85lebaront2

The sensor was moved to the air filter housing on the MAF systems so the EEC knows what the air temperature the MAF is getting so the density being used for the fuel injector pulse is correct. The SD system used the intake manifold location as the value wasn't as critical on those. Fuel injector pulse was based on load (from the MAP), throttle position and rpm. On either system, idle and cruise are when the O2 sensors control the mixture, warm up and low vacuum are when the MAF or MAP sensor is controlling the mixture values.

Gary, on the sensors, I am still using the older ATC on Darth, it is in the air filter rather than the intake, difference is the connector style. MAP sensor?? Should take an MAF and 2 O2 sensors, one for each bank. Distributor, now you understand why I rebuilt mine. MAF, whatever you get, be sure you have the correct transfer table for it, many sources list the same reman PN for the F8LF and the F5OF units even though the curves are a bit different. I finally remembered where I got that system, It came from a CA spec truck that was wrecked apparently pretty well in front so the MAF electronics might have been damaged. Once I get around to finding if I have a bad head gasket or a cracked head and decide what I am going to do (probably swap the engine at that point), I will try the XL8F one and see how it does. I have the throttle body that came off the V10 as it has larger throttle plates than the stock 460 one and mounts the same way (cable on right, TPS on left, only problem is the oval air hose needed.

Yes, that is where I am with Darth. Once everything is working the way I want it, I will flash a second EEC as a backup and on any kind of long trip, EEC, spare TFI module on heat sink as those are two that will leave me dead in the water. Charleston, I would love to, I have an open invitation for free tour of the Hunley project (they had a group at the Monitor Center when we drilled through the turret) and we were told to simply make ourselves know if we were in the area.

Gary, the CFM is a calculated value based on the lbs/min at a specified temperature. The hotter the air the lower the lbs/min will actually be. I believe I got the information on the two 1995 MAFs (Lincoln and F series 460) from the big diagnostic books (the ones I will send you for scanning when I find a passing elephant headed West). The 1999 Lincoln Navigator was a V10 engine and I have one here I am going to get the information from, a 2003 E250 5.4L so if it is different we will have 5 to compare. The F1TE is a Windsor 80mm from probably a 302 or 351 truck. As you can see, dropping 10mm in OD does reduce the flow, this is why I tell people on FB trying to do an MAF conversion on a 460 (a) it needs a 90mm MAF and (b) if it has an E4OD, either an EEC for an E4OD or a stand alone transmission controller.

I have two extras right now, one I rebuilt and the other is disassembled waiting to be finished.

Gary, it could, but mine has a silencer in the line to the IAC making it a bit longer. That way the "S" bend hose lines up with the crankcase closure nipple.

24# and I had some very bad experience with Accel when I had Preston. Look on Summit, see if they have the Ford Racing 30# injectors. According to the fellow who was setting up the 1996 Chevy stuff (actually used a 2001 ECM) they are the best you can buy. I don't remember what my Chrysler ones were, but they look almost exactly like Ford ones. If you can find a source for reman, I will send you the ones from the parts truck as cores. On the MAF, yes the curves do vary.

Just be sure to use Motorcraft sensors, Matt got bitten by an aftermarket TPS on his 86 F150 302. The MAF, I actually have a 1995 Lincoln Continental one for a DOHC 4.6L on Darth. As long as it is a 90mm and you have the curve for it BE will use it. I actually have one from a CA spec 460, but it goes lean when hot and another, a plastic one from a V10.

If you do there is a seal at the bottom that I do not believe Ford services, it is aftermarket one marketed by SKF.

Maybe they are M3 X 0.5 pitch? There is an M3.5 X 0.6 though.

Reno, when I had my GM Diesel cars, I would plug one in at night so (a) it would fire right up and (b) I had heat and defrost right away.

Bruce engine has been built, cam is a Sig Erson 261021. I wanted to go the extra money for a roller cam, mainly for longevity but the engine builder wanted this one and since all I was paying for was outside machine work I deferred to him.

I have one like that also, the one with the bellows came off Big Ugly (1990 F250) the other is from a later truck at PnP in Virginia Beach. I was trying to read the PN, it looks like it starts F5TE. That is the one on Darth right now I do have a spare set of hoses for the MAF 460 so I can see if there are PNs on them. Gary. a timing trick for you. On the TFI distributor, first, the narrow vane is #1 cylinder, second the HEP triggers on the leading edge of the vane so that is what needs to be centered on the HEP at 10° BTDC.

Ok, first, here is the complete hose, etc. I got from California installed on Darth: Here is a picture where it passes the AC compressor: Maybe either the elbows are too short or the air box is forward of where Darth's is. On the other, I don't have a carburetor nor a DS-II system any more. My plan is to use the existing 24Lb injectors and back off my spark table so I can break the cam in.

Randy, the track is still there and in use. It is right next to NASA Langley Research Center and was called Langley Field Speedway for years. It closed for a while and then reopened and is now Larry King Law's Langley Speedway (Larry King being a local trial lawyer). I spent many a night out there working on various cars. Best story for me was my partner, Fred Pennington, and I built some modified Holley carburetors (Holley swiped some of my ideas) and had built a pair of Holley Double Pumpers with modified boosters and drilled and tapped for different air bleeds. In a bit of whimsy, Fred painted the booster on two of them, one set was red, the other blue. The carburetors were set up exactly the same. The driver, Skip Jutras, ran the car on the Wednesday night track time and we were clocking him, times were essentially identical. At the end Skip informed us, "The one with the red boosters is faster". He owned a body shop up the road from Preston Carburetion. About 8 or 9 years ago, I had a tree limb fall on my 1994 Taurus, dented the hood and right front fender. Since I knew Skip, I went there for an estimate. When he met me inside I looked at him and said, "The one with the red boosters is faster". He looked at me, shook his head and said there are only two people that would know that, and you're not Fred. I said no, I'm Bill.

Parts manager at one of our local Ford dealers had a Late Model Sportsman Fairlane with a Boss 302 and running one of those 850 CFM versions. First thing I did was convince him to turn the RPM up a bit, normal gear for our 3/8 mile oval was in the mid 5s, like a 5.38, I got him to go up to a 6.25 I believe, then I worked on the throttle and jetting. It ran lean so I had him bring me a bunch of the later Autolite jets, (large thread) that were in his stock and never sold. I started making bigger ones and playing with the air jets on top. When I finished, we took the car out for the Wednesday night practice and tune session, you haven't lived until you ride around a 3/8 mile oval hanging onto the roll cage on the passenger side. We got it where he was easily as fast as the Chevelles with their 350s and Holley R3310s. Come Saturday night, he wound up starting on the outside pole, flag dropped and he damn near went sideways from the gear and power increase. It wasn't too long before the brand C crowd protested the car and found a way to ban the carburetor throttles were bigger than allowed by NASCAR. Bad thing, I probably could have had one and an intake for dealer cost if I had wanted it. There was also a dual inline top for that manifold. Throttle bore spacing is the same as the Windsor cylinder spacing so the runners all line up with the throttle bores on the dual inline manifold top.

Yes, and I don't smoke, drink yes, not as much as I used to, but having joined an organization that was founded in a tavern I have been known to down a few. As for carburetors, I was trying to list alphabetically all the different ones I have worked on, starting with Aisin and ending with Zenith. Here is the strangest Autolite carburetor I ever worked on:

Randy, FWIW, I used to own a carburetor and ignition shop. I told a friend one time I could probably do an Autolite 2100 with my eyes closed. It was by for the most common rebuild we did, not because of problems, just a load of them around. Throttle shaft "leaking" air can be a problem, but most rebuilders use bushings to bring the clearances back in tolerance. Fuel coming out is caused by flooding. Suggestion, find a junkyard one with a "tight" shaft and use that shaft in your carburetor. Or you can send the old one to me and I will see what I can do about either (a) finding a good shaft or (b) bushing the main body of yours.

Gary, many Holleys, particularly the older designs, have secondary idle circuits, mostly fixed. This is why there is an adjustment on the throttle body to set a small gap. This also keeps the throttle plates from sticking shut. Some emission models had sealed adjustment screws in the throttle body to set the mixture. Even the Chrysler versions had secondary idle circuits and the heat warping of the metering body opened them to the main part of the float bowl causing rich idle and horrible hot start issues. You could pull the air cleaner off and watch the gas running across the secondary throttle plates.

The Chinese generally don't care about patents or copyrights, they change just enough that you have to go back to them for parts. Then they are usually not available. Summit apparently bought the design rights for the Autolite 4100, but do not as far as I know, make a 2 barrel version. The really humorous thing about the Ford carburetors, in the 70s Holley came out with and enlarged version of the 500 cfm 2 barrel, it used annular discharge venturiis, lots of small holes around the venturii. The Ford design will actually feed a balanced lean mixture better than any other carburetor.

Best Chinesium metal, about the strength of solder. They are probably metric thread. Use red Loctite when you put new ones in. On setting the plates. Remove the fast idle lever on the choke side, back the slow idle all the way off. Install the throttle plates just snug and hold the throttle fully closed. Tighten the screws, look through the bottom and make sure they are even. Then one at a time take them out and put Loctite on them and re tighten.

This is exactly why the heavy spot needs to be found.

Mat, many of the factory ones I have seen are a hollow pipe thread with a hex head. Chrysler used to use a tiny one and GM was too cheap to use one after the demise of the dual coupling Hydra-Matic.

To me that points to the converter as it was not bolted to the flex plate and spinning when the motor was running on the stand. I think it was said to move the trans & converter back some and run and see if it dose it with motor bolted in the truck. Bill said to move them back, rotate the converter 1/4 or 1/2 turn and bolt it back up but I dont think you can do that if it has a drain plug as the flex plate had a hole for it to pass through. I dont get the strobe thing & movement but maybe if I seen it I would I forget when did this start, new motor or trans? Then again it ran smooth on the stand and no converter ........... Dave ---- Dave, on my flex plate there are two openings for a drain plug for the C6 converter. The E4OD converter has the drain plug on the outer diameter which is the reason for the plastic access plug in the bottom of the converter housing. The strobe light is not a fixed frequency flash, but one you can vary in order to "freeze" a motion or a spinning object. I borrowed one from the lab I worked in many years ago to set the max rpm on a BMC 2.2 Litre High Speed Diesel in a London Taxi. Engine was a copy of a Daimler-Benz 1.9L push rod valve Diesel and had a Lucas injection pump that was a copy of the Bosch one. They are very useful in finding a periodic noise or shake.

One thing, centrifugal force. Once the engine is spinning the heaviest stuff goes to the outside. How else would you get the air out?