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You have to pay attention to relays. The relay power contact can be always hot. Question for you, the two lead female plug in picture #2, with the yellow a yellow red wire. Where is that located? Under dash or underhood? I know it will not be C915, it's in the back at the rear crossmember.

No, the running (park lamps) circuit activates the relay to power them, the reason was to take the added load of the 7 extra lights (2 on each fender and 3 under the tailgate) off the light switch.

The ground pigtail on the 1986 was never connected to anything on Darth or Matt's F150 5.0L EFI, I hever found anything it is used for, underhood light is fed from a pigtail on the battery positive stud on the driver's side firewall. That was the source for several items. It is shown in the power distribution section on the 1986 EVTM. Clearance lights, those could be the roof lights if it is under the dash near the fuse box. The rear fender lights on the dually are fed from a relay that doubles as the trailer tow running lamp feed.

Maybe from a machine shop. In the past I would have said Jack Clifford, he was to the 6 cyl world what Tim Meyer is to the 335 world. He built speed parts for everything from Hudson Hornets to modern in-lines.

You have to remember, Darth is a dually, so my fillers are close to 2' long and curved.

Gary, just like the 460, the pistons on the 460 were the same from 1968-1987 which have a 0.240" depression in the piston top, but two things happened, one was in 1971 the deck height on the block was raised from 10.300 to 10.310 and in 1972 to 10.320, this lowered the compression slightly. The second thing was the change in combustion chamber volume, the later heads have much bigger combustion chambers. In 1988-1991 Ford went to a smaller depression, but even bigger combustion chamber to keep the compression where they wanted it, in 1992 the piston design was changed again by a deeper dish, still not as deep as the early one, but the compression height of the piston was raised. I would go look at a good aftermarket piston catalog, like Mahle and see what the pistons actually look like.

Nicely done, and you have rare one, a 6 cyl with AOD. You are correct that it does equal higher pressures as the Throttle Valve (TV) pressure also effects line pressure. You should be good to go with it.

Yes, the change is in the way the fuel and vent are run to the tank. On the bullnose filler, the gas runs down the outside of the pip/hose and a plastic inside tube is the vent. Gas runs over the vent and it blows back up the vent to the top and "burps" out. In 1987, the flow was reversed, gas runs down the inside tube which moves the flow away from the air trying to get out. A later filler neck or necks are needed to fix this. Any similar body truck 1987-1996/7 will work. I cheated, I have a pair from a Diesel since my truck is non-catalyst.

The cable adjustment is really supposed to be done with a pressure gauge. Best way I have found is to drive the truck. OD should be able to engage around 45 mph. To early and it will slip and burn up the band, too late and it will "hunt" in and out of OD at highway speeds. Adjust the casing back is later shift, forward is earlier. This is in relation to the end of the cable. When it is right, 3rd will be a relatively firm shift as it is a straight mechanical connection from engine to output shaft. OD will be slightly less firm, but still quite positive as it is on the order of 75-80% mechanical (torque converter has only limited use). The final will be does it "hunt" at highway speeds, if so back the cable off 1 notch closer and try again. I have adjusted many of these this way and gotten loads of miles on them with no problem. Back in the day, we used to do Hydra-Matics the same way, fine tune for best shift quality.

The Jaguar E-type was a 3.8L or 4.2L (231 ci or 258 ci) and used 3 HD8 SU carbs these are 2" bore carbs and like many motorcycle carbs are "constant velocity", meaning they have a sliding venturii design that opens depending on air flow. Real simple carbs, float bowl, throttle plate and piston for the venturii. The main jet is raised or lowered to set the mixture and the piston has a needle that moves up with it to change the fuel quantity.

That's why I had to use fuel hose, Chrysler uses 3/8" on the A413/31TH and A604/41TE.

Here is what my K-car took, and here is what I was able to find to replace them. Original:

Wow! that is impressive! Yes, I have seen that, damned interesting too.

No, 1995 could also have SEFI. I sent Gary an updated EFI pinout spreadsheet with the EEC-V information added for the 1996 models. Any engine carried over in the F250HD and F350 in 1997 should be the same. To clarify a bit, automatic transmission 5.0L received MAF/SEFI in 1994, 4.9L and 5.8L automatic transmission models in 1995, even in 1996, there were still EEC-IV models as only the under 8500 GVW trucks were required to be OBD-II compliant meaning EEC-V and most of the manual transmission models still received OBD-I systems. The strangest being some of the California spec HD models as CA set the break at 14000 lbs so there were bank fired EEC-V systems.

Good luck on it, I went through the same thing on Darth, Here is a picture of a couple of the ones I was searching for:

The 1995 SEFI was still EEC-IV, so the only crank position sensor was the PIP in the distributor. Ford designed the distributor portion of the EFI to give both a crank (leading edge of the shutters) and cam (width of the shutters). The EEC takes the leading edge pulse as 1-6 TDC, 2-5 TDC and 3-4 TDC on a 6cyl engine. The width of the pulse is then used to identify 1 vs 6 to start the 153624 sequence. This is why even on a bank fired engine it is not recommended to "clock" the plug wires if the distributor is installed wrong. The DIS engines use a crank sensor and a cam sensor. The cam sensor has to be aligned at TDC with a setting tool so the injector sequence is correct. On the 3.0, 3.8 and 4.2L engines, a failed cam sensor causes the system to revert to a bank fired mode. Since the 3 coils each fire 2 plugs, know as "wasted spark" the engine will run, set a code and not run as well, but will get you there. FWIW, Chrysler V6 engines with DIS, if they lose the cam sensor will shut off or never start. On the compression difference, heavy trucks are much more likely to see higher loads on the engine and possibly detonation, particularly with a manual transmission. Raise the compression to around 9:1, mild cam, and if you are going EFI, use the MAF, it is more forgiving than the SD system. On tuning, to do anything with an EEC-IV, you need a piggyback tuner that attaches either inside or outside the case to the J2 port (rubber plug), EEC-V can be reflashed using the correct cable and software. I have the misfire detector, 3rd O2 sensor, catalyst temperature sensor and air system all turned off, and have my EGR set for "sonic" rather than the DPFE sensor.

Of, first, my internet was out from 1800 yesterday until 1030 today so I couldn't see let alone comment. On the multiple carb 6, dual progressive 2 barrels (Pinto Holley/Webers) work quite well, have water heated automatic chokes and are designed to mount sideways on the engine. This essentially works as 2 3 cyl engines sharing a common distributor. Many European cars (Mercedes-Benz, BMW) some domestic Japanese cars (Nissan Maxima, Toyota Crown) used similar setups, and I suspect some of the early Australian Barra engines may have had something on the same order. A single 4 barrel in the center worked well on the Chrysler Slant 6 due to the long runners, other examples, Pontiac Sprint OHC 215/230 used a sideways facing Quadrajet, Mercedes-Benz 280C and S before switching to injection, used a Solex 4A1 (Quadrajet copy) but it used a very peculiar intake, carb was mounted like it was on a V8, the manifold was split so each pair of barrels (primary and secondary) fed 3 cyls. It was not a real efficient design, and coupled with the total lack of power enrichment made for a real POS as far as running. Low throttle acceleration was abysmal, WOT decent at the expense of poor fuel economy. If you go to 3 carbs, the manifold should allow for each to primarily feed a pair of cyls, good examples of that are, early Corvette, 3 Carter YH side drafts, Jaguar E-type 3.8/4.2L, 3 SU HD8s. Both of these were synchronized, meaning all 3 carbs opened together. There was a kit for the old Falcon/Comet/Mustang in-lines that put 3 stock carbs on the integral log manifold, these did run as a progressive system, 1 then 3 as that gave the best distribution. Best 3 carb system, 3 40 or 45DCOE Webers, wicked sound, lots of power. EFI, 1996 300 had MAF/SEFI and some 1995 CA spec engines, but that would have been EEC-IV which is in the EFI pinouts, I have just added the 1996 4.9L pinouts and before I send you the updates will add the 5.0L and 5.8L 1996 information.

Excellent job sir! Shame your "mechanic" wasn't knowledgeable or competent enough to do the job right the first time. One small suggestion, on the cruise control cable mount, is there room to bend it in slightly so the cable pull is straighter? In my shop, I used to have a container where extra pieces of installation kits were put, along with removed factory brackets (unless the customer wanted them back, and we always asked). That way we had a "stash" of strange looking brackets, extensions etc. to make these jobs easier.

Item, converter slippage, I did some research, the general drift seems that slippage at cruise conditions is on the order of 1% rather than a fixed rpm difference, also it gets less at higher RPM, say over 2400. This was specifically one I am familiar with, 460 W/C6. Maybe a little more research on that subject could be in order.

Jonathan: Don't actually know, The "Daytona" AFB was for the 409 Chevy engines originally, the Lincoln had one with throttle bores much like the later AVS had, noticeable size difference between primary and secondary bores.

How about a split manifold with three small [stock] carburetors? This was made using three middle sections from a stock intake manifold. https://www.jalopyjournal.com/forum/attachments/int3x108-jpg.3824400/ The trick on that would be if you can make them progressive, i.e. center, then ends. I helped a friend years ago with a 240 engine build a setup using dual Holley/Weber progressive two barrels. It ran great, but then so did the kid's who worked for me Chevy 250 with dual Stromberg 4A1 carbs. The front/rear firing order on an in-line six lends itself to a front-rear carb setup where the intake sequence is 1,3,2 front and 6,4,5 rear or if you think about it, center to ends alternating. Many European and Japanese in-lines used dual carbs with excellent performance and economy. If you split the carbs front and rear, you have two 150 ci engines, the Holley/Webers are commonly a 32/36 size with 32/36 being the throttle sizes in millimeters. Pinto engines were 140 ci. The Pinto carbs used (a) removable jets for both main and idle circuits (b) mechanical secondaries and © hot water chokes. We used a Clifford manifold and a pair of adapters to take the Pinto carbs to the small square bolt pattern on the intake. We made two plates for the "hot spots" under the carbs and ran the heater circuit through there, teed both chokes in parallel and then to the heater and back to the water pump. A bypass valve was put in so the heater flow could be shut off in warm weather.

Sounds like a good idea, I do like the format. Did some playing with it yesterday, years ago I was building a 1958 Country Squire with the idea of competing in the Cannonball Baker Sea to Shining Sea memorial trophy dash. It had an ex-NASCAR 430, a 4 speed single coupling Hydra-Matic on a Transdapt adapter. Rear end ratio was a 2.69:1 from the 1958-59 Mercury Turnpike Cruiser. Wheels were upped to 15", Front brakes redone with 1973 Galaxie front discs. Exhaust, dual 2.5" built with mandrel bends and included an "H" pipe. We plugged the Michelin 235/75R15 tyres into a NASA landing dynamics computer that takes into account tyre growth with rpm. Top speed it was capable of in theory, in excess of 200 mph at the redline, which was estimated at 6500 rpm. And for you, Gary, had the big throat, AKA Dayton AFB (actually a 1965 Lincoln one that I massaged for better airflow). Wouldn't idle and respond well under 650 rpm, normal idle for these was 450 rpm. Nail it from a standstill, went about one car length and then broke the rear tyres loose when the 430 hit it's power band. FWIW, 1st gear in the trans was 3.82. Everything came up what we had when building it when I plugged the information into your calculator.

Brandon, most common problem with the window mechanism is lack of lubrication on the sliding block in the bottom channel on the glass itself. The other item that will cause problems is the rubber channel the glass rides in. If they get to worn the glass tilts as it tries to slide up, down will usually work reasonably well. There are adjustments on the lower portion of the rear channel, but the door panel has to be removed to get to them. This is inside Darth's left front door, disregard the extra wiring, adjustment/attaching bolts are labeled.

The C6 can be equipped with the E4OD main gearset (behind the OD unit) for a wide ratio build. This might require some throttle valve and governor tweaks to get the upshift points proper for a Diesel. I do know the Diesel torque converter is different, both in stall speed and number of attaching bolts and I suspect the friction elements (band and clutches) may be increased in size and number.

Saw one small glitch, you might have seen it also, lower chart MPH @ target RPM, AOD is listed twice in the headers, but mph seems to match E4OD ratios.