85lebaront2

I will second that, we just had the tank on the Chevstang done because it had set for probably 6 years with a damn near full tank of the lovely Iowa corn farmer's blend in it. Just a bit yucky. Looking in through the hole the Camaro pump goes in.

Gary, I would say they were both probably broken by some of my friends, Hamm Phist, Jack Legg and Shayde Tri (he's Vietnamese). If you aren't familiar with these engines and trying to either do things in a hurry (like R&R the left head in situ as the Brits say) I can see how that little tab could be broken easily. There are exactly 5 fasteners on that casting to mount it to the engine, 4 are 7/16-14 bolts into the head, the other is a single 3/8" bolt into the water pump near the inlet. Another possibility is someone who should never have touched it (Vernon's "mechanic" comes to mind) left the separator plate behind the water pump out, it would very likely snap that thin ear when the bolt was tightened.

Not as bad as that French thing, it has right at 180° wrap, and when the steering is against the stop it still tries the slip the belt.

We had a square drill in the shipyard, it was a hollow square broach with a drill inside it, the drill was the size you wanted the resulting square hole to be and in a drill press or Bridgeport it would allow you to fairly quickly make square holes.

Interesting. Neither of the V belt units that I pulled for my F150 had any kind of brace on the back side, but the brackets are steel. The 460 unit that I pulled for Gary did have a steel brace on the back. I wonder if I need to provide rear support? What year was that 460? I just received a Saginaw pump and mount for an EFI 460, no brace was included with it and none of the C2 setups I have seen used one. The issue on the Chevy, the belt routing is such that the PS pump has a lot of side load on it.

Ok, I did a "purge" on Edge. the picture uploader still looks different that the one on Chrome, but it worked this time.

On that van the inner/upper of the two visible lines is the reservoir hose, it is approximately 1" ID from what I remember. Return is fairly normal GM style. Here is a picture of the engine brackets that shows the pump and lines.

Gary, same strange issue with Edge this morning, the picture insert window will not allow me to select and image from my computer. I saved a screenshot, clicking "browse" does nothing, the first attempt I can "browse" for an image then get "invalid URL" as an error and it locks up the picture tool??? I will email you the screenshot from Edge and Chrome.

I say all that to make sure we are all on the same page. Does that make sense? Here is another thought, the 1989 G30 van I repaired has a PS pump (Saginaw of course) with a remote reservoir, it is connected to the pump with a fairly large hose, fluid return is still on the back of the "can" as a normal setup would be. Here is the best picture I could find.

Gary, I told him it was probably a vestige from way back in 1965 when the blocks were changed from 5 to 6 bolts on the back of the block. That would identify a 6 bolt housing as the C4, FMX and manual transmissions all had separate flywheel/converter housings.

I knew it was 1982 or 1983, but I wasn't sure which exactly. I know my '84 302 definitely has the 1pc rear main. The SBF book I have said that the 1pc rear main seal didn't show up until 1985. I find the internet is full of erroneous information on the 302...it can be a bit difficult when trying to find out specific details. The lower head bolts on my '84 302 go through into the coolant jacket...which, according to the internet, is a change that didn't show up until they started casting the roller blocks. Anyway, it is what it is. We could all be driving Chevys...lol. Is it safe to assume the new/reman engine has a flat tappet cam in it? I am not super conversant with the "newer" Windsor blocks, other than a 1990 Lincoln Town Car which I never even had to replace a water pump on, most of my experience is 260-289 engines and one 1970 1/2 Falcon 302 that sort of morphed into a 1965 289 4V top end with 351W exhaust manifolds so I could run duals on it. It also had a 351 HO C6 behind it.

I have what looks like the exact same kit from Northern Tool.

I was having problems last night with the forum or Nabble or Edge, I could not use my cursor to go back and correct, I had to use the back arrow or delete back to where I needed to make a change. The link to FTE would bring up a tab that would never load. I am fairly well convinced it may have been Edge as I wasn't able to close Edge, it acted like it had a mind of it's own.

Steve, the only thing I can think of would be a vestige in the forms for the castings. Ford changed the block for the 289 in 1965 from 5 bolts for the clutch/converter housing to 6 bolts. the "65" was probably to identify castings for the new bolt pattern which also accommodated a larger flywheel.

Ron, if that message was for me, first the picture was taken after I changed the front sheet metal and before I got the bumper off. The guard used the two lower bumper bolt holes if I remember correctly (it's been close to 7 years ago I removed it) and had fairly heavy hooks (flat bar bent to go over the bumper and bolt to the vertical portion). The lower may have had a fixed hook on it. The vertical pieces were probably 1 1/2 - 2" across the back and open inside.

Steve, from what I remember on my son's 1986 F150, the block wasn't so much different as the heads, the early EFI heads had some of the worst flow characteristics of any heads Ford ever made for the 289/302 blocks. The 1994 up blocks have roller lifters and a one piece rear seal. Hopefully the heads on your replacement engine will be a better design part than the originals.

It might, that is the factory auxiliary transmission cooler for the original C6. I am still using one on the E4OD.

The purpose in sending it to you was to give you and others an idea where they mounted.

Gary note the revision date is 1971. The guy on FB that sent these to me used it on a bullnose with success, so they must be similar enough. Just wanting to point out the vintage in case anything does not look right, that may be why. I suspect it would be valid through 1991, after that they are electronic and the odometer is digital and has 7 places rather than 6 so you can get things like my buddy's 03 E250, over 600K displayed.

My 1970 LTD and 1971 Colony Park, both with 429s had a small finned U shaped cooler mounted to the A/C compressor so it stuck down outside the belt area where plenty of air blew over it. I do not remember either of my Hydro-Boost GM Diesels having any kind of cooler installed.

From what I have seen, Saginaw pumps were made for specific applications, many on non-GM vehicles, I will have to dig out one of my K-car pumps and measure it for shaft length etc.

Here is the best picture I have of the one that was on Darth, I have no idea who made it but it was definitely substantial. Last seen, I gave it to my son's neighbor in WV.

Thoughts on the cooler, mine has the frame mounted loop, but for more, an auxiliary transmission cooler, either a factory one or aftermarket. I found this gem at Pick-n-Pull in Virginia beach, it mounts vertically in front of the radiator on a Dodge Durango and uses 3/8" ID hose that is crimped on to quick connect fittings.

Sounds good to me!

Gary, I no longer have the one that was on Darth, but should have some pictures. I know it was hefty enough that when a jerk from New Jersey cut in front of me when I was towing the 5th wheel then slammed on his brakes due to traffic it bent the back bumper on his Chevy 2500 under nearly 90° and the only damage I had was a small nick in the rubber pad on one side.