85lebaront2

One of the best carbs I found for a lot of applications was a Holley 4609 Ford PN C9AF-9510-U. It is a 735 CFM carburetor, essentially a 3310 (780 CFM) with umbrella primary boosters. Originally for the 1969 428 CJ engines. We had scored a batch of them as in 1970 they were only on Mustangs and were a new number hand choke version. I put them on a number of different cars, including my dad's 1971 Lincoln Mark III in place of the Autolite 4300. Better throttle response and fuel economy.

Unfortunately if the ride height is correct, but caster and camber are off (FWIW, rear ride height needs to be factored in as it affects caster) the only permanent solution is what I had to have done on my 1977 F150 and Darth. The actual I-beams need to be bent. After either was done, the difference was amazing. Darth wears the front tires completely even across the tread and directional stability is excellent. There is the normal king pin stiffness fully returning to center (even had that on our Packard Patrician) on a flat road leading to a slight wander.

I watch some of his stuff, mainly to see how some engines are built, especially some of the imports.

Jim, Darth's bed is from an Aeronose (1996), body lines still seem to match.

I have a nice vacuum diagram in color for a 1986 carbureted 460 with C6.

Jim, I believe I found that the tailgates physically will fit, but the hardware (hinges and latches) are different. I think I remember the 1986 tailgate latches were the plunger style where the 1987 up are the same as the safety door latch Ford introduced in 1963. You might be able to make it work, I didn't bother with Darth's original tailgate as I used an open grille 5th wheel specific tailgate at that time. I was able to score a nice XLT tailgate later.

I replaced my 1986 bed with a later model one, primary reason being lack of available 1985/86 Dually beds but plenty of 1987-97 ones, body lines didn't seem too different, in fact the 1986 fenders fit perfectly, but the wheel arch opening is different. Taillights are close, but a little different and the later ones are brighter. NOTE: 1985 up the rear track width on the Dually changed, inner rear wheel is at the same track width as a single rear wheel truck, allowing a full width bed inside dimensions matching a single rear wheel, but it makes the truck wider overall.

That is a 1970 429 CJ intake, it takes a Rochester Quadrajet carburetor with a divorced (manifold mounted) choke. Good friend (member of the Beach Ford Mustang club) had one, 1970 Torino Cobra, 429 CJ with a shaker hood scoop and Top Loader 4 speed. I haven't heard from him in years, He was USAF, stationed at Langley AFB and I believe he left when his enlistment was up and returned to Washington State.

Welcome to the group. I have actually been to Brevard. My late Aunt and Uncle lived there, very pretty area.

Ok, my go to source is V-belt Global Supply and here is a screenshot of the page with their belts for the 10342N Sears belt:

Mat, the hot fuel handling package was on 460 powered trucks with AC and predominately ones sold in the South. It was introduced not long after the 460 returned in 1983. The actual pumps are centrifugal rather than gear or vane style and have a very low pressure, 5-7 psi. The are fed 12V during cranking, and then through a resistance wire once running.

Did you catch the time significance?

Still bothering me. I am scheduled for an injection on April 15th at 10:40 AM.

They could if I would take either a Diesel 5 speed or a 460 with E4OD. I said no to both. I had gone to them rather than my 2 local dealers in Hampton/Newport News VA area as I had been a member of first the drag racing club and later member and president of the Mustang club (it was only a rumor that you had to own a Shelby to be a member, president, maybe, 3 of us in a row owned Shelbys). If I remember correctly, I paid $4500 for Darth in April 1994 making him 6 1/2 years old. Before buying Darth, after Beach Ford, I had gone to the Dodge dealership I had worked at and found that there were no extended or crew cab models available due to the new body introduction. Then I went to Chevy and GMC only to find a Diesel was not available in the towing capacity I needed (10K 5th wheel), I would have to get a 454. Since the transmissions were the same (TH400, no 4L80s at that time), it was obvious that the 6.2L Diesel wouldn't handle the towing load.

Ok, I finally got the Titanic engine finished. Here are the pictures of the completed model:

Man, you make me realize that 4x4 crew cabs were only 0,2% of the whole 1984 Bullnose production! Completely the revese of today’s sales, if you don’t want a Crew Cab, it’s a special order. O tempora, o mores, like they say. When I was looking for a truck to tow our new 5th wheel (my 1977 F150 with the 390FE camper special engine pulled it fine, just didn't like stopping with it), I went to Beach Ford in Virginia Beach and started an order for a 1994 F250 super cab, long bed with a 7.3L Turbo Diesel (pre-Powerstroke) and automatic. Spare was an option and the recommended order was just the wheel so you got the hanger for it. We had left a check for a deposit. Three days later we received a call from Beach Ford informing us that they were balanced out on Diesel automatics and I could have a 5 speed or get a 460 automatic. Needless to say I said no thanks. I towed the 5th wheel up to a campground near Gordonsville VA that we were members of so my late wife could decompress after quitting her job. I left Karen there with the trailer and her 1980 Pontiac Bonneville and went back up the following weekend to retrieve the trailer. She had told me during the week that the man in the next site had a truck he wanted to sell, a 1986 F350 crew cab dual rear wheel pickup. My first reaction was,"It's too big and unwieldy" based on BIL's 1994 4WD super cab being a bear to maneuver. I looked at it, drove it and agreed on a price, well below what it was worth due to body damage and needing repairs. I left a deposit with him and planned on going up later with my Horizon and a tow bar, 16 year old son and our tent. I paid the balance on the truck, drove it over to the tent area, and the next morning repaired the non-functional accelerator pump on the Holley 4 barrel, hooked up the Horizon while Matt took the tent down, plugged in my tow lights and we headed to a friend's shop in Suffolk VA so he could repair the fender damage while I replaced the bad original tie rods. That was in April 1994.

If you give me the Sears model number, I should be able to find the manual if I don't have a copy already. It should be a 917.XXXXX format.

I order a lot of mine from a company named V-belt supply. That is a Craftsman GT16 correct? I believe you said you have the manual for it. I have a cross reference from Sears PNs to belt sizes if it will help. It only took me 25 years to finally find the correct belt sizes for my GTV16.

Word of advice, use a Lawn and Garden belt, preferably a Kevlar one. Automotive ones are not designed to be used for a clutch, and other than a Corvair, aren't real good for multiple twists and turns. Bill

I just did also.

I have had the outer ring on a 460 balancer come loose, but the most interesting one was the 1978 GM 5.7L Diesel that suddenly developed a knock, still ran fairly well, but I had a spare so swapped engines. Pulled it out and found that I could move the flex plate a bit before the balancer moved. I assumed it was a bad flex plate, but when I pulled the engine there was no evidence. Pulled the pan and found the crank was broken just behind the 5-6 crank throw. Carried the pieces in to work and found a fatigue starter crack.

If you want to check with Pete's used auto parts in Newport News VA he had a number of crew cabs in there. Phone (757) 599-1200, if you can get Donnie on the phone tell him Bill Vose referred you.

I know Darth's was pretty tall to begin with. Even though he was a 460/C6 from the factory, he still had a tall removable cover.

How many times did you change metering rods or jets in your AFBs or WCFBs? How many vacuum modulators have you replaced on C4, C6 or GM TH models. Ok, answer this, you want to improve the shift quality on your C6, or maybe even a Torqueflite 727. What else does it affect? Now do this on an E4OD, 4R70W, 4L80E. All of these the line pressure can be altered without changing the shift points. Think of an EEC-V as using AI to adjust things on the fly, like altitude changes. It is a lot simpler once set up.

I have long been a fan of the KISS theory, "Keep It Simple Stupid".