85lebaront2

G'day mate, have you by any chance seen this car around there?

Brandon, Gr 2 is hardware store bolts, most of the engine fasteners are Gr 5 and Gr 8.

Data log was sent, have fun! At least I have it exporting in Excel.

Yes, but the Chrysler computers are a bit different as far as doing anything with them. You have to socket them them burn a new chip (which is no longer made). There is a way to make them flashable. There are 3 generations including what I will be using, 2 part, single module and single board. The single board, or SBEC is the one I will use and the SBEC II which came out in 1992, it is designed around the updated air bag steering column and uses steering wheel controls rather than a column stalk for the speed control.

Accord to USPS, it is somewhere between Tulsa and Skiatook. April 7, 2018, 4:49 am Departed USPS Regional Facility TULSA OK DISTRIBUTION CENTER Your item departed our USPS facility in TULSA OK DISTRIBUTION CENTER on April 7, 2018 at 4:49 am. The item is currently in transit to the destination.

When I tried on the map pin, it took me to Vinny's Buckroe beach location, if I enlarge the map, then I get the name table on the left side and that takes me directly to an enlarged Eastern Shore map, if Dan Lee lets you put his location, he is also "close" to me, but I can get there without any toll facilities or long water crossings.

Gary, it had already started to settle in, but at the first readings cold it will be 16:1 and sometimes even leaner. The factory "tune" on the SD engines has them so lean on cold starts they are prone to stalling. On the tables, yes, it monitors ACT, ECT, MAF signal for open loop running and if I take a quick glance at it while under load it will be dropping toward 12.5:1, moderate throttle, usually drop to 13:1. I can send you one or more datalogs I did for Adam, they export in Excel form and the columns have the parameters on them and I believe the Innovate output is one of them. Not everything is logged, only what is needed for the particular "test run".

Gary, the clamps are the same style Mercedes-Benz and some of the other European manufacturers used on their early EFI systems https://www.amazon.com/gp/product/B0040CU0HM/ref=oh_aui_detailpage_o03_s00?ie=UTF8&psc=1 yes, I ordered enough clamps to replace all 8 on the supply side, it also takes a special hose, SAE 30R9 spec. On the transaxle, I took the cushion spring out of the kickdown (2nd gear) servo, increased the line pressure at the regulator, I believe I used a 3.0L V6 band in it also. It would hit 2nd with a definite "snap", shift points at WOT were 56 and 79 mph. Matt had it to 121 and still pulling at the mixing bowl in NOVA when some one tried to cut him off. He said the digital display didn't blank at 85, but kept counting to 99, then went 00 as it did not have a 3 digit capable front board, he said then it started up again and was at 21 when he let off it and braked for the exit ramp. I would loved to have seen the look on the guy's face that tried to cut him off! If you "power braked" it from a standing start, it would only go to 5 psi until the computer saw pulses from the speed sensor, then would instantly jump to 14 psi. New computer is set to 15 psi. I can go higher, but 15 is the max on a 2 bar MAP sensor, to go higher I need a 3 bar sensor and a different tune to run it. The MAP sensor uses a 5 volt reference just like Ford does, but the output is a straight voltage signal with 0 being full vacuum (not really possible) and on a non-turbo, 5 being atmospheric pressure (1 bar). On the turbos, 0 is still vacuum, but 2.5V is atmospheric pressure and 5 volts is 15 psi above, or 30 psi absolute. For a 3 bar, scale is from 0 to 45 psi absolute, or 30 psi boost. at 20-25 psi these things will get over 300 HP, mine is around 200 HP at the 14 psi boost.

Only issue I see, is if I click on the one over my name it takes me to Vinny's Buckroe Beach info??? If I blow it up and use the list, then it works perfectly, so that is the solution.

I would check the U-joints, they will raise all sorts of noise if they are going bad. I had one that was so frozen I could barely move it and it would shake the whole truck at 45 mph.

Close is a relative term in this case, straight line maybe, driving time about 1.5 hrs each way if the HRBT isn't at a standstill and you have to add in the $18 round trip toll on the CBBT.

Ok, here is mine, the couple of times I have contacted Innovate I had no problems at all.

Not that I know of, I thing it was more of a normal Detroit decision $$$$. The two piece intake cost more to manufacture and assemble, not to mention an injector change involves removal of the plenum and the 8 bolts that hold it on are put in from the bottom and there is a brace on the throttle body end to be taken loose also. As far as performance, the two piece breathes better than the one piece and all things equal generates more power. The injectors on the 2 piece are aimed right at the back of the intake valves, on the one piece due to the higher angle, the injectors had to be moved further from the ports in order to have them aimed in the same area. A couple of interesting items, static fuel pressure is 55 psi on these and the injectors are 34#/hr and from 1984-1989 were bank fired, 1-2 and 3-4, starting in 1990 they became sequential. On the pressure, add the boost pressure to the 55 psi, mine will be 15 psi, so under full boost I will have 70 psi fuel pressure and Chrysler used hoses with full circle band clamps, damn things are a fuel leak waiting to happen! Found yesterday the transaxle had a nice filling of distilled water (rain) in it and the gear set is frozen, thankfully I have the 1989 transaxle I can use and maybe some of my modifications can be transferred. I worked on my engine electrical harness yesterday, it is the one on the front side of the engine with the negative battery cable, alternator, oil pressure sender and temperature gauge sender along with the two distributor pickups and ECT, and on the 1991 up the ignition coil. The battery terminal was split and I couldn't find a replacement end for it. The original end had a 6 ga cable for the main ground, a 8 ga body ground and a 10 ga ground harness connection (goes to 4 14 ga color coded grounds of which 1 was used) I finally took a long 4 ga cable and went to the main factory splice and secured it on to the cleaned off copper and soldered it using my MAPP gas torch and did the same to connect the body ground (laid it back along the new cable to where I could wrap and solder it) then used the extra pigtail on the new cable for the ground harness. Then I had to add 5 wires, one for an actual oil pressure gauge and 4 for a refrigerant containment system (high speed fan and compressor cut off) those ended up being a Ford binary switch for a 1994 Taurus and a Motorcraft pigtail kit.

Gary, if his is the XLT Lariat, they got square headlights in 1978.

Steve, is Gary that much of a bad influence? He certainly likes to complicate things just like my former department manager, his initials are CES and several of us decided it stood for Complicate Everything Snyder.

Ok, several items, first, I bought my wideband Innovate unit used, after about 2 years the Bosch sensor failed and was easily replaced with one ordered from Rock Auto. It is not the bells and whistles fancy meter, just a moderate sized box with a digital display and data logging capability. It also has a port for connecting to a computer for either live data or to download logs. For Gary's use it has to be able to integrate with the tuning software or it is essentially useless. Second, max power on gasoline is at 12.5:1 AFR, the Core Tuning software can be set to go there at WOT in open loop, closed loop can be set over a range the regular O2 sensors run in. for gasoline that is 14.6:1, with the corn blend, it is a little different. I will get a picture of mine later, my sensor is in the H between the pipes where the factory single O2 sensor was located.

Steve according to my AllData, Primary windings 0.3-1.0 ohms, Secondary windings 8000-11,500 ohms. If you want, I have an extra here I can measure for you.

Absolutely! Tell Janey that it is a sign... Gary, the tach signal for the EFI systems is still from the coil - side so it should not be an issue. Look at your parts fiches some time or the CD for tach PNs, I think you will find that other than Diesels, one size fits all because the 1985.5-1986 5.0L EFI used a TFI module on the distributor and apparently the 1988-89 460 EFI had it there too. That should show if there was a different tach for the EFI and non-EFI. The only difference I have found is there is a wire that is grounded for 8 cyl and left open for 6 cyl to make it count either 4 or 3 pulses per 1 rpm.

I think Frank (in foreground) is about our age, he had a shop and used to be one of my customers at Preston. The other gentleman I believe is Butch, probably in his 60s, Donnie, the owner, is 57 or 58, his dad was 82 when he died. This is in trade for fixing Pete's Chevstang (Donnie's dad and the business's namesake). As for no 5 speeds, the reinforcement sits roughly 3" above the tunnel and the 5 speed shifter mounted there and had cables to the transaxle and the normal console between the bucket seats would have been below the reinforcement. Circled location is where the automatic shifter cable runs through and is retained with a clip.

Remember his truck is a 1985.5 and was a factory change in mid year to EFI and everything about those seems to be unique to that model.

I would try the ACT as it won't leak water if it is removed, yes they apparently are the same since the value charts are the same.

It will be Tuesday before I can look, I have a couple of appointments in Virginia Beach tomorrow.

Yes, I would be. Eastern Shore of VA. Exmore on US 13 at the Accomack County line.

I have the pump off mine as I wanted to clean the bracket before I do anything else. I can measure the thickness for you just tell me where you want it measured.