85lebaront2

Some more progress, and I think Gary Lewis' gremlin that hides parts has been here. I ended up having to make a new tensioning J bolt for the ZF power steering pump as the original one is no where to be found. I used a mystery shoulder bolt that had the correct M10X1.5 thread for the locking nut and an extra double ended water pump stud also M10X1.5 to provide the adjusting bolt.

I think it looks pretty good. Interesting to see that in 1983 if you wanted an F350 crew cab, your biggest engine was the 351W, no diesel or 460.

Damn, my truck was built in Canada, so maybe my lighter works like my 1961 220Sb did?

When I did Darth's cab, I also had a factory pad over the exhaust area. I retained that as it was (a) glued down and (b) in good condition. A co-worker in the lab was building a retirement home West of Richmond VA and had a bunch of left over thermal barrier that he gave me. I ran a strip of it along the top of the exhaust pad, another across the rear footwell area and then did the front footwells. I did not add any over the transmission cover or under the seats. Even on a long highway run in hot weather the passenger side (where the exhaust pipes run) stayed comfortable. Old pad visible, wiring is for right rear window and locks

Oh, it will be a while, the whole interior needs to be redone, new windshield and really will need painting and a new top (not necessarily in that order). I am still chasing down parts that are hiding, like the power steering pump adjusting J-bolt. The wiring also all needs to be reinstalled and the changes finished up. I am thinking about rigging up a temporary power switch and starter button so once the underhood wiring is done I can run a wire to the fuel pump and at least be able to (a) run the engine and (b) move it around under it's own power.

Lord, I probably worked on some of them. I worked a Tysinger Motor Company from late 1978 till January 1982. I was primarily a Mercedes-Benz tech, but did Jaguars, MGs, Dodge Imports and even some regular Dodge cars and trucks, particularly 4WD models. Today I got my replacement front calipers and new fuel filter in. I was able to install the drive axles and the front calipers. It was a pair of loaded Kelsey-Hayes front calipers for a whopping $13.86 for the pair from Rock Auto. Filter was $2.10. The drive axles were fairly fresh when the 1985 was totaled, so I kept them.

Yes, it was nice in there today, temperature was nice and it was dry. Major milestone today, the 2.2L T2 engine is in it's new home!

Way different, trans cooler is 5/16" inverted flare, engine oil cooler is, if I remember correctly 3/4" NPT. Trans cooler is hard piped, engine oil cooler is nice "flexible" hoses with a swivel joint in the lines so there is no twist problem between the engine end and the actual cooler. The connections are AN flares on both ends of the hoses.

Here is the one on Darth, it was on the truck when I bought it. One on the driver's side is the engine oil cooler I added, also a Ford OEM one.

Did some more on the front end today along with finally getting the parking brake system finished. The condensor from the 1992 Sundance physically fits in place, the mounts were just way different. The lowers are designed to sit on a pair of pedestals on either end and the coil actually hangs slightly below these. After a careful examination I found the brackets for the end supports are attached with screws. By removing the screws, the brackets can be moved down to the point where the lower face of the bracket is flush with the bottom of the coils. The rubber feet raise it just enough that it sits exactly where the old condensor did, it's just a little wider.

That is a ZF pump, I wanted to use it for two main reasons, (a) the belt tension is done with a nut on the end of a special stud and (b) it moves the reservoir up and further to the right away from the exhaust manifold. Saginaw pumps were the most common ones in those years. Surprisingly enough, that pump pre-dates the Daimler-Chrysler years, it was on the 1989 Lebaron 2.5L turbo engine.

Trunk lid would be nice, this one has some difficult to remove dings. Wheels, biggest thing he had good tires for them and had already given me them, but they are on GM rims which will not clear the HD front discs on the convertibles. LeRoy, his ace parts puller is going to snag me some more wheels for it. The other 2 wheels with good tires also vanished. These were more for temporary, move it around use, I have some nice 15" mags for it, actually 2 different styles, one I have 4 of the other 6 of. Standard tire size was 195/70-14, optional 205/60-15. The computer will control low fan, a high pressure switch on the condensor will kick on high speed if needed. Chrysler computers for these engines did not have dual fan speed capability. Low will come on either with engine temperature or A/C compressor on. Primary reason for the pusher system is the intercooler for the turbo, it is probably 6" wide and about twice the radiator thickness so the stock fan only covers the radiator area and isn't adequate for R134a in a hot, humid area. I had to revert the 1985 car to R12 in order to get adequate cooling without burning up the compressor belt. Some more pictures, heat shields, fuel lines and tank.

First item is an air valve, used on A/C equipt vehicles to admit extra air into the intake under high temperature conditions, it is thermally controlled by a bimetal spring. Second was your choke hot air tube, but most of these engines didn't use a hot air choke, it was electric heated by the 7 volt stator feed from the alternator.

Since it has been a while since I posted anything on this, I have been busy with it since last Wednesday. I drove Darth to Newport News and picked up the tow dolly and konvertible. Brought it back, unfortunately Donnie's help, decided to clean things up while he was out after hernia surgery and tossed the perfect trunk lid from the Reliant and the wheels he had kept for me. I have it up on jack stands currently so I could replace the brake lines (both the long ones that run from the block under the master cylinder to the rear) and the rear hoses (4 of them, 2 per side). I cleaned the firewall and drilled the holes for the firewall heat shield and installed it. I started installing the underside heat shields and found I have to do a little modification as the turbo has an extra shield where the exhaust passes by the gas tank. The piece I have came off the 1989 car which was a late 1989 model and is different from the early and the 1986 turbo car one. I have to add a retaining "stud" (actually a fair size sheet metal screw inserted from inside the car). They had removed the parking brake cables and I was afraid they had lost the piece where the pedal portion of the cable connects to the long undercar cable that goes to the rear brake cables. I finally found it in the box of odds and ends from the Reliant. I did a trial fit of the 1992 Shadow condensor with my pusher fans and then mounted the front bumper bar with new built from scratch isolators. The car has a 5 mph bumper with the actual shocks instead of the collapsible stampings. The shocks had a pair of rubber isolators that after 30 + years were pretty well DOA. Everything seemed to fit nicely, I still have to figure out the A/C condensor mounts and the transaxle cooler as it is not in the radiator tank.

Correct, the carbureted 460 trucks never had cats, it wasn't until 1988 when the EFI 460s came out that they had them added.

I am damn glad I got rid of that issue on Darth, makes no difference what type of drive train, the speedometer signal comes off the rear axle tone ring.

Indeed! I remember reading about your aero. mods.. Your visitor gets around, he called me today, he blew a water pump on the 460 halfway between Petersburg and South Hill VA on I-85. He wanted to know if I had a good source, he had already been through Advance, AutoZone and O'Reilly. He found one at NAPA, and was getting the truck towed back to Petersburg then had a bolt that wouldn't come out and manged to break the timing cover. He has a plan to get it roadworthy again.

I agree on not needing it unless (a) you are doing an exact restoration or (b) are in an area where modifications are restricted. You can go to Walker's site, maybe Rock Auto or others to see what was used fairly well.

Yes, I noticed that, shame that parts CD only goes to 1989.

I was talking about using the Chrysler switch if your switch was bad.

Ahh, ok. When you do get a chance I notice that there are some 88-89 listed W/O converter, I would love to see those parts lists. I had to have mine built non-catalyst for the EFI engine. BTW, it got a good workout yesterday, hauled the Konvertible back here on the tow dolly.

Gee, based on that chart Darth doesn't exist, no crew cabs listed.

Gary, I was thinking about something this morning. The change date for the 460 exhaust, 2-85, might that also be the date for the EFI 302 introduction? Possibly some other changes effective 2-85 since Ford seemed to enjoy doing mid year changes. Side note, saw a Bullnose at Pete's Used Parts yesterday, and due to information on this site, knew it was a 1980 or 1981 as it had F O R D on the hood and the early style grille (no emblem).

Then I will refrain from mentioning 383 MOPARs with a Stromberg WWC, or Pontiac 420E (421 with 2 barrel) or Lincoln 430s with Carter BBD 2 barrels. Some bean counter's in Detroit decided a 2 barrel was great for fuel economy, sure if the engine was around 300 ci or less, how about the 1969 390s that only came with a 2 barrel, but would deliver 17-19 mpg in a 4000+ lb car.

Try a 1971 Mercury 429 with a 2 barrel, I think it was the 1.21" Autolite. The desirable one was the 1966 Mercury 410 2 barrel, 1.33" Autolite, close to 500 CFM.