85lebaront2

Welcome from the other side of the country, Eastern Shore of Virginia. Nice to see people still appreciate these trucks. I bought Darth from a fellow who bought it to pull a big 5th wheel, to pull our somewhat smaller 5th wheel. Any special significance in the name Steam Power?

I am pretty sure my AC clutch wiring had the diode in it, but it came from the 1990 truck. I just noticed how far forward the Hydroboost puts your master cylinder, I imagine plug changes will be fun. Plug wires, since you have headers, you might want to try to keep the wires closer to the valve covers to keep them from getting too hot.

If you have enough manpower available, I would pull the entire doghouse (front clip) as that way you don't need to lift the engine anywhere near as high. Hardest part is the wiring has to be completely disconnected as unlike the trucks before 1980 and post 1986 the front and dash harness is all one assembly. Pulling just the radiator support will help, but it will leave the fenders pretty well unsupported so that if you hit one the wrong way it can buckle easily. I have done a 460 manual transmission engine over the radiator support, if I had one of the lifting plates that bolts on the intake it would have been a lot easier. My nice Mac tools engine leveler helped, but due to the rear set position on these trucks, it and the firewall became close friends. On the C6, unless you have access to the tools needed to disassemble and reassemble the clutches, you are better off taking it to a shop.

What I used to do on Darth, just never got around to adding a push button, was to take the blue fusible link off the starter relay's small stud and touch it to the battery side post on the relay until I heard the "hiss" from the vapor separator telling my I had filled the float bowls. A push button connecting battery power to that point will run whichever pump (or the only pump) as long as it is held in.

I think once the mechanical emission systems are defined, you can direct people to the EEC systems for later models. The Bullnose trucks are essentially one of the larger change models in Ford's trucks. 1980 everything was pretty simple mechanical control on emissions, by 1986 computer control of the emission system was well on it's way.

If he has put a GM style alternator (most of the one wire ones are) they are famous for back feeding through the idiot light wire.

Sounds good to me. Then you still have emission systems as a separate section.

Gary, that sounds like a plan, those of us who grew up with dual point distributors, many different carburetor makes and styles think differently than the younger generations. My son, Matt, does understand them, not because he is 44 but because his first car was a 1965 Corsa 140, Delco distributor and 4 Rochester model H carbs. A few of his friends do also. I would dare say that other than a few into old cars, most millennials are clueless when first confronted with an older vehicle (just look at some of the comments on Facebook). Engine management is what they would look for concerning fuel and ignition systems.

I saw it pop up in my FB feed, really impressive!

Probably a valid point Fuel and air systems could include the air induction, and on the carburetors the pre-heat systems. The electrical portion of the EFI systems also gets into the ignition as the same trigger systems in the distributor are used for both, particularly once you go into sequential injection.As engine management has moved from breaker points and carburetors (vergassers?) on to injection (einsprtiz?) and inductive and Hall effect triggers we now have DIS systems with individual coils so the fuel delivery is not only tailored to each cylinder, so is the ignition event. We also have drive by wire systems, with no mechanical connection from the accelerator pedal to the throttle.

On sorting things as far as fuel and emission systems go, on carburetors I would do a section for non-feedback and another for feedback. This also will get the EEC-III and early EEC-IV carburetor systems together. EFI, I would do a good section on the 1985/86 5.0L systems particularly the trouble areas, (ground connection, idle adjustment and the solenoid chatter if the TPS voltage is too high). Also the fuel delivery, even if you address that in another section. I would have a supplemental section on the 1987-95 SD systems as they are very similar, but the change in EGR control, addition of a vehicle speed input and a number of different circuit locations on the EEC connector are important for someone wanting to upgrade their system. EEC-IV 1994-95 with MAF and sequential injection, again as a supplement for those who want to modernize a 300, 351W or 460. EEC-V as an information section more than an in detail as it only was in trucks 1996 and 1997 HD, after that the Modular motors came in. Ignition systems, DS-II, DS-III (used on EEC-III) and then TFI, both distributor mounted (which is the only one a Bullnose would have) and remote mount. Hope these help, but as has been said before, it is your site and I am glad it exists!

Mine was free, came from a junkyard along with a bunch of other late Crown Vic/Grand Marquis/Town car stuff.

I did a rear disc conversion on my friend's 1995 F350 DRW truck which is a Sterling 10.25" full floating model. They do not have the residual pressure/proportioning valve as they have ABS. On Darth it was attached to the frame on a bracket directly under the master cylinder. I eliminated it when I went to the later booster and master cylinder.

Sent.

If it is the one I sent you it did start as a 5.8L version. They are fairly common and the automatic was either a C6 or E4OD. The E4OD one is what I am using on Darth. The actual 460 MAF/SEFI/E4OD EEC is an FEZ 0 1 2 or 3 tag number (I have one). Hardware code is ML1-441 which IDs them as V8, E4OD MAF and were also used on 5.0L applications. I have a list of all the numbers, catch codes etc. If you would like.

Matthew, first drill a small hole at the end of the crack. This is called a stopper and is used to keep it from growing any further. Second, see if you can find a good welder who can work with you to (a) grind a vee in the crack and (b) weld it together and then while everything is in position install the bolt and torque it. Good luck with it!

Clock springs are needed for the air bag detonator as the brushes may break contact in a collision. Trucks over 8500 GVWR were not required to have air bags, therefore no need for a clockspring.

One item, a 1996 > 8500 lb truck does not have a clock spring, it uses brushes like the 80s models. You are going to make me get the 1995 F450 column down and get pictures of it just so you have proof.

Here is where my speed control wiring connects to the main dash harness.

Probably was the DG/O as the whole interior came out of a 1996 crew cab.

Gary, on Darth's original cluster mask, there was an "emission" lamp, I believe it was a twist in socket with no connection to the printed circuit. Could that become the MIL? It was operated by that weird inferred mileage device if I remember correctly. The 1986 EVTM calls it an "extended useful life indicator" and it has a R/Y feed and a Y/BK to the extended useful life sensor (three leads, R/Y, Y/BK and BK to ground). Location of the "sensor" is between the wiper switch and the steering column.

Welcome, I saw where you had requested to join and been approved. Glad to have you here. Truck still looks great!

I think I used a mirror from a 1999 or 2000 Crown Victoria that has auto day/night and a compass in it. I had no problem slipping it on the mount.

Unfortunately for you, mine is long gone along with the air valves and pumps. If you can find one in a junk yard and get most of it you would be in great shape.

Here is what the rat's nest is supposed to look like removed from the engine: