85lebaront2

On the F3 heads, I have (A) an old Souix valve grinder and (B) the seat refacing griners and guide inserts. Yes, shop crane or 16 year old, who actually has a job, he is working at the Food Lion in town. He also does lawns, since my Ford YT16H had developed an electrical gremlin, It wasn't running unless I chrarged the battery (It takes a group 26 or similar). I hired him to do it and he came on the 12th and did a great job and apologised he couldn't use the rider, had to use a push mower and his string trimmer was dead at that time. I have two Husqvarna trimmers, one Mary's cousin gave me not working and said if you can fix it, keep it, if not throw it away. It ran great once I cleaned it. So I replaced the missing engine shrouds and shield for the cutting head. He went to every corner, up to the foundation. For the lawn he charged $20, said he normally gets $10 for trimming but no charge. On Rene's thread, I have an EEC-V from a 351 van W/E4OD and an 80mm MAF that was sold to me on eBay as a 90mm condition unknown. It had a bad sensor, but I have enough MAFs I just swapped sensors (matched PNs) with a good one.

Welcome to our group, glad you found us!

I finally had an opportunity to drain the trans., clean the inside of the clutch housing and the outside of the transmission. I was able to confirm that the above part number is correct and fits perfectly. While I ordered it thru Amazon (from a company called Auto Krafters), the part came in zip top bag with a Dennis Carpenter sticker on it. Now, I need to figure out what kind of lubricant to put back in the trans. The old lube has a red tint to it but I do not think it's ATF. It has a hint of the differential gear lube smell but isn't as viscous. Although, the FSM says it's supposed to be 80 weight. I'm pretty sure we ran 80w90 gear lube in the GT-350s. I was just reading through some of the posts and saw your comment about running 80-90 wt gear lube in the GT350s. I ran that in mine, I actually never had the close ratio T10 as the transmission had been "stolen". I was told the police had recovered it and I should be able to get it back from them with the car titled in my name. Not quite, the Suffolk VA police never even had a report, they said he probably sold it. The engine was out of the car and in a local machine shop (that's how I got the car, owner told me the car was for sale). I wound up with two different transmissions, a wide ratio T10 and a Ford toploader. For street use, the wide ratio was great. Detroit locker was gone, rear end gear was a 4.56, which did get replaced with a proper 3.89 gear and a new "silent" Detroit locker (if that was silent, I really do not want to hear the non-silent one). I had the car for 11 years, 1970 through 1981, sold it because we had 3 kids and needed the money. Current owner is in Sidney, NSW, Australia, car was SFM6S2050. Here is a picture: This was at a high speed event at an, at the time, unused portion on a local airfield, this a turn from one taxiway onto one runway. It was called "Corvette corner" because 19 of the first 20 cars spun trying to make it, car 20 was a GT350, not mine though.

These systems pre-date the high pressure switch. The relief valve is the safety on them. High pressure switches came into use when the government regulations required full containment for refrigerant. One of the steps in doing an R134a retrofit was to remove the relief valve and replace it with a high pressure switch. I only had one vehicle that I couldn't convert, a 1985 Chrysler Lebaron convertible. The condenser design and mounting did not get adequate air flow when sitting still which resulted in tripping the high pressure switch, or burning up the compressor drive belt.

You'd make a good snake oil salesman.

Saw one that went under a carburetor.

That appears to be a very common Chrysler FWD car heater valve.

You may have what I experienced on a 390 FE engine in my 1977 F150. The cup plug that retains the relief valve spring, cracked, the tab on the pickup kept the remainder of the plug restrained, but the back side of the plug behind the spring is connected to the inlet side of the pump via a roughly 3/16" hole. Since the pump body is at or slightly above the max oil level, it sucks in air rather then just liquid oil.

Gary, that's where having a dually helps. The filler necks go into a removeable pocket attached to the left fender with 4 screws, 2 through the door hinge and 2 just through the recess. Wire and socket were for the 5th wheel trailer we had. Lots of room inside those fenders.

Gary, I saw other interesting items come in to my shop, and even was asked to come listen to a sales pitch for an "ionizer" that went on the distributor cap over the wires and linked them with a continuous loop of small wire. Guy changed his pitch when I walked up wearing a shirt with "Preston Carburetion and Ignition" on it.

Looks fantastic!

So y'all need to make sure your email address is correct. ASAP! Hopefully Monday we will start testing and we will need all the help we can get. I will help as much as I can, but sometime next week I am supposed to have back surgery so may not be able to help much.

Having dealt with both vent systems, the later system is far superior in venting the tanks, particularly on a dual rear wheel truck.

Gary, I was waiting on you to use it and tell me how it worked, ie easier/harder than BE, capabilities etc. As for me doing anything, it will have to wait on my back surgery/recovery as either the engine change needs to happen or the heads may need to be changed (I have an extra set of F3 heads, but there are a few bad exhaust manifold bolt holes that will need something done to them). There is a 16 year old that I may be able to enlist for the lifting/carrying of the heads.

There is, or was (it may have changed now) a highly confusing street here. It was in Norfolk VA. Llewellyn Ave. Mornings 7 - 9 (I think) it was one way from 21st to downtown, afternoons 3 - 5 (I think) it was one way up to 21st st. Weekends and all other times it was 2 way. Judge in traffic court actualy said one day that if a defendant was confused on Llewllyn Ave. he was within his rights. Interstate 64 makes a loop around Norfolk, Portsmouth and Chesapeake in SE Virginia. If you are using GPS or a compass, you will be totally confused, once you get past Willoughby Spit, I 64 goes South through most of Norfolk, then as you leave Norfolk, it curves around to be headed West to Bowers Hill where I 264 and US 58 join and I 64 ends.

It almost looks like a Mopar throttle setup, theirs were wide so it matched the Carter AFB or AVS location. It had to line up with the Torquflite TV rod.

Vent window changed and the door glass is shorter front to back due to the wider rear portion of the wing vent frame, which I believe started in 1987 (Jim may know) The 1990 parts truck had the wider rear part of the vent window frame. Wing vent changed due to the 1993-97 dash change (hump on driver's side) and the power side mirror option. Cab rear window opening is the same from 1980 to 1997, Darth has a rear power slider from a 1996 F350 installed. Old one piece window was left with the salvage yard (Pete's) to be used or sold.

That is an excellent idle for a 351M or 400.

Jim, my dash that is in Darth came from a 1996 F350 Centaurus conversion crew cab DRW truck. A tree fell on the front of the cab roof. That is also where the Alcoa wheels came from and the power sliding rear cab window. As for the disconnect tools, I have a much larger set as I also needed Chrysler tools and since GM ones were also included I have a pretty comprehensive set.

Jim, my Grandson is in that area also.

My son has an 02 Excursion with the V10. He towed his 1986 F150, 5.0L 4WD long bed down From WV to Chesapeake VA on a trailer, right near where the F150 was built in the Norfolk assembly plant. On US 50, East from Winchester VA, there is a crest labeled as the Eastern continental divide. He had that Excursion drop down to 2nd in the 4R100 on that slight grade. I towed a loaded, heavy contractor's trailer with Darth, bed also loaded, and he came out of 4th into 3rd on the Chesapeake Bay bridge-tunnel up slopes. 54 mph at 2200 rpm. Darth has a 3.55 rear, dual LT215/85R16 tires, Excusion has 3.73 gears and whatever was standard tire size. Years ago I was told "horsepower is how hard you hit the wall, torque is how far you take it with you".

Gee, when did we learn this?

Gary, I will give you an interesting battery story. We had a 1971 Mercury Colony Park. It had front and rear domelights, and each door had a light on the bottom of the armrest. Open a door and you had 6 pretty bright lights. I needed a battery, parts store told me they didn't have and couldn't get a group 27F battery "they are discontinued" so he sold me the biggest group 24F they had. About a week later I was loading the car for a trip, one or more doors and the tailgate open. Went to start it, battery was too low to crank the 429 with 11:1 compression. These cars had a Delco starter as the Ford rat trap couldn't crank them reliably when hot.

Jim, I believe the 1988-89 EFI 460s had 3 pumps. 1990 on just the 2 in-tank pumps.

I have an old Kelsey-Hayes hydraulically operated trailer brake controller on Darth. When I bought Darth, he had one of the electronic controllers, this old beast works much smoother and predictably than the electronic ones.