85lebaront2

Sounds about right, coming uphill loaded on the Chesapeake Bay Bridge Tunnel, transmission downshifted from 4th to 3rd, rpm went to 2200, which is about where the C6 ran at 55 mph, then as the converter clutch re-engaged, dropped to 1900 rpm.

Turbochargers, hmm I think I've heard about them, sort of like this: Garrett T04 unit used on the Carrol Shelby engineered Turbo Chrysler engines in a blow-through system with intercooler.

The breakerless convesion required the breaker plate to rotate GM style rather than swing like Ford or Chrysler. Ford did build the early V8 units with ball bearing breaker plates. I had one on the 1957 312 I had in my 1958 F100 and one on the MEL 430 I had in my 1958 Country Squire.

I used to go out for lunch before the yard shortened our lunch break from 1 hour to 30 mins and laugh at the Honduhs and similar with their subwoofers making the doors oil can. They sure sounded like tin cans with the buzzy bass.

Ours was light green with the faux wood and a dark green interior. He is wrong on the engines, base was a 351, followed by a 429 2V and 429 4V. The only difference in the 429s was intake and carburetor, everything else was exactly the same. That one has ATC, ours didn't but did have full power windows. Note the air deflector on the back of the roof rack, it really did work, in a rain storm at speed you could see the water being blown down the window. Ours did not have the 3rd row seats, but I found a set in a junk yard that matched our interior and grabbed them, cushions snapped in and the backs had screw on clips. I had to buy truck tires as almost no one carried 235/75R-15 tires, but you could get LT235/75R-15s easily, considering it's weight (5500 lbs empty) it was probably a smart choice. I had a nice class III receiver hitch on it. I sold it after I bought Darth as I really didn't need it anymore.

Gary, I wouldn't know, I never owned a GM vehicle with HEI. My 1963 Jetfire had breaker points until I put a prototype electronic trigger on my Delta Mark 10B in the distributor. All my other GM cars were Diesels.

14:1 would be leaner. Gary, the last vehicle I had with headers was my 1966 Shelby GT350. After the original Tri-Y headers turned into Swiss cheese I replaced them with a set of Hooker large tube (1 5/8" primaries) specifed for Shelby and 351W Mustangs. The mufflers were Hooker header mufflers then two angled pipes that came out just ahead of the traction bar front pivots. If you look closely, you can see the header muffler and the "tailpipe" which exited just ahead of the rear wheel. That car was noisy enough that it was hard to tell what was making a specific sound.

I have told many people about the current draw of the HEI systems. When Government Motors (who are notoriously cheap) used an 8 or 10 ga wire to feed the HEI system, you know it's a power hog. I have determined it is apparently the coil, as the Lucas Constant Energy system uses a GM HEI module fed by the normal ignition wiring for their OPUS systems. Conversion procedure was to remove the ballast resistor, unbolt the coil and using the longer bolts provided, remount the coil with the constant energy box underneath it. Install the new distributor and connect everything, start car and set timing.

I'm thinking it could be the obviously lean mixture possibly causing some rattling inside the headers.

I would go one range colder UR6 would be my guess. Your "header noise" could be some light detonation.

Our emissons test here is look and see if the Cat is there, not even allowed to thump it to see if it's been gutted. I am almost tempted to find one that will fit my 1986 Chrysler convertible and gut it so they exhaust is nice and free flowing for the turbocharged 2.2L engine.

Vivek, we went through this scenerio on my 2009 Flex. Bought 4 new tires, they mounted, balanced and installed them on the vehicle. TPMS light was on. The shop has a nice high tech TPMS tester, owner verified one TPMS module was a bit weak. Everytime they thought it was set, the light would come back on. He finally verified exactly which one was the culprit and installed a new one, then had to go through the entire drill again to reset the vehicle receiver/monitor. It is a good thing, as I have actually had rear tire lose enough air to set it off, but not be noticable as being physically low (Tires are 255/45R20) and being low profile and lightly loaded in the rear it wasn't obvious.

It sure looks like it. I don't have a way to verify the number on it is the correct PN as they are not a direct reference.

I wish I could help you on that, but the only 9" taction lock I had was destined for my 1977 F150, but I sold the truck before it ever got installed.

Rene', the ICM changed in 1994, it orignally received a signal from the starting circuit to "push" (increase) the dwell for a hotter cranking spark. The newer ICMS (black vs. gray) used a computer controlled dwell (time the coil is charging) that gets the same result, but is also flexible to change it as needed. The differnce is one wire at the ICM plug. They are made in both distrbutor and remote mount versions.

Danny, 4R70/75 transmissions are still computer controlled. They have two shift solenoids and a converter lockup clutch solenoid. I do know that they have been used behind the 5.4l mod motors in E250s. It reads like they have built a full hydraulic control system possibly by going back to it's roots, the AOD. Now if someone did that for the E4OD, then it would work with a carbureted engine.

A number of years ago, the Ford delership I used to frequent for parts an was a member (and president of one) of two different clubs they sponsored with a meeteing room and parts and service discounts sposored a Mustang show. My late wife and I went over, it was mostly Fox body models (I had sold my 1966 GT350 by then). I was looking at one that the owner (young guy) had put a centrifugal supercharger on. I asked what king of power he was getting, he said around 350hp, I said "oh" He replies you don't sound impressed, I said "no, not when I was getting around 375hp from a carbureted .030 over 289." He did ask how, so I explained Ford racing dual Holley intake, dual 465cfm carbs, 11.1 compression, Hooker 351 & Shelby headers, Hooker header mufflers with side outlets and turning the engine to 7000 with a 7500 redline.

I was thinking you might want to follow up on Tuner Pro with him, it might be easier for him to learn. I will be sending him an 80mm MAF (correct size for 302/351 applications) and an EEC-V from an E250 351 and E4OD. It will probably start up and run for him but will set some codes. His 347ci is close enough to 351ci for it to at least start and run so he will have that satisfaction immediately.

Rene', I just went through my MAF collection and remembered someting I had done. I got some from junkyards and bought a couple on eBay. One of those was sold as coming from a 1999 F150 5.4L V8. When I received it I noticed the part number on the actual sensor part was a 1995 number F5OF-12B579-AA then AFH80-01A. When I received it I found it was 80mm in diameter rather than 90mm. One of my 90mm units had the same sensor on it, just with a different date code. The 90mm wouldn't run properly on Darth, missfiring, almost no throttle response so I put it aside. When I received the mislabeled 80mm unit I found it had the same sensor, so I tried switching them and the 90mm one now worked perfectly. I just reinstalled the original sensor on the 80mm unit and it now responds as it should to air flow through it. When you return from Holidays, we can set up shipping. You can probably plug everything in and get it to start up and run, you will get some error codes, like no 3rd O2 sensor, no misfire detector, all of which can be turned off in the software. I use a syetm called "Binary Editor" supplied by Core Tunning LLC, Gary found another that has some better features called "Tuner Pro" and "Tuner Pro RT" one of it's features is the ability to keep the torque converter clutch engaged on deceleration for better coasting control going down hills or mountains, or in my case, going downhill it the tunnels on one of the seven man made wonders of the world, the Chesapeake Bay Bridge-Tunnel. I put my OBD-II connector where Ford had it on the 1996/7 F250HD and F350 trucks:

Gary, I see a lot of that in the Mopar groups on the FWD cars, putting a low restriction air filter on the intake behind the radiator wall. Chrysler actually did a pretty good job on the K cars and their offspring. The inlet is under and behind the left headlight where air from the front is pulled in and at speed has a ram effect. It is also used to cool the engine electronics on it's way to the air filter.

Jim, I haven't found what Ford's electrical desiners were on when these were designed, but it must have been some good stuff. In the words of Cheech and Chong, "dynomite sheet mon".

Maybe I should have at least sent you the pinion driver used to drive the pinion out of the front bearing. The install kit I ordered for John's 1995 F350 came with a front bearing honed to be a slip fit on the pinion shaft. This allowed me to set the preload, then install the press fit bearing afterwards.

The plugs on the DOHC 4.6 I have are in the center of the heads. If you have the COP system, yes, then you have to pull the coils first. On the Continental the 1-4 plugs are a pain because the engine is sideways (Taurus platform).

You have to admire Kenny Rogers, his first two hits were a drug cult song and a Vietnam protest song. We have a show Karen (Late wife) recorded live called the Greatest Indoor Country Show. He did a lot of his later songs and finally said "I have to show you where I came from" and launched into "Condition". A good friend who later became a long haul truck driver was sitting in our living room watching. He said "I see his lips moving, hear his voice and just can't believe it".

Jim, one of my good friends is a black man named Willie. When we go to Pick-n-Pull in Virginia Beach it's a hoot sometimes. Willie will dig under seats, in consoles and see if he can repay the $2 admission fee (even though I or John Gleason will generally pay for him) He is an excellent parts puller and normally will grab the wheelbarrow (they have mostly dual wheel ones that won't tip easily). I bought one during a sale at Ace Hardware. One time we were walking in, one of their wheelbarrows loaded with tools, Willie is pushing the wheelbarrow by his choice and John and I are in front. I turned and looked at Willie and said "you know what this looks like", he said "just be quiet!". We have a lot of fun over there, Usually I will take Darth which gives us lots of cargo and tool room.