85lebaront2

A small item I bought the year I retired, have used it a few times for testing crank and cam sensor wave forms (beats the heck out of Snap-On for cost).

He was most likely using the engineering numbers that were stamped on them, or they are strictly from car transmissions.

Ok, I see what you mean about the first page, not great. Ok I saved the 7C063 section, that is the governors. ATRA may have a cross reference. I did find something in digging around earlier. There is a "high speed" governor which has a lighter secondary weight so it needs more rpm of the output shaft to reach the same pressure. The primary governor is a fairly heavy weight that closes a vent in the governor output circuit. This is to prevent hanging in Drive (3rd) when coming to a stop. It closes pretty quickly once the output shaft starts spinning. I believe the only pressure test point is the main line pressure on the servo side of the case. I assume (bad idea, I know) that the #s by the governors are ID numbers that maybe a transmission shop has a cross reference for. Here is one piece of information: http://www.429-460.com/t27030-ford-c6-governors?highlight=C6+governors Here's some more information: http://fordfe.wikifoundry.com/page/Tuning+a+C6+Governor%3F

Thanks, that should help. On your parts fiches, some time could you look at them and see if the C6 governors are listed, PNs will show if they are different. Angelo, FWIW, I have rebuilt a number of C6, C4, FMX, AOD, E4OD, 4R70/75W and even an old 2 speed Ford-O-Matic, the light duty aluminum one fitted to Falcon and Comet and even full size Fords 1959-1964. If my memory is correct (haven't been into a C6 in years) the governor has two weights, a heavy one for low speed shifts and a lighter one for the rest of the speed range. The heavy weight pulls the light one through a spring giving a fairly quick initial pressure rise followed by a slower rise to full pressure. The valve body is essentially a hydraulic computer using road speed and engine load to determine when to shift up or down. the downshift rod is an override to force a downshift for sudden acceleration "passing gear". There are calibrated springs in the valve body that set a zero load upshift speed, the vacuum modulator provides a pressure based on manifold vacuum, low vacuum = high pressure. This pressure is added to the calibrated spring to increase the speed needed to shift up. There is a port that is blocked after shifting up to prevent "hunting". An AOD with the throttle rod or cable set to long or short for the cable will hunt in and out of OD at 45 - 65 mph.

Bad cam lobe can cause some of the running issues depending on whether it is exhaust or intake. Bad exhaust lobe can make the affected cylinder backfire on sudden throttle opening. Transmission, I repeat GOVERNOR pressure is probably too low. I am trying to see if there is a governor pressure test point on the case, I don't think there is unfortunately. Having been through the exact same issue with a C6, I am quite confident that is the problem unless someone put a shift kit in that would delay the upshifts. The other item, the fact that sometimes it works and other times not, could indicate either a sticking governor (not uncommon) or sticking shift valves. The other, slight possibility is the modulator is set too high, but that would affect part throttle shift timing also. If Gary has the manuals for either Dad's truck or Big Blue (I'm sure he has both) maybe he could look in there. There are really not too many changes on the C6 from 1966 till it was finally discontinued.

I have only seen a very few Carter AFBs with vacuum secondaries, 1957 T-Bird 312, some 1958 Lincoln 430s, they are extremely rare. On the governor, extension housing comes off, it unbolts from the park lock gear and slides off the shaft. Mine was a pain because of the exhaust system, the left pipe passed under the extension housing so both pipes went down the right side to clear the fuel tank.

Just went and realized you have a Carter not Holley on it, mechanical secondaries can be interesting on automatics, we used to recommend manual secondaries for manual transmissions and vacuum for automatics. Logic being, automatic you stomp it and keep it wide open while shifting, manual normally, you let off each shift. The bog upon dropping the throttle to force an upshift, means the Carter weighted air valve on the secondaries closes and has to reopen, during this there is a transition circuit in some AFBs that feeds additional fuel as the air valve tips open. If the 1406 has these it may be causing a momentary over-rich condition during the transition. First thing I would do is figure out the shifting issue, maybe a heavier governor weight, maybe Gary's parts lists might give the PNs for the governors. On stall speed, where is your torque peak? a built 400 should be fairly low in the rpm band due to the 3.98" stroke, you don't really want a high stall speed for a torquey engine, high stall speeds are for high revving engines, like a 302. Gary is correct on the higher stall speed = more heat, E4ODs have a higher stall speed than a C6, but they also have a lockup converter. One of the tricks on them is to use the engine's torque and stay in lockup to avoid overheating the transmission fluid.

Angelo, I had a C6 in my 1977 F150 that I put a 1976 Camper Special 390 in. When I first installed it and went to pass someone, I had the same issue, damn thing wound up so far it floated the valves. Turned out the governor was for a high performance car. I can't remember right now, nor do I have all of my Ford manuals here. If there is a governor pressure test port on a C6. It probably needs a heavier governor weight to increase the pressure.

Ok, I know this is off topic from the main purpose of this site, but on the recommendation of the owner, I am posting this for a number of you who prowl junkyards. I found yesterday that the engine computer I was going to use on my project (1986 Lebaron convertible) is bad, something is wrong in the board causing it to fire all 4 injectors at once, as a result I need to find another one. It needs to be from a 1990 or 1991 Chrysler product with a 2.5L turbocharged 4 cyl. engine and automatic transmission. I have a list of compatible numbers I can use: 4639246, 4639248, 4639250, 4672121, 4672125, 4672149, 4672161, 4672162, 4672163, 4672164, 4672165, 4672466, 4672520, 4672649, 4686592, 5234681, 5234791, 5235195, 5235225, 5235227, 5235249, 5235477, 5235613, 5236479, 5276347, 5276349, 5276371, 5276373, 5276383, 5276392, 5276399, 5276407, 5276409, 5276411, 5276413, P4529998, P4529999 The last two are probably unlikely as they were Mopar Performance ones. Thanks for any help on this.

Damn, too bad it's over 3000 miles away. I actually have two good 1985 front fenders with the openings for the cornering lights.

If you really want torque, the old Hudson Hornet 308 had a 3.8125 bore and a 4.5 stroke, Chevy's competitor, the 292 truck six had a 3.975 bore and a 4.125 stroke. The "big" Slant 6 had a 3.4 bore and a 4.125 stroke. It was amazing the torque Ford got from that engine. My Neighbor in Newport News had a 1968 GMC 2500 with the 305 ci V6 and a granny low 4 speed. He and I were comparing specs on that and my 1977 F150 with 300, they were pretty close, both trucks were workhorses.

Darth's original ground cable went from battery negative to the stud right front of the block (where the positive cable support and transmission cooler lines are attached) with a "flag" near the middle that was bolted to the suspension crossmember. Two options, replacement cable to block as that is the high current path and salvage the old flag, strip an area where it needs to go, crimp it over and solder it (it will take a lot of heat). Other is add a short starter cable from block to frame.

Its output looks reasonable, but I don't have anything of known weight in that range that I could use to check it; or another known-calibrated scale to check it against. Not without a really-strong lever & fulcrum. I'd be interested to read yours, but there's a procedure in the manual & built into this display head. It involves setting a near-zero point, and a near-full-scale point. I'd certainly be interested to know how "reasonable" it is! But I have a friend whose business uses a big scale (who knows how accurate that thing is, but it's available) that I planned to use to calibrate mine. I just have to go over there when they're not busy, and figure out some rigging that can withstand ~5 tons. Ok, sounds good to me. I know on initial calibration a lot of the electronic units want a zero and full scale load, some we had to do 3 cycles on. We had one system we could not do a full scale on, it was a 200 ton load link, biggest universal test machine we had was 1951 Baldwin 150 ton one. We had a special purpose crane that had a 5 ton load sensing system in it and we built a special frame to set 5 of our 1 ton standards into to calibrate it. FWIW, those weights were certified to 0.01% of value or +/- 2 lbs.

The reinforcement is a pair of steel bars embedded in the blue plastic frame, connecting the casters on the long sides. The wood is just the cradle I built on top to STORE the engine on the dolly so it's easy to move around my shop or shipping container. The 4.6L is on an identical dolly with its own cradle (each, screwed to its dolly). I'm thinking of buying some more dollies before TSC runs out or raises the price... I can't even buy the 4 casters alone for that price ($20). BTW I also have a 10Kip digital hanging scale, but I didn't want to pay the extra ~$80 for calibration, and I haven't gotten around to really calibrating it yet. https://supermotors.net/getfile/1062712/thumbnail/scale10k.jpg I can walk you through a stairstep method that should be accurate enough for what you need. If not I do know a company that can probably be fairly reasonable for a calibration. FWIW, that was one of my jobs before I retired.

My 1984 FSM only shows two possible relays in that location. Trailer Lights Relay: Or the Marker Lights Relay, which was supposedly only on the DRW trucks: However, that's from my '84 FSM...could be different stuff included in 1985 for sure. Snagged this picture below from FTE, also from a 1985, and it was clicking, but the guy was trying to diagnose a no start issue, and the clicking silver relay was never identified. That's my 2 cents while finishing my morning coffee. Not much help, I know. He hasn't said what engine he has so could it be the choke relay for a 351 4V engine? the 1986 EVTM shows a group of relays in the 5.8L 4V carburetor circuits but isn't clear on their locations.

Gary, I thought yo might like to see one of the pieces installed (I used some extra bolts to hold the baffle in) all but two of the bolts have washers on them, the two that do not are "double ended" and go on the timing belt end since they also hold the upper belt cover and some brackets for the fuel and vacuum lines. I bought two 3/16" flat washers to go under those.

Yes, people have run into problems on 460s with it not clearing the thermostat outlet and thermal vacuum switches.

So I guess some have the valves and others do not based on the hoses you can get for the FS6 compressor. Looking at the valves it looks like they add a 90* turn and guessing why the 2 different parts for valves & with out valves. So how important are the service valves? Are they there so you can close off the system and remove the compressor for service and not have to deal with the whole system? I will have to check my York compressor to see if there are service valves as I don't remember seeing any. If I do have them wonder if they would fit the FS6 compressor manifolds? Thanks for the pictures it helped explain what they were asking. Dave ---- They won't fit, the FS-6 has two ports at each location (it's double ended). The service valves were probably Ford supplied as they screw onto the manifolds. On the 460, the lines go to the driver's side of the A/C compressor.

Gary, I knew the W and C backgrounds from the 1970 Muscle Parts catalog. It is interesting to note that even Ford was figuring on the 351W to be a stopgap till the 351C was ready. The logic I always heard on the 351M was parts commonality and the ability to use the same transmission case as the 400 and 385 engines once the FE engines were completely phased out. I still hold that Ford made a big mistake in not at least certifying a 4V version of the 400 for trucks. I honestly think if they had the 460 might well have vanished after 1979. As you, and anyone else who has seen a Bullnose with a 351M/400 vs one with a 460 can attest to, it is a tight fit, because it wasn't intended to be in the F series after 1979, only the E series. I assume it was brought back after the competition started putting 454s in their pickups. I have wondered if a developed 4V 400 as the original Lightning option instead of trying to make the 351W compete for the same market the SS454 Chevy trucks did would have worked, the weight and emission class of the 460, eliminated it from contention in a "half ton" truck after 1979.

That application range is incomplete - it was also used on Explorer/Mountaineers in more years. https://supermotors.net/getfile/985443/thumbnail/heatervalve.jpg It's superior to 2-nipple valves because it does NOT block flow through the heater nipples on the engine (which may include important sensors); it only blocks off the heater core. But the actual vent duct & blockoff plate in the cowl remained ONLY on the passenger side through '96/7. The '87-96/7 EEC location caused the driver's vent to be deleted. Among other things, the ESOF module (on trucks so equipped) covers the passenger blockoff plate, making retrofitting the right vent to these later trucks difficult. Further source for heater control valves, Chrysler used a similar valve (possibly from the same source) on their FWD cars with A/C.

Jonathan, I received the box Thank You, Thank You, Thank You! I did not see any note on how to repay you for the parts & time, Please let me know. For anyone that can answer: I do have a question on the hoses as I want to replace them but the description has me confused and that does not take a lot to do I looked up them for an 83 F150 with the 300 six https://www.rockauto.com/en/catalog/ford,1983,f-150,4.9l+300cid+l6,1121353,heat+&+air+conditioning,a/c+refrigerant+hose,6900 The question(s) What is "Pre Charged System, w/ Manual Shut-Off Valve at Compressor" and "In Plant Charged System, w/o Manual Shut-Off Valve at Compressor" Mostly the charge thing? Then is the "shut-Off" on the compressor or that manifolds that bolt to the compressor? I don't see any valves in pictures? Then looking at the compressors for the same year / model truck there is one with a 5" pulley and one with a 6" pulley. The others do not list size of pulleys. The 5" one would spin the compressor faster and that may help when at slow speeds like stop & go traffic. What would you do? Thanks for any help given Dave ---- The FS-6 compressor has two service valves on it similar to the York and Tecumseh 2 cyl ones. This is the one I removed from Darth during the conversion to EFI and 1996 A/C system.

That is terrific, I did note, in a quick look that the front rotors for the DRW are the same from 1979 up, and the service number is an F4TZ (1994) PN.

Gary, the crew cabs in 1986 could have power windows and locks on the front doors only. 1992 up the crew cabs could have 4 door power locks, starting in 1994 remote keyless entry was introduced, but without the external key pad. The trucks used the same RKE module as a Taurus and they have the provision for a key pad and had a code number sticker on the module. Power windows, my AllData does not show 4 door power windows prior to 1995, but, like the PowerStroke, it could have been a mid year option. Since it requires a master switch in the driver's door it would not be an easy swap. Doors, I have seen in a FB thread, that the later (1987 up) doors will fit the bullnose body, but bullnose doors will not fit the 1987 up body except the crew cabs and that is a maybe. The reason is the seat belt retractors, 1980-86 they are up at head level, 1987 up they are in the bottom of the cab right behind the doors. Another point, on the bullnose crew cabs, all the seat belt mounting points for complete 6 passenger use are there, the rear outboard are plain lap belts only, but, the mounting points for rear outboard shoulder belts are there, because the rear cab wall of a crew cab is the same as the single cab. They are not threaded and the lower outboard holes have rubber plugs in them under the door sill plates. All it takes is a set of belts and the interior C pillar trim from a single cab, and you now have rear shoulder belts for a child seat or just for improved safety.

You are correct that the rod and latch system will swap as an assembly into the later doors and as mentioned the bullnose used the metal handles. We just did exactly that on my friends 1995 F350 so he won't have the stretchable cables any more. The crew cab rear doors kept the rod release system, but the doors changed style in 1987 and again in 1992. If you want power windows all around, I believe 1994 was the first year. I was trying to add them to my existing rear doors with no luck, the crew cab also got 4 door power locks then.

Not on any truck I've worked on, or the trucks whose owners have bought tach clusters from me (which is a few dozen). Ford calls the dash harness the "main" section, so they made as few versions as possible each year. Most years, just 2: high trim & low trim, but tach was optional (deletable) in most trims, so the main harness had to support both. And there's no reason for it NOT to - omitting the tach circuits didn't cause them to need MORE wires, so no need to rearrange them. https://supermotors.net/getfile/774679/thumbnail/clusterparts.jpg And I haven't found anything specific to make '96-97 clusters INcompatible with '94-95 trucks, or vice versa. But I have a '93 hi-trim harness & a '96 lying out in my shop right now, so I'll try to remember to compare their cluster connectors. Wiring diagrams are available free here: http://www.bbbind.com/free_tsb.html Just click "WIRING DIAGRAMS" when you see that big red button. Steve, I have done up a list of the pin outs for the dash clusters 1992-1997 and will be happy to send it to you. I found out the hard way Ford changed things a few times on the connections, things like swapping the power and ground, anti theft for two years, adding a brake fluid warning etc.