic 2.2L engine. No lag I have ever really noticed, the biggest issue is the stall speed on the A413. The variable vane turbo that the more recent Ford Powerstroke diesels use was pioneered by Shelby for the 1990 VNT (Variable Nozzle Technology).

Are you saying the head was changed between '88.5 and '89? Because the injectors are in the same location on my '95s, and they don't heat-soak or fail. And of all the people to whom I've recommended deleting the '87-88.5 4.9L injector blower (which is probably in the low hundreds); none have mentioned any problems since. Steve, check the injector rail pressure on the early vs late EFI 300. Ford raised the pressure much like GM did with the 454s to help with the heat soak issue. Chrysler did the same on their Turbo engines, the injectors on those were on the bottom of the intake from 1984-87 and ran at 55 psi static. GM used 60 on the 454.

On in-line sixes, a few items. First in the early days of NASCAR, one of the dominant cars was the Hudson Hornet, it had a massive in-line six, 308 ci, granted a flathead with the same side intake and exhaust. It had the optional Twin-H setup, and the smart trick was a Denver head (higher compression to make up for the high altitude), gobs of torque and on the mainly short, frequently dirt tracks the combination of that engine and the "step down" design of the Hudson made it a power to be reckoned with, classic duel was Lee Petty in an Olds against Herb Thomas in a Hudson. The Brits love sixes, Austin-Heally 3000, Jaguar XK engine, Aston-Martin DBs, even Rolls-Royce and Bentley ran in-line sixes for years. The Austin-Heally 3000 was originally a lorry (truck) engine, just like the Triumph TR 2,3 and 4 were originally tractor engines (Ferguson). The Jag and Astons are DOHC engines, but the jag has a very long stroke. There was a team from Northern Ohio that built a jag 4.2L that reved into the 7 - 8 K range with help from Jack Clifford, horsepower was unreal and the damn thing howled! It was built to beat the Datsun Z cars when they were dominant in SCCA racing. An interesting note, bore spacing and head bolts are close enough to the Ford small sixes that the Jag head can be adapted. Look at what the Australians did with the Barra engine, it is derived from the lowly 144, 170, 200 family.

You should have a lug wrench underhood, left side behind the fender liner. If you do it will suffice for a pry bar.

The stuff we used made Hydro Seal look tame. Any plastic pieces like an Autolite fast idle lever left in longer than a couple of minutes came out as mush. One of my employees left an AFB in overnight (forgot about it while we were pulling customers cars inside that were left overnight) next day the brass tubes were brittle and crumbled and the carb body and cover were copper colored (plated). Fortunately I was able to get a new one for the customer.

Gary, I figure that between the nasty cleaner I used to use at Preston, the stuff I worked around in the shipyard, asbestos dust from Mercedes-Benz brakes etc., if I haven't died from it by now I am probably not going to. My biggest risk is colon cancer that my mother died from in 1970 at age 51. As a result I get to drink crap and get probed every two - three years.

I don't have a car or early 385 series block and filter adapter to look at, but they had a screw in filter adapter that had an internal hex like Tim's adapter. Maybe Steve83 or someone else who has an earlier 460 truck or a car with a 429/460 has some pictures of it and the thread size it uses. If it will come out, I can remove the one from the new engine and see what the inside end looks like. Or maybe the one on huck's block will come out.

Some of us do not watch YouTube videos on how to do things, we are old fashioned and prefer it in print. That way if you need to go back to look at something it is easy to do. I did my 3G conversion shortly after my MAF/SEFI conversion on Darth. I had the 2G and harness from the parts truck on initially and since the whole front harness had been updated I didn't have the strange in and out of the alternator harness to deal with. The later trucks essentially have the alternator harness as a completely separate item, only the green/red power from the idiot light connects to the front harness, the output goes directly to the hot side of the starter relay. On the 2G it still had the fusible links, but the yellow/white wire is connected to the two black/orange wires before the fusible link, not after it. At least on these a blown fusible link on the alternator will not cause it to to go crazy trying to charge through an open circuit like the Bullnose system will.

And the spec's on the 51268 are here. But, with Bill's pic of the male/female adapter then Tim's adapter isn't going to work. If you remove that fitting, Tim's adapter might fit in place of it, can you get the thread size on both ends of his adapter and then remove the Ford adapter from Huck's block and check the thread size on it? This would tell you if it would work, however, as cramped as that area is on a 460, I am not sure I would want to do a filter change on it. Remember, the 351M/400 block is (a) shorter than a 429/460 and (b) narrower at the pan flange area. This allows a 351M/400 to use a standard FL1A when installed in a Bullnose frame, the preceding frames had the engine sitting higher over the crossmember and used front sump pans on all except 4WD models. This is why the 460 in a Bullnose requires either a very short filter or some method of relocation, either by an angled adapter or actual remote location.

That would also have the "grenade". 1988-early 1990 models used an oil to air cooler like I put on Darth, the adapter for it is cast aluminum and has a bypass valve and threaded ports for the oil lines. All 1983-1997 F series with a 460 have some adapter for the filter, not just 4WD, remember Darth is 2WD and the dually was not available in a 4WD except as a cab and chassis in 1986. Here is the adapter for the remote oil cooler, small piece at bottom is part of the AC hose set. Here it is seen from the top. Here are some pictures of the "grenade" adapter. Here is the block bushing.