85lebaront2

Gary, from what I remember, the MAF air filter for the small engines is unique in having a snap clip retained top, the MAF on for the 460 still uses the same bottom half as the Dual hose for the SD systems You could simply swap lids rather than go through trying to repair cracked plastic. If it is ABS, a slurry of chips, MEK and Acetone works well (from a Chemist friend at NNS).

Nicely done sir!

Man, that jives with my memory on the 9". The 9" I had most experience with had a Detroit Locker in it, so was completely different internals.

I don't suppose you tried swapping them side for side? 9/16" is a big enough difference that if the short axle is where the long one should be you may not have real good engagement in the side gear, It's been years since I built a 9", but from what I remember the side gears are only about 3/4" thick where the axles go in. That could mean only 3/16" engagement on that side.

I had one problem with them 8 or 9 years ago. I ordered a range position switch for my E4OD which came from a 1990 F250. Ford has a TSB (which I didn't see first) reflecting a change due to water intrusion in the older switches. They sent me the 1990 switch which, of course, did not match the 1995 transmission harness I was using. I contacted them, included a copy of the TSB and essentially got "too bad, you ordered it" from them. FWIW, all Rock Auto is, like Amazon, a reseller that buys in quantity and sends the order with a shipping label to the actual source. Amazon was funny the other day, I ordered a Hayes Genesis brake controller from etrailer.com as Amazon did not have it, they had other Hayes controllers, but not the Genesis. etrailer.com did not have the recommended pigtail to make it plug-n-play on my 2009 Flex limited with the factory tow package. I went back to Amazon, with the Hayes PN and sure enough they had it. The little window "be sure this fits your vehicle" came up. According to Amazon the PN from the manufacturer "doesn't fit your vehicle" most likely because a key question wasn't asked "with factory tow package?" I ordered it anyway and it, of course plugs right in to the provided 6 pin plug.

Try this: RockAuto, LLC Corporate Headquarters 6418 Normandy Lane Suite 100 Madison, WI 53719 1-608-661-1376

I looked through my pictures last night, lots of different shots of the AC/PS side, top views of the dual smoke grinders, nothing of the 200# mount.

You are digging way back for that B8A number, that would be a 1958 PN. I didn't realize Ford was using electric chokes that far back. I wonder if it was for one of the MEL applications? Those engines are interesting to say the least. I may have to look in the old parts books I have, one of which if it didn't get lost was specifically MEL parts.

YES! that is what I was thinking of and trying to get you to follow. Maybe the mind meld worked. Question, why keep a plug at the PDC? There are only maybe 4 or 5 wires that need to come from the PDC and they could be hardwired. If you need I can send you extra small plug sets if needed. FWIW, the 1987-1991 trucks used 4 of those 8 pin round connectors for the EFI to the engine including the AC compressor clutch. I don't know if I have some 42 way pairs, I know I have a front harness I used when I first set up Darth as a bank fired system so have the body side of the connector.

Gary, I have the PNs and pictures. No voltage is given, but, the 460s used 7.5V direct from the alternator, but the 351 HO used 12V via a relay closed by the 7.5V lead from the stator. The only thing I can think of would be the warm up speed for the choke needing to be faster on the 351 (865 lbs of cast iron and 22 or more qts of coolant take a while). Viewed from the inside, clockwise is cold direction counterclockwise is warm direction.

Yes, but turn it so the engine side is going straight into it, rather then turning 90°, make the turns in the stationary portion so there is minimal flexing of the wires.

Looks good, I would mount the body plug to a bracket, that way the longer section of wire will be on the engine so less bending as the engine moves under load/unload when driving. if you space it just far enough off the firewall, the wires from the PDC that go to the engine should be able to run behind it and then through so when disconnected there are no loose wires on that side to be in the way.

Short answer, no not completely. It is fine as an underhood connector but could let water leak if installed through a panel. That is why I said mounted on a bracket like the 302 Explorers or the mid 90s E-series. I also have some nice 40 and 50 way ones that are very weatherproof if sealed to the harness outer casing and I may still have a right angle boot but do have several dual inlet boots that straddle the bolt holding the underhood plug to the firewall. Big issue is the terminals are not at present available aftermarket whereas the Ford ones are.

I can get it for you the next time I am out in the garage (currently about 25° here) as I have a new one in my tool box still in the package. BTW, it is rectified, look at the internal wiring on the 65 amp 2G as that is what was on Darth when I bought him. AllData gives E5PZ-9848-B for the 1986 351 HO and the same for the 1986 460. It may be that Ford wanted the 351 choke to come off faster either for emission reasons or that the engine will warm up faster than a 460. Gary, something for you, intake manifolds for carbureted and TBI engines need a slight amount of roughness on the inside of the runners to provide some turbulence in the air flow to keep the fuel droplets from condensing on the walls, also the reason for manifold heat to help vaporize the fuel better. On a port injection system, smooth flow of the air into the cylinders is the desired condition as the fuel is sprayed into the air stream under pressure and aimed at the back of the intake valve (on bank fired this means a portion of the delivery is onto closed valves which, according to theory doesn't matter). In the real world it apparently does as I have seen 2 and read about a 3rd 460 with a problem in #5 cylinder that are caused by a lean condition. It may be the grouping of the injectors 1,4,5,8 and 2,3,6,7 or the fact that the 460s use a 180° manifold instead of the long ram design that the 300, 302 and 351 use, or it may be a combination of the 2. I had resequenced the bank fired wiring on Darth before I went to the MAF/SEFI system so that they were grouped as a TBI would feed, 1,4,6,7 and 2,3,5,8 it ran pretty smoothly and the plugs looked pretty even on mixture.

Yes sir, I am. That is why I was advocating a disconnect there. The main point being that the existing 42 way on the engine harness will reach to the firewall. Options being (a) roughly an 18" run from firewall to the point where the engine harness branches off to the fender (b) run all the 35 or so circuits from the EEC, across to the fender, then forward to the PDC plug (which will be facing the wrong way) probably 5 - 6' feet of extending the wires. Does it make sense now? (can you hear me now? ). You can either make a bracket to hold the already present 42 way body side plug and run all the needed wires through the oval hole and reseal or cut it open a little, make a mount plate and choose your color, black, gray or tan and I will send the appropriate 40 way connector to you.

Correct, but my concern would be are we sure that ford didnt use a resistor wire to drop the voltage down. I wouldnt know as my truck the choke is ran off the stator itself without a relay. Just something I was thinking and its good to have verified to prevent issues cause if they are using a resistor wire to drop the voltage down it would make your volt gauge read low. On the 460s, the stator wire goes directly to the choke cap, no relay so apparently the Holley choke cap is designed for 7.5V.

Gary, lay things out with the EEC plug located just behind the left side of the engine harness and figure out how much rewiring is going to be needed to get from there to the existing 42 way connector on the PDC mount. Weigh that against having that all moved to being connected right in front of the EEC mount. BTW, in the picture the small rectangular plug between the two circles is the electronic speed control plug. See picture with notes below:

No, it won't. If it was me, I would open the oval wide enough and maybe go up a bit, make a small plate to mount the connector to and blank any unused portion. I just like the idea of having a plug between the engine harness and body harness. Other suggestion, since the normal 1996 42 way body to engine harness is on the PDC mount, take it off of there and when you run the wires from the EEC through the grommet, relocate the 42 way connector to a bracket near the grommet as the later Explorer 5.0L models did or in the E-series it was on the cowl area over the front of the engine (Explorer location is probably best) so there is still an easy way to disconnect the engine harness from the body if any repairs are needed. Doing this, the existing wire bundle that would go to the left side, should reach back to the rear and plug in there. I have worked on those French trucks and called their engineers/designers and bean counters some choice words as there is not a separate engine harness and the underhood wiring looks like they threw it in and said "Ok, that's good enough". It makes doing anything (like changing injectors on a 454) a royal pain.

Gary, the "skirt" is on the part that screws onto the inner portion, the part that would go through the firewall. Here it is with dimensions.

Ok, Gary, Lincoln Continental 40 way connectors, inner shell, 1.742"/44.25mm wide with two retaining tabs centered on the short sides, .494"/12.55mm wide, 0.151"/3.83mm tall, the latching tabs will compress to that height. The short sides 1.66"/42.17mm. There are 2 to 4 aligning tabs on each that do not interface with the outer shell. I do not remember how these were sealed to the cowl, as the outer shell does not come all the way to the location of the outer side of the panel and there is no true flange on the inner part to seal against the metal. The skirt on the outer portion is 2" X 2.33". Wires enter straight on both sides, on the Lincoln Continental, the inside harness(s) were in that black trough so they turned 90° after (or before) entering the connector. On your notes on the FPR, either relay, Bosch or Ford proprietary will work, I personally would use the Bosch for readily available spares. No need for the start signal, EEC pulses the FPR then when it receives a signal that the engine is turning from the CKP input at which point it will re-energize the FPR. Some of the EEC-IV modules used a start signal input. To return to the wiring, circuits 190 & 200 are not needed as they are the Thermactor air control solenoids. O2 sensor numbering convention (OBD-2 requirements) #11 is for bank with #1 cyl, #12 is other bank, #21 is rear sensor (post cat), and if dual, then there will be a #22 post cat.

Gary, someone else on here had a thread on removing the EEC-III system and I found that, in the best Ford tradition (as far as trucks go) the wiring on the left inner fender is there for the DS-II system. On the one wire distributors, I have covered ad nauseum what kind of current hog the GM HEI system is. I have also seen numerous posts on here, FB groups etc. regarding the Chinese knock-offs of the DUI units, things like two piece distributor drives to make it more "universal". Before I would even consider using one of the Chinese ones, I would go back to breaker points.

Ok, just going to run some items past you for some "sanity checks" before you get too far along with the wiring, component locations etc. I assume you are not going to be using the original jack, in fact I seem to remember you saying that. If so then the clip location for the jack handle becomes academic. Your air filer mount has a bracket on it for the EEC power and fuel pump relays, because that is where Ford put them in 1990, you obviously will not be using those. The EFI PDC mount should have a place on the back side for the 2 or 4 relay mount. My PDC appears to be in roughly the same location your is, but I am basing that on the inner fender "rib" in front of it. I don't know if the 1985 inner fender rib is in the same location as the 1990. In any event, will the air duct for the filter reach to the box location? With everything mounted, will you still be able to reach what you need to for service? Here are the closest similar ones I have on Darth: A further thought, since you will have two batteries up front and a pretty hefty wire connecting them, minimum have mega fuses on both ends so in the unlikely even of an accident if the wire is cut/pinched or otherwise damaged you won't have a battery trying to start BB on fire. I would possibly consider running the connecting cable back and across the firewall, That is how I had my dual batteries on my 1977 set up with the pickup camper. I just had a 90 amp 1G alternator and a standard Bosch 40 amp relay to charge the camper battery. When we camped with it, if I had electric power I had a trickle charger on the house battery to keep it up and a big set of jumper cables just in case. FWIW, I jumped a friends C30 crew cab dually 454 with the 77, it cranked faster off my jumper cables than he had ever seen it do.

Just make sure it's not a train coming at you

Naturally you want dimensions after I took all three of them back out to the garage. If the weather you are sending us doesn't get too nasty tomorrow I will bring them back in and get you good measurements and trace an outline for you with a scale marked so you can verify dimensional accuracy. They would have the base (inner portion) inserted from the inside to where it snapped into the metal wall with a gasket between the flange and metal so it was watertight.

Gary, if you look at the EEC diagrams, all 5 of those #570 wires and the MAF ground are all tied together, so 45 - 5 = 40. Case ground goes to a different ground point, but they all end up the same place and if you use the 1985/86 location, you can ground it right to the firewall. Circuits 676, 679 and 784 should be available inside the cab. - 3 more, now we are down to 37. 511, 107, 914 and 915 will also be inside the cab, - 4 more or now down to 33 circuits needed to go through the firewall.