85lebaront2

Yes, and I can't say for all, but Darth's cab had the dimples for the inboard support pin and screw.

Gary, now you know why I rebuilt my own (actually, one from an inverted flown 1996 F150). I gave the old one to best friend so he had a core for his 1995 F350.

Ray, I bought Firestones last time for Darth, since he's a dually, the tires are narrower. I have LT215/85R 16s LRE which are rated single 2680 lbs at 80 psi, dual 2470 at 80 psi. They were quite reasonable as the tire store has the contract for the school busses. They are pretty quiet, but I am not sure I would go mudding with them.

Unfortunately, my AllData only goes back to 1982, so I can't even give you a diagram.

The turbo diesels in the M54s had a note to idle them for a bit after a highway run, I don't remember the exact time, but it was several minutes if I remember correctly. Having driven my Shelby with the heater casing out while waiting for a new heater core, I saw how hot the headers got, the visible portion of the #4 pipe was yellow/orange down into red at 55-60 mph, or around 3000 rpm. The Chrysler turbos on the 2.2/2.5L and even the newer 2.4L are on the back side of the transverse engine and the firewall has a heat shield behind that area.

Gary, I just looked at my emission diagrams, there are only 3 for the 1984 460, two of them carry 1983 dates (start with 3-) third one starts with 4- and it is way more involved, so is probably CA specific. The picture of the label doesn't show enough to see if it is CA specific. If the truck is CA specific some of the parts may be made with unotainium.

Jim, I was lucky we never had one of the early 600s come in at Tysinger. We did have one customer with a 300SEL 6.3, complete with dual alternators and the mechanical Bosch gasoline injection. The real live one though was the 450SEL 6.9, it had hydrauilc suspension used under license from Citroen just like Rolls-Royce. Someone put the wrong fluid in it and ruined all 5 of the accumulators (4 are for the "springs" and one is just a master accumulator). Thankfully it didn't damage the suspension struts, that would have been even worse.

They have a charge air cooler (which reduces the radiator size). Turbo bearing housing is water cooled, primarily via thermo-syphon after shutting down. Lee Iaccoca wanted them to be fool proof as it was primarily due to the lack of a V6 to compete with Ford and GM that the original Turbo I engines were released in 1984. They had all mechanical controls, in 1985 Chrysler started the computer controls. The Chrysler engine controls evolved from the first 2 part systems (Logic module inside the car and a Power module underhood) in 1983, to a SMEC (Single Module Engine Controller) in 1988 that still had the same design as the earlier system just all in one case and then to an SBEC in 1990-91 (Single Board Engine Controller) followed by a more powerful SBECII in 1992.

Ford has some neat constant tension clamps they use on heater hoses on the Flexes we own. They are glued to the hoses and latched in the released position on the snake's nest of heater inlet/outlet to engine connections underhood. I had to replace one as the original plastic tees disintegrated spring coolant everywhere. The assembly wasn't too bad, $60 from the dealer. After installing it, you simply take a big screwdriver and pop the latched piece off the tang and the clamp snaps closed.

I was running 14 psi, limited by the 2 bar MAP sensor, current tune will allow me to go to 15 psi, if I go to a 3 bar and change the tune to run it I can go to 30 psi the block and internals will take it, transaxle would be the limiting factor then. At 14, estimated HP was 200 out of a 135 ci engine. At it's stock boost level of 12 psi it was rated 175 hp. FWIW, Carrol Shelby was involved in the development of it, he sort of owed Lee Iaccoca a return favor for the Cobra and Shelby Mustangs.

Darth is a 1 ton dually, yes he is rough on a bumpy road, crossing railroad tracks etc. On a decent highway, you best watch your speed, I ran down some backroads in Gloucester County VA in Darth with my older son following me in a Pinto station wagon, not only could I out accelerate him, I could out corner him. After that I understood why the large cars from the 30s like Duesenbergs had a reputation for good handling as other than the twin I-beam front axle and dual rear tires, a big pickup truck isn't much different in design.

If you have a wye into a single pipe you can use it there. My 1990 front pipes on Darth have a short cross pipe just in front of where the catalytic converter would go. That is where the factory O2 sensor was installed.

They were used generally with hot air, but could probably be used with electric ones other than the Ford ones with the stud that would be right into the hose. The Carter and Holley 12V electric choke covers have fairly flush with the bakelite.

Do youself a big favor, stay away from Chinazon for automotive parts. First if you want a good AFR system, mine is from Innovate and is an excellent and very accurate unit. It will also integrate into my BE tuning software. https://www.innovatemotorsports.com/shop-all/measurement/wideband-air-fuel-ratio.html

You need to do some spark plug reading, they will tell you a lot regarding mixture. The cylinders are grouped 1467 on one side of the carburetor (unless you are using either an open chamber manifold or an Offenhauser 360 manifold) and 2358 on the other side. if you pull and inspect 1 & 2 or 5 & 6 you are seeing both sides of the carburetor. If you want to fully understand what effect various parts of a carburetor do what to the mixture, I sent Gary a file a while back, it is a Weber publication called "Technical Introduction to the Master Catalog" it explains what each part of the fuel metering and delivery circuit do: https://www.garysgaragemahal.com/weber-technical-introduction.html

I agree on that! I have had two different Ford mechanical clutches that broke. In both cases it was the cross shaft splitting where the inner lever, the one the release rod to the clutch fork is attached to. Both were small block V8s, a 1964 Falcon with a built 260 and a 1966 Shelby GT350 with the Cobra 289. I did have a couple of hydraulic clutch vehicles, a 1961 Mercedes-Benz 220Sb and a 1958 F100. I also had a 1963 Jaguar E-type, but the attachment points for the bottom of the front sub-frame to the monocoque body were rusted badly, there were also holes in the front inside corner of both footwells. Car was parted out as a result.

The heater hose loop did two things, during warmup it slowed down the choke opening by having cold coolant, with the engine still warm it help release the choke faster. The supply hose is the one that needs to be in that clip.

There are also different step up rods (metering rods) with different diameters. Chrysler used a two stage piston that required a taller cover and longer jets so the rods wouldn't come out of the jets. The piston had a small spring that in conjunction with the nain spring would give an early "tip in" at a slightly richer mixture. Holley did the same, but had a 2 stage power valve to do it. The older Carter carbs, the WCFB, WCD, WGD had a mechanical limiter on the metering rod system that prevented them from going too lean at higher throttle openings. The ThermoQuad OEM models had a similar system and like the older carbs had the metering rods linked together with a single piston.

Chrysler got really great reliability with their 2.2L TurboI and TurboII engines.

One of my customers, who owned, and still does a tractor dealership in Surry VA had a 1967 GT500, He brought it to me to have the carburetors rebuilt and a major tune-up. When finished I took it out on our "test track", Tyler avenue. Damn that car would pull, when I turned onto Jefferson Ave. a nice 6 lane wide 45 mph speed limit main road, I stood on it, had to back off until the tires caught, then nailed it, all 8 barrels opened up.

Mine had a similar issue, hood was missing, I also went to the local Ford Dealer, Center Ford in Newport News and ordered a replacement hood, same thing, fiberglass with the whole center open. On wheels, mine had the Magnum 500s, but a good friend who was serving our country in USAF found a set of the 14" 10 spoke mags and bought them, came back to Newport News with them as "carry-on" baggage. Here is a not super good picture of him and the car with the 10 spoke mags: He would take my Shelby, wash and wax it just so he could drive it. Since I was racing it, both parking lot events and a high speed series, I had relocated the battery to the trunk for better weight distribution. Best friend had borrowed it to have some fun with a young man he knew who had just bought a Mustang fastback. His battery was down, so while he was there John was going to give him a jump. John opened the hood and looked and then remembered "battery's in the trunk", at which point he was asked "how long have you owned this car?" The steel rims in the picture are Boss 302 factory 15" rims I used for racing, tires were G60-15 recapped Gillettes If I remember correctly, they were recapped with the same Goodyear compound that the local racer's ran at our 3/8 mile track. Where in Australia is yours? Mine is in Sydney, NSW.

Nothing wrong with a Comet or Torino. I remember being in the Mercury dealer in Ft. Wayne, IN and looking at a Pantera. My dad told me they had them stacked up and couldn't give them away. I always thought a first series Lotus Cortina would be a fun ride. Or, stuffing a Cosworth BDA into a first generation Fiesta.... My current project is a different brand, a 1986 Chrysler Lebaron convertible, originally a 2.2L TBI engine. When my 1985 convertible was totaled by a Mercedes ML320 I saved all the good parts, but with lessons learned added improvements, 1989 Lebaron coupe dash, 1989 Lebaron convertible console. 1989 Lebaron front suspension and brakes (brakes were actually the same) 1989 Lebaron rear suspension and brakes (rear disc with internal drum parking brakes). I am in the process of adapting a 1974 AutoTempII system to it (a bit of interesting engineering to make it work). Engine is a 1988 service short block a TurboII unit with forged crank, floating wrist pins and nice forged pistons. At 14psi boost, roughly 200 hp and will smoke an early 2000s Mustang GT easily. Turbo is a Garrett unit that was factory for the TurboII engines.

I had a nice 1990 Lincoln Town Car with the 8.8 (I think) it ate one axle and bearing and I found a pair of good used axles at a local junk yard. I was just going to buy a left side but he found they were the same and gave me a super deal on the pair. First run in with this was on a 1980 Pontiac Boneville, I used axle saver bearings on it, like you describe, it relocates the wear area. I would love to catch the cheapskate who came up with that design, once the case hardened portion of the axle cracks and flakes off, the softer inner part just wears fast.

Let me see if I can get this in. We called it the Bull Island incident, Bull Island being the nickname for Poquoson VA as it is mostly on an island in the marshes West side of Chesapeake Bay. The Bull Island Incident This was probably sometime between early 1975 and early 1978. I had a 1966 Shelby GT350 and a 1963 Oldsmobile Jetfire. We had been to an autocross in Norfolk or Virginia Beach and my wife decided to try to beat me by taking a short cut through the industrial park near our house. The Jetfire dropped a valve either because the GM Roto-Hydramatic model 5 failed to upshift, of just plain due to 165,000 miles on the Turbo-Rocket engine. I got it out to my best friend’s place in York County and got a 4 barrel 215 engine from a junkyard to stick in so it could still be driven. We were working late on it and John heard the local street crowd in Poquoson revving up. He looked at me and said “can I?” I replied, yes, boost pump switch is under the dash center. He left, at this point in time Poquoson had one stoplight where the two main roads Wythe Creek Road and Little Florida Road crossed, there was a 7-11 on the corner where they would meet, then go out onto Magruder Boulevard a nice 4 lane divided highway with very little on either side (this had been a popular place to race from when it was 2 lane road). The intersection with Wythe Creek Road and Magruder was at a curve in Magruder, followed by a little bridge over a creek then it is pretty well straight for over a mile with a stoplight at Big Bethel Road, John’s house is on a parallel street about 2 blocks Northeast of Magruder. I heard a group of obviously hot cars come out of Poquoson, almost immediately the sound of dual Holleys opening all the way. John said when he got to the 7-11, he went in bought a box of laundry soap and a case of beer, when he came out there was a small crowd around the Shelby and one asked “you wanna run that?” John said, “naw, I never run my street car.” obviously throwing the gauntlet down. As he put it, when he started it he “fired for effect” giving enough throttle that the car torqued somewhat counterclockwise in reaction, then he deliberately backed out vigorously so the Detroit Locker made the tires chirp a bit, as he turned to leave the parking lot there was a mad scramble to the other cars, a total of 5, all with the rear ends jacked up for drag racing. One Road Runner, a Duster 340, a couple of SS396 Chevelles and a Barracuda, probably a 383 or 440. When he got onto Magruder the “parade” was behind him, there was a car in the right lane before the bridge, the group let him move to the left, at which point, having already turned the boost pump on he proceeded to “waltz” the car over the bridge. Now he had a dilemma, either lose them or have to race and hope he didn’t get my car impounded. He decided the best option was to use the speed, handling and brakes on the Shelby to his advantage. The direct road into his house was in terrible shape so we always went to the next road up and back, turn right and to his house on the next corner. He wound the Shelby up until he passed his house and at the next crossover did a “bootlegger’s turn”, literally sliding through the crossover, back headed the opposite way, he did it again, and as he did, he could see these “drag racers” trying to negotiate a U-turn as he said hippity hop as their jacked up rear suspension didn’t like sharp turns, and some of them may have had spools. As he made the second U-turn, he killed the lights, motored to the turn, quickly whipped into the side street and killed the engine, he coasted 3 blocks, 2 straight and 1 after a right turn into his driveway. I could hear some tire noise and a whole lot of Cobra 289 noise (side exhausts). We stood there drinking the beer and listened to these 5 clowns roaring up and down Magruder for a couple of hours. The following Monday, I was in my shop and a young guy came in and was telling me how “some guy with a 427 in an early Mustang just embarrassed him and a bunch of his friends and his brother was coming down from WV this weekend with his Hemi Cuda to teach him a lesson.” I looked at him and said “really, what did the car look like?”, he looked out front and said like that one out by Jefferson Ave. I told him I was honored that the MOPAR guys felt they needed a Hemi to take on a damn 289 and he couldn’t believe until I took him out and open the hood and showed him. He was mumbling something to effect of “2 4 barrels on a 289 ……” the rest wasn’t printable. Now, fast forward to 1993 or 1994, my son, Matt, who wasn’t born when this took place, but had heard about it several times, is at a friend’s house, a fellow teenager from his school named Will Watson, his dad was known as Doc Watson, and was a big block MOPAR guru. Matt was telling Will this story, and Doc turned around and said, stop, repeat that, so Matt did, Doc turned to Will and told him “I don’t care what it is, if it’s carbureted and his dad worked on it, don’t even think about running him, I was the one that walked into Preston and said that, and it was your uncle who had the Hemi Cuda.

At the time I purchased it we had just moved the business I was part of up the street and across from the East side to the West side. The space we rented had two large areas connected by a hall with an office space next to it. The back was a large open are with concrete block walls, open ceiling (you could see the roof support structure) and had a gas fired heater in one rear corner. A perfect inside shop area! We built a long L shaped counter for the prerequiste catalog rack and a number of shelves for stock. We bought an engine analyzer that could be rolled to cars being serviced, later an Allen distributor machine that was capable of spinning one at 5000 rpm or 10,000 engine rpm (you could definitely see point bounce or float on it!). Fred and James Pennington ran the front, Fred would do some shop work, but that was my domain. I did tune-ups, carburetor rebuilds and after purchasing a small bench lathe from Sears, actually made parts. We were a Holley warehouse and authorised service center. I had, when I first went by Preston Carburetion, a 1964 Falcon with a 260 V8 and three speed column shift and factory AC. My father had purchased it while I was at USMCR boot camp at Parris Island. After I returned he gave me a choice, assume the payments or find something else. After hitting a few dealerships and finding that 19 years old, I would still need a co-signer, I told dad I would assume the payments on the Falcon. Needless to say, it didn't stay stock long. I was a member of Beach Ford Drag Club at the time and we got a discount on parts. They had a nice tri-power Ford Muscle Parts kit that was for a 289, but since I had put a set of Jahns 10.5:1 pistons in and a Lunati hydraulic cam that was very close to the 289 Hi-Po solid lifter one (Late production 260, car build date 27 July 1964) there were a lot of Mustang pieces and the engine had 289 heads from the factory. I also had Hedman Headers and dual exhausts on it. I had gone to a machine shop in Suffolk VA to discuss some engine work on the 260. the owner showed me the Cobra 289, said the car was for sale and you have heard that part. Even on the Shelby, I couldn't resist things, by then I was a member, and even president of Beach Ford Mustang club. They had a partial 2-4 barrel kit, carbs had been sold, due to the fuel rail missing one support leg. I bought it at a discount as sourcing the carbs was easy (see above regarding Preston) I pulled an R-1848 (465 cfm) from the pile of cores and ordered an R-4548 (also 465 cfm) for stock. I converted the R4548 to manual choke and removed the choke from the R-1848. I ordered two secondary diaphragm covers with the synchronizing nipples and installed them. Put the whole thing together and sat it on a shelf in the waiting/sales area as a conversation piece. One evening, I stayed and installed it. Shelby had Hooker large tube (1 5/8" primaries) as the original Tri-wyes were Swiss cheese and I had Hooker Header mufflers and side outlet exhausts. In the picture I was running straight pipes of the headers to side exit just ahead of the rear wheels. Ear plugs were good for 2 seconds a lap due to the exhaust noise.