85lebaront2

Ian sure looks pleased in the last picture.

Looks like a good choice. Gary is the one who would scold you, he hates Holley carburetors.

There is a spacer that the EGR valve was attached to that is missing.

Jim, here's what mine looks like in place: It wasn't so much the side plates as the actual hitch cross tube and forward end of the receiver.

Gary. that is why I found and installed a proper factory spare tire carrier on Darth. Since Darth is a DRW truck, the wheels are a deep dish design but the tires are narrower (215/85R-16). It took some modification to the spare tire carrier so it would clear the bumper/receiver assembly.

Rene', I have a 1995 Lincoln Continental, it has a control valve on the rack that is operated by the vehicle dynamics computer located in the trunk. The valve adjusts the pressure on the rack.

Gee, Gary, maybe he's the one you should be asking about French trucks. I imagine I will be getting question on stovebolts from you and Ian.

Come on now Jim, are you telling it's not possible to completely rewire my F350 and Lebaron convertible? I must have stumbled onto some of that "dynomite sheet" Chech and Chong talked about.

My opinion, I wouldn't put a Chinese Chevrolet distributor in my Ford EVER!

Gary, on a Saginaw pump the pressure regulator varies with the application.

The wiper arms have a small lock tab to retain them on the splined hubs. Take a screwdriver and put it under the tang and pry it outward.

Maybe that was the temerature sender. Don't bypass the oil filter, put a plug in the supply. If you bypass it you will just be dumping oil back into the pan, and will have no oil pressure.

Hole in head was probably heater connection. Oil filter is a bypass system, Plugging the supply line at the block will work. Filter can be relocated, most of them I saw were on the front part of the intake manifold. I love the home made closed crankcase ventilation system!

Once he goes to an EEC-V and MAF that will change. The MAF systems have the closure hose running to the hose from the MAF to the throttle body so all air going into the engine passes through the MAF.

Jim, Darth's jack will lift the 10.25" rear axle high enough to get a blow 215/85R-16 off and on. It also worked pretty well to get the spare down on it's carrier (remembering that I have the dually rims with their deep offset).

The combustion chamber and valves on #8 show that there is oil being drawn into the intake. The intake design would allow oil in the plenum to be drawn into #8 runner. Due to the fact that the engine sits at a slight angle any liquid in the lower portion on the plenum will run to the rear of the chamber. I have a similar issue with my Chrysler Lebaron, the internal baffle in the valve cover does not do a good job of separating the oil from the air plus there is only one inlet/outlet for crankcase ventilation.

Exactly, Jim, the 302 EFI manifold does have the PCV inlet at the back. I do not know what valve covers he is using. I don't know if the stock ones on the EFI 302s have a baffle under the PCV location.

It just works passively.

It is an 3205 starter, use a 1990 Lincoln Town Car 5.0L V8 (they had AODs) don't pay for someone's overpriced gimmick. Most parts stores should be able to get one.

Prashant came by late Friday night and dropped this off: It is a proper turbo hood for a 1986 K body Lebaron. I had paid a fellow in Ohio for it and Prashant had picked it up and taken it to Atlanta. He then went back to India for quite a while and when he finally returned he dropped it by on his way to NYC.

Gary, the pictures of the complete engine aren't big enough the tell that it has a road draft tube. 1961-62 CA spec engines had a pcv valve, but still an open breather inlet rather than connected to the inside of the air fliter. If you can find one of the breakerless kits for the MK10, they work perfectly on a GM distributor anyway and that one the breaker plate doesn't move. the whole thing does. Another idea would be to use a reluctor and pickup from a slant 6 and trigger an HEI module and Ford TFI coil with it.

Gary, all inline 6s other reverse rotation Marine applications are 153624, just think ot this way, 15 - too young, 36 - too old, 24 - just right (I was given that reminder many years ago). I will give you one, which is #1 on a Jaguar in-line 6? I see that it has the Rochester BC carb (automatic choke). On points, GM used the same points on 4 and 6 cyl. in-line engines prior to HEI introduction, you could walk into you favorite parts store and ask for points, condensor and rotor for a 1973 Vega and they will fit, only the cap is different. I see it has an early PCV system, I wonder if it came from California. The is probably a 1961 or 62 engine, which means all the updates are in it, full pressure lube, insert bearings, hydraulic lifters etc.

(A) there are differences between automatic and manual transmission applications - do you have the correct starter. (B) If a manual transmission application there are cases of the ring gear coming loose and even splitting. © Automatic transmission, loose or cracked flex plate will give you all kind of strange results. (D) There are different tooth counts available on some of the PMGR starters, I believe it is 9 or 10 teeth, or possibly 10 or 11. A higher tooth count equals a larger diameter on the gear. (E) since you do not say what engine/transmission you have I for one am flying blind as to what could be the issue (F) where did you get the starter?

I would suspect Rock Auto. I ordered a manual lever position sensor for a 1990 E4OD, there is a TSB from Ford regarding the updated MLP design as the original was prone to water intrusion. Guess what they sent, the original 1990 switch, when I contacted them it was "that's what you ordered". Parts stores here are no better for the most part.

I put screen under the cowl panel to keep leaves and other debris out.