85lebaront2

It is possible on a 302 to get it off without pulling the engine, upper part of the intake has to come off if it is the one on the back of the engine. If it is the one going down to the catalytic converter an exhaust shop can probably fix it.

I believe the piece you are talking about is the Thermactor pipe that delivers air to the cylinder head ports. It is clamped to the back of each head and has a check valve where the air from the Thermactor pump is delivered. They are very prone to rusting out and leaking exhaust gas underhood.

I would have done that except the donor engine had a bad #5 cylinder, heads were perfect.

Make sure your neighbor "mechanic" knows two things about a Ford, #1 cylinder is front passenger side and cyls. are numbered 1-4 on passenger side and 5-8 on driver side, also firing order is 15486372 on 302 and 13726548 on 351.

That's why I am using the Innovate LM1, I had purchased it previously to use with the TwEECer and Adam informed my it was a good choice. here is a screenshot of my hardware tab.

FWIW, the later trucks have a frame ground back by the left side bumper mount, the 1986 DRW trucks with the clearance lights on the fenders have this ground. If you look, damn near everything behind the firewall grounds at G701 on the back side of the firewall including the fuel pumps for your EFI system, any resistance in the ground system will be real bad once those pumps are running. First, make sure the "flag" in the middle of the battery negative cable is solidly grounded to the frame, Second check all the connectors in that ground section as shown on page 6 of the EVTM, connector C126 is back by the bumper, C127 is the one up front. C127 if I remember is not a weatherproof connector, C126 should be. I would look at possibly running a ground from the back of the rear harness to the frame. If your truck has the trailer option, there will be a white wire to the frame from the trailer harness. With the parking lights on and the engine running, check from the rear harness side of C127 to the dash side for any kind of voltage reading, should be extremely low, if it is over 1.0 volt, check to engine and body, FWIW, the only engine to body ground I remember is from the wiper motor mount to the back of the left head and there really isn't a body to frame ground per se, just a little one mainly for the EFI system and that is more to tie the engine to the cab so the EFI works.

Probably has to do with the engine in the 3.08 gear having the engine rpm too low, manifold vacuum lower and the YF vacuum enrichment coming in. Interesting note, I know a number of us are old enough to remember the national 55 mph speed limit. I had, at the time, a 1966 Shelby GT350 and a 1963 Oldsmobile Jetfire. The Shelby with dual Holley 465 cfm 4 barrels would get 18 mpg at 70-75 mph, at 55 it only got 16, the Jetfire got about the same at 55, but climbed to 22 at 80 mph. Later I had a 1977 F150 I put a Camper Special 390 into, it had a 3.25 gear and would deliver 16-17 mpg at 65-70 mph. Darth gets 10-11 normally, but a good highway run will pull 12.5 or better. It's all in where the engine is set up to run most efficiently, the Shelby turned 3500 rpm at 70, no vacuum advance, strictly mechanical, the mechanical curve had peaked the initial portion by 3000 rpm, and was into the slow advance up to max at 5500 rpm. At 3500 - 3750 the engine was only running on two of the eight barrels and was very likely right at peak efficiency for that system. Jetfire, I cheated, I had removed the spring under the power piston in the Rochester RC carb, no enrichment until the turbo exceeded atmospheric pressure, at 80 mph, the boost gauge (vacuum and pressure) would be just barely under 0 so, no enrichment, stock it would have been open.

Gary, pictures of Darth's air filter and washer/reservoir probably will not help you. Suggestion, since you have the second battery on Big Blue and it occupies the normal fluid reservoir location like a Diesel model maybe you can get some ideas from the location portion of the 1996 EVTM. If you scan the underhood portions so you can blow them up it might be what you need. The Powerstroke air filter is huge and it mounts behind the left battery. I do not remember where the radiator overflow sits, but the washer reservoir I believe sits on the right side near the middle. I would start by putting the inlet duct for the air filter in place and use that to locate the air box mount. Then see where the other stuff will fall based on that. If there was a dual battery option in 1996 then one of the underhood location pictures should show it.

Gary, I don't think the Saginaw pump uses the same bracket, the Ford pump has three bolts at 120° spacing, every Saginaw I have seen they are irregular in spacing and depth. On the air box, I used the 1990 front clip, so I can't help you there. The air box mount is also the washer fluid tank and radiator tank assembly mount. I will get some pictures if you need them tomorrow.

Mine had no factory sealant in the right side airbox, I discovered that when I was resealing the cowl area. I went out to Darth in a downpour when I had the carpet out and a bare floor, sat there and watched a trail start right up by the junction between the floorpan, firewall and inner side panel and trickle down the seam to the door opening then go right along there and puddle. Explained why I had rust all along that section. When I removed the panel (on a non-A/C truck it will be the vent) and used my phone to take a picture I saw metal with only paint on it, no sealer.

You have an excellent resource in your hands, the one I used, 1996 EVTM.

What years/applications had this? 460 vans? If I know what I am looking for I can keep an eye out Gary. 460 vans/cutaway chassis (motorhomes) would have them. The A/C compressor sits in the same location as the Ford pump version.

For all of you, Ford introduced the PDC to the trucks starting in 1992 with the introduction of the aeronose body. This is also the point where the PCM was moved slightly to the right from the 1987-1991 location in a recess in the left air box. The chassis to dash harness interface was also revamped. Up though 1991 the rear chassis harness plugged into either the dash harness (1980-1986) or the front harness (1987-1991). Starting in 1992 the rear harness has a dedicated plug on the firewall that goes into the dash harness. As a result, when looking down next to the left end of the firewall there are 3 plugs, in order outside to inside, 60 or 104 pin PCM, 76 pin Front harness, 24 pin? rear harness.

I just wanted to add it so I would have it on there. BTW, I found a polygroove Saginaw pump setup for Darth.

From what I have found out, if the truck has the cooling fan, it is one of the older 45 psi pumps, the 60 psi pump was to solve the heat soak problem, Chevy did the same thing with their 454 EFI engines as the injectors are buried inside the nice ram tuned runner plenum. You may be able to buy pumps that will fit the earlier hangers and the final control is the actual pressure regulator on the fuel rail.

Stainless (CRES) has a number of different alloys and strengths (I retired from a defense contractor's laboratory where we tested this stuff) If you can find what is called 304 or 316 condition B it is a hardened material that is plenty strong enough. I replaced all the fasteners on my Dee Zee running boards with that material actually purchased from my local Fastenal store. One caution, use a good anti-seize on the nuts if you ever want to remove them and they have been know to gall during assembly.

Mark, you are correct, that is the IAC connector hose for an MAF 460. Now if you can just stumble across that elusive misfire detector tone ring.

Good luck! I did run Darth without the muffler at first, didn't seem to make any difference.

The "filter" is in the IAC line, and I suspect is a muffler to eliminate any "buzz" from the IAC cycling.

Gary, IAC is the nipple on the side, crankcase closure hose is the one on the wye.

Steve, it's Bill, not Ron.

AllData is giving me the E6TZ-A as the replacement for 1985-1986 5.0L EFI engines. The later models go to E7TZ-D for all except 6 cyl and 460. I have not had good luck with non-Motorcraft TPS units on the early EFI systems. Good luck with it! I just found a couple on eBay, googled the Motorcraft number and they came up. Here is a good current listing: https://www.ebay.com/p/Throttle-Position-Sensor-Motorcraft-CX-1126/75715337

See the pictures I added of the air inlet systems I have used.

For those with 7.5L (460) engines, a question I had was bolt lengths, Ford can't tell on the on-line system. Short bolts 2 1/4" long, 5 each.