85lebaront2

FWIW, a 1994/95 Taurus 3.8L has a 130 amp alternator that fits the trucks very nicely. It will have a serpentine pulley but a V-belt one will fit.

I would say excessive play on the upper bearing, or if it is a tilt column, in the universal joint. I haven't had one of those columns in Darth in a long time. I believe, if it is a tilt column, there should be two bearings up top and probably a big spring that preloads the upper bearing down against the housing. If you are still thinking about an E4OD later, you will need a different column anyway.

iPhone 13 Pro. My criteria, it needs to fit in the breast pocket of my coveralls in it's Otterbox case for when I go junkyard prowling.

Since I do not use my phone for this (I am not a big fan of trying to read an 8.75" diagonal screen), I will let those of you who enjoy squinting at a small screen do so.

Mat, the earlier (pre-Powerstroke) Diesels used a transmission controller, it used an rpm signal and Fuel Injection Pump Lever sensor (throttle position) to tell it when to shift. Basically same thing the Baumann and other aftermarket units do. With the introduction of the Powerstroke, it's all in the PCM, just like a gas engine.

Damn, Darth always got a solid 10 except towing the 5th wheel, then he dropped to 8. That was carbureted 460, C6 and 3.55 gears. His tare weight is 6400 lbs.

About the same, on both you can drag the picture over and then post it. Not difficult at all. I don't know about rotating as both were in the orientation I wanted (maybe the first one could have been, but the bulldozer blade blocked seeing the front of the engine).

Ok, I was able to get on and post on InVision, including a picture. Not difficult at all. On phpBB, until the registration issue is fixed, unless I want to post in British English old chap, I will pass.

I can't help you there, I rebuild my own transmissions.

Houston, we have a problem. phpBB I went through the register process and when I got to British or American English and made my selection, it dumped me out before I had finished the process. When I went back to log-in, it said I wasn't registered, I used Firefox, Edge and Chrome, same results. On InVision, I had registered when you first brought it up, and now don't remember the password. Maybe you or Chris can erase that profile so I can start over.

Yep that is where I have seen them come loose also not the carb to intake manifold. Dave ---- Dave, now you know why every YF/YFA I rebuilt had those loctited.

Looks good sir! I found the second version easier to read through. Maybe I need to do the same for Darth?

The dash harness on the 1985/86 trucks is actually a continuous harness, left headlight to right. It passes through the firewall on each side. It should be pretty much the same other than Ford was in the process of changing the wire markings from dashes or dots for the second color to a continuous stripe. The left (driver's) side was built as a somewhat universal harness, essentially it provides battery voltage or a resistance ignition feed. The mating underhood portion is ignition system specific. Good luck with it!

Gary, 1992 with the Aeronose introduction. He needs to order a 1991 or older so it will have the speedometer drive gear on the output shaft. He probably burned it up by not having enough line pressure. E4OD and 4R70/75W use an EPC (Electronic Pressure Control) solenoid which is a duty cycle solenoid the computer controls. Loss of power or ground signal will default to full line pressure and give some really firm shifts.

If that is the car bolt circle, yes they did, but finding a pair for a truck might be a problem. My 1966 Shelby had a 9" with 3.89 gears and 31 spline axles.

Jim, we even have Tesla chargers down US13 at the Royal Farms stations.

Dead on Mat, Ford went to metric fittings with the O-rings in 1985. If any of the components are wrong (US vs Metric) making them seal becomes mission impossible.

An always 500 RPM or does it get worse as the engine is revved up? Does the tach have a cylinder selector switch, ie 4, 6, 8, 10 etc. If it does, is it set for 6 cyl.

Was it reading low or high?

I never saw a problem there, the issue I always saw was the throttle body to float bowl/main body screws coming loose.

Gary the other issue might be the HEI. I believe on the GM ones there is a tach terminal, whether it will work a Ford tach is unknown.

Let's see, at 19 I went in the Marine reserves to avoid being drafted into the Army (this was in 1965). When I returned from my 6 months active duty, dad gave me a choice, find a car or take over the payments on the 1964 Falcon he had bought while I was at PI. I ended up with the Falcon, a 260 V8, 3 speed fully synchro with factory AC. It didn't stay stock long, first change was a BW T10 and the needed floor tunnel and shifter. Then Jahns 10.5:1 pistons, Lunati hydraulic cam, Hedman Headers and dual exhausts, later i built a C4 for it. Then an Offenhauser 360 intake and a Rochester Quadrajet for a 1966 Buick Riviera. Later I bought a Ford performance tri-power kit from Beach Ford in VB VA. I finally ended up getting rid of it after I bought a 1966 GT350.

Not with a Powerglide.

Mat, we had a parts store that once sold an Offenhauser 360 intake, a Holley 850 cfm carburetor and an Accel distributor to a young USAF enlisted man with a 1957 Chevy 283 with a Powerglide. When it didn't run worth a crap they sent him to my shop (we were the Holley authorized warranty center). When we told the kid is was a totally impossible combination to get to work, the store that sold it (part of a group of loosely affiliated stores with one extremely rich partner in common) called and was extremely angry with us for telling him the truth instead of covering for them.

I don't have a picture of one handy, but the bottom of the booster venturii has what looks like a miniature hoop skirt on it to increase the vacuum signal. So instead of two 390 cfm 2 barrels back to back, you have a 345 cfm primary side and a 390 cfm secondary side. Main venturii size is still the same.