85lebaront2

Yes those are the ones. Was the burned one a straight or right angle one? I should have spares from my kit (If you are going to be doing them for Dad's you might want to invest in one). As for a diagram of the 1990, I can look, but not promise anything. I don't think I took pictures of it laid out, and did the extension work on the truck so there was no question on length.

Gary, I printed out a bunch of fuel system information from the 1993, 1994 and 1996 Ford service manuals. As near as I can determine the push lock connections replaced the slip on nylon lines with the plastic "hairpin" starting in 1992, in 1994 the fuel pump module was changed from 4 pins on top with a large curved plastic plug with 3 retainers (used as far back as 1983 with the hot fuel handling package) to a module mounted pigtail with a 4 pin plug on the end, this was used through the end of production on the OBS trucks. Apparently with the change, either the extra check valve was incorporated in the module or the internals were modified to where it wasn't needed. You asked earlier something regarding the over 8500 lb notes, this is the point at which some emission and safety requirements change. The evaporative system on an >8500 lb vehicle has openings to the atmosphere, where the 8500 vehicles even in 1996 did not have air bags, and the F450 Jim stripped did not have ABS, the wiring in the dash is there, but the connector goes to a dummy socket to keep it in place.

Ok, first, I have tried it, these will only run in a 32 bit OS. Fuel lines, yes they are different, push lock connectors that require a release tool. On the pump modules front tank is C440, rear tank is C441. I will see what I have, I do have the front fuel lines off the F450 here.

Gary. I know the fuel lines changed in 1994 along with the pump modules, the 1994 ones use a pigtail on the module that plugs into the harness. 1996 should be the same and the EVTM will reflect that. On the lines, if you need it I can pull up the 1996 and I also have 1993-1994 F-series manuals, the problem is they only will run in a 32 bit version of Windows so I have to restart the computer in a 32 bit Windows 10 environment.

If you can look up the recall notices, it should give PNs, now whether you can still find them new is anyones guess. These were on Big Ugly when I bought him for parts.

Ok, the recall was in 1993 and covered 1990-1993 trucks with all gasoline engines. There are five, two of which are NHTS numbers, the other three being Ford numbers.

Ok, you do have a front tank from the huck correct? What happened to the tank(s) from the F450? did Jim keep those? The 1990 up fuel system uses no reservoir or selector valve, each pump module with attached gauge sender has built in check valves and if you can find a set of the recall check valves that attach to the supply side of the pump module then you will have whet you need to prevent cross fueling. If you can find a set of 1987 up filler necks they are easier to fill through than the 1980-86 ones. I would just start prowling junk yards to see what you can find, then maybe order new parts based on that. This will also let you see what size openings are on the tanks on Big Blue. Now you know why I bought Big Ugly, it was everything I needed except the 35" extension for the fuel lines and harness.

Game, what game? I haven't watched the NFL since the Baltimore Colts left town in 1983. The high pressure pump pigtail may be in that long harness I sent you, if it was off the neighbor's wrecked F150 supercab, if not it shouldn't be too hard to add. Diagram is in the 1986 EVTM. On the 5ology kit, there was a young man on the 429/460 group on FB bought one of their kits and had a real nightmare getting it to work. Depending on the MAF they use, if it is the same design as the Ford ones, K&N filters will oil the sensor after a while and require cleaning it. I also am not a big fan of "hot air" intakes. That filter setup would require building a box around the element then ducting cold air to it. The factory system has a nice big duct from the left side behind the grille right to the filter box. Maybe for Dad's truck as a lot of things there are going to be custom made anyway.

Gary, on the 1985.5-1989 EFI systems, I have never seen anything except that automatic selector valve/reservoir unit. I suspect that when the 1985 EVTM was printed, EFI was in the works so it was included. Just like my Taurus, the electronic climate control was a mid year change (supposedly) mine was built Nov 1993 and has it. After they worked it out, the EVTM may have had an update sent to dealers, I have an 89 Chrysler manual with a bunch of stapled in pages. Stick with the 1985.5-1989 system as designed. FWIW, Matt should outlive both of us and if you ask him nicely, Delaware isn't that far for him.

Darth's muffler is all the way back just forward of the rear axle. Dual to it, big single out and still the original 32 year old one!

You are essentially correct, I was also suggesting he use the 1985.5-1989 system on Big Blue as it would be easier and he apparently already has the correct in-tank pumps rather then the centrifugal pumps the 460 hot fuel handling package used. Ford went to in-tank high pressure pumps on the 1990 F-series and Bronco. I discovered that when I stripped the 1990 F250 parts truck I bought. On the tank holes, the difference I found between the 1986 hot fuel handling tank and the 1990 high pressure tank was not the diameter, but the location of the aligning tabs. I mounted the 1990 mid-chassis tank on Darth and put my good low pressure pump in so I could run the truck before I switched over to the EFI system. On the switch, depending on the exact year on the hot fuel handling package, there could be a tank selector relay, 1986-87 did not use it, 1983-85 did for the most part. The system can be a nightmare to troubleshoot without a wiring diagram due to the changes as it evolved. The system I had on Darth used the tank selector valve (a huge motorized 6 port piece) to switch both pump power and gauge senders. The 1990 up system is a double pole double throw switch, one side is for fuel pump power, the other for gauge senders. You are correct in that than tank selector switch was a polarity reversing switch, but I have a feeling it was the same switch as there was a short adapter harness between the dash harness and the switch probably to change the wire functions. BTW, it doesn't show in the 1986 EVTM, go figure. Looking at the 1985 EVTM, it shows a motorized tank selector valve for the EFI engine, hmm, sounds like that was the original plan, but didn't work real well in practice. Every 1985.5 - 1989 I have ever seen has the big black plastic reservoir/selector unit, even the single tank ones have a 4 port one so the high pressure pump won't starve for fuel.

Damn, you should be able to sell repros for $150!

Ok, here is the best picture I have today, and it's just gotten up to 33° here, so I am not going out to take a picture now. You can see the O2 sensor location and the flange (which also had the hanger pin on it).

Gary, it looks like the huck exhaust was cut in front of the flange and the two glass packs and pipes welded on in place of where the cat would have been. Those are the factory pipes, the heat shield pretty well gives that away, it is where the left side passes under the oil pan. I am surprised that the O2 sensor is a 3 wire, I am pretty sure the one from Big Ugly was a 4 wire (difference is separate heater and signal grounds). I would carry the front part to an exhaust shop and see if they can put a flange there and then a mating one for the pipes. Look at a Walker exhaust catalog (on-line) for the layout, Darth's donor was a 1990 F250 2WD 460 w/E4OD. You should be able to see if the 1990 4WD with and without E4OD is different or the same.

Gary, those flanges are; front is the end of the EFI exhaust pipe pair, rear is cut off of a dead catalytic converter (one that had previously been gutted). Auto Muffler King in Newport News VA used that to make the needed connection to factory 1986 460 system.

Yes, there are several parameters, engine size (for one cylinder) injector size and then there are various parameters for timing based on voltage etc. Adam will walk you through most of it like he did me.

If you need larger ones, when I was working on the 1995 to 1996 454 Chevy conversion, the GM EFI guru told him to order the Ford Racing 30#/hr injectors. He said they were positively the best you could buy. Unfortunately Ford seems to have discontinued them. Summit is the distributor for Ford Racing parts. I ended up going with 47#/hr ones. Pay attention to the connectors also, the originals are Bosch connectors, the ones we got for the 454 and mine are USCAR connectors and I had to change both harnesses to them.

I do know that contrary to what the government claims, the ethanol enriched gas gives about 5% less fuel mileage as non-ethanol gas. Non-ethanol gas also doesn't rot everything it gets near as seen here:

Since I'm probably a year from using them I'm thinking I'd better wait. But, I also found this, and since I have two sets of 8 injectors, maybe I can get them "matched": Gary, do you need some more 24#/hr injectors? I think I have 8 spares.

That does look impressive! It will look very nice on the 408.

Gary, remember, Matt had a 1986 F150, 4WD with AOD. I became extremely conversant with that system.

Yes, it is the same whether EFI or carbureted, it is a simple temperature sensitive resistor.

Knowing Detroit you better damn well believe it wasn't for smoothness that it was done, look at how long Chevrolet and Chrysler stuck with batch fire and TBI. Chevy's Vortech systems are fancy continuous flow systems, one big injector valve and 6 or 8 nozzles on plastic hoses. Damn pressure regulator is inside the manifold so it has no need for a vacuum line, when it fails, it can wash out several cylinders.

Steve, picture #2, that is the temperature gauge sender. Picture #3, knock sensor in the middle, air charge temperature (ACT) sensor with the white shell. Picture #4, that is the coolant temperature sensor (ECT) for the computer. Some of these, if you look at the location, it becomes self evident what they probably do. ACT is inserted in the #1 intake runner. ECT is screwed into the heater hose nipple. On the 460, they are pretty close together on the top of the lower intake.

I will have to find my E4OD overhaul manual, it vanished into the mess in Newport News.