61-79-list-digest Monday, June 1 1998 Volume 02 : Number 326



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Ford Truck Enthusiasts - 1961-1979 Trucks and Vans
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In this issue:

Re: FTE 61-79 - Haunted radio
RE: FTE 61-79 - Haunted radio
FTE 61-79 - Re:Auto Krafters Catalogs given away
FTE 61-79 - 400 timing
FTE 61-79 - you got to be kiddin
Re: FTE 61-79 - SunPro tach question
FTE 61-79 - RE: EFI on a '73 302
Re: FTE 61-79 - Haunted radio
Re: FTE 61-79 - you got to be kiddin
FTE 61-79 - re:Installing SEFI 5 Liter HO Engines
FTE 61-79 - 9"
FTE 61-79 - Rollover/ bad rods?
Re: FTE 61-79 - 9"
Re: FTE 61-79 - 400 timing
FTE 61-79 - Generator/Fan
Re: FTE 61-79 - RE: EFI on a '73 302
Re: FTE 61-79 - RE: EFI on a '73 302
Re: FTE 61-79 - 9"
Re: FTE 61-79 - 9"
Re: FTE 61-79 - 9"
FTE 61-79 - Official word on 351W mass air upgrade..
FTE 61-79 - SunPro tach question/answer
Re: FTE 61-79 - RE: EFI on a '73 302

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Date: Mon, 1 Jun 1998 10:10:48 -0700
From: sdelanty sonic.net
Subject: Re: FTE 61-79 - Haunted radio

>Something strange is happening. Probably because of the unnatural state of
>things I've created. I installed in my '62 351C an electric fan from
>an---now this is the hard part--IROC Z--I'm sorry--I got it in a trade and
>summers are really tough financially for teachers, and....
>Back to the strange situation this created. I had to install it as a
>"pusher" instead of a "puller" due to the clearance and consruction of the
>unit. I wired it to the Ignition lead on the regulator. Now whenever I
>turn the truck off and the tuner is on, the damn radio keeps playing 5 to
>10 seconds after the key is off. Never did this before. Is the fan motor
>acting as a little generator, feeding jice to the radio while it winds
>down? Seems like I've discovered something here. Or the truck is haunted.
> A few months back it was shifting itself, so....

It's an allergic reaction, Your truck is trying to reject the chevy
parts. If You don't get that thing out of there soon complete destruction
of the entire electrical sysstem is imminent...

Actually, You are experiancing the joy of wind generation! I had this
problem when I first put the fans in my truck. They were wired into the
switched hot from the key and when the fans were running and You shut
the ignition off it would take 1-2 seconds for the engine to die...
If You were travelling down the road at speed and turned the key off,
it would just keep running indefinately, with the fans generating the
electricity to run the ignition!

The easy solution is to use a relay to drive the fans, which isolates
the fans from the ignition circuit and also takes the heavy current
load foor the fans off of the ignition switch.
I used the same Bosch relay that I used in my headlight relay conversion
which I wrote up in the "whiter whites, brighter brights" article.
They are about $3 each.

If You want to use a relay and need some help figuring out the hookup,
let me know...

Steve
Homepage: http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.sonic.net/~sdelanty/

Opportunity may knock only once, but temptation
leans on the doorbell.

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------------------------------

Date: Mon, 1 Jun 1998 10:10:50 -0700
From: sdelanty sonic.net
Subject: RE: FTE 61-79 - Haunted radio

>as for the fan acting as a generator - on my car, if you spin a fan by
>hand, the other fan turns too. in the same direction as you turn the first
>one. i at first thought it was air currents, but found that the air
>movement was not enough. i decided that it must be a electrical thing.
>
>maybe if i drive fast enough they'll charge the battery? ;)
>
>sleddog

They most certainly will! At 60MPH, my pair of electric fans can deliver
almost 7 amps of current back into the charging system!

Steve
Homepage: http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.sonic.net/~sdelanty/

Opportunity may knock only once, but temptation
leans on the doorbell.

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------------------------------

Date: Mon, 1 Jun 98 13:16:31 -0500
From: "Ronald D. Miller"
Subject: FTE 61-79 - Re:Auto Krafters Catalogs given away

We currently publish 14 different catalogs. They are all free to Ford
truck list members. Email me your address with vehicle type. Here's
what we have:
1953-72 Ford pickups, 1973-79 Ford pickups and 78-79 Broncos, 1992-98
F-series and 93-98 Rangers, 1966-77 Broncos, 91-98 Exporers and 97-98
Expeditions, 1960-70 Falcons including 60-66 Rancheros, 1962-71
Fairlanes, Torinos, Comets and 67-71 Rnacheros, 72-76 Torinos and 72-79
Rancheros, 65-73 Mustangs, 67-73 Cougars, 60-70 Galaxies and LTDs, 70-77
Mavericks and Comets, 58-76 Thunderbirds, and our only none Ford catalog
covers Jeep Wranglers. We do not currently publish a catalog for 80-91
Ford pickups. We will have a catalog for these Ford trucks within the
next 6 months. We currently have some used and new parts for these
vehicles. Thanks to all the list members for their support. Don't
forget - We pay $25 gift certificates for pictures that we use of your
Ford truck. If you want to email pictures, please use
akcat shentel.net

Email catalog requests to akraft shentel.net

Secure online ordering is now available on our web site. Web orders ship
at reduced rates or free. See below for details.

Thanks, Ron Miller

P.S. We will be Fords at Carlisle this week end and Trucks at Carlise on
June 19-21 and we will be at Pigeon Forge next year.


>Date: Mon, 01 Jun 1998 00:07:06 -0500
>From: "Dennis K. Austin"
>Subject: FTE 61-79 - Re: AutoKrafters Catalog given away...
>
>> Hey Ron Miller!
>
>In the mail came a new issue of your catalog that was too new for my
>truck. While I
>was down at one of our offices in Pineville, La. I found that the folks
>there had
>acquired a 91 Ford "dually". I have not had a chance to look at it since
>its in the
>shop, but it was a seized vehicle. Seized for drug use. Its missing some
>parts and had
>been in storage for a few years. Anyway, on my next trip down last week,
>I gave them
>this catalog, even though your catalog didn't cover that year, and told
>them to call
>you to see if you could help them out. If you don't mind I will pass on
>the catalogs I
>can't use to my friends with newer trucks.
>
>- -=DENNIS=-
>
>>
>>
>> ------------------------------
>>
>> Date: Mon, 18 May 98 19:42:46 -0500
>> From: "Ronald D. Miller"
>> Subject: FTE 61-79 - Re:'78 Ranchero parts source
>>
>> >Date: Sun, 17 May 1998 14:53:19 EDT
>> >From: Hoover663
>> >Subject: FTE 61-79 - '78 ford Ranchero
>> >
>> >Does anyone know of places I can get parts,info,manuals,or a web site with
>> >pictures of Rancheros anything will be helpful
>>
>> Auto Krafters, Inc. sells new and used 72-79 Ranchero parts. Free
>> catalogs for Ford truck list members. Send email request to
>> akraft shentel.net
>>
>> Secure online ordering now available at http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.auto krafters. com
>>
>> Thanks, Ron Miller, President Auto Krafters. Inc.
>>


http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.auto krafters. com

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------------------------------

Date: Mon, 1 Jun 1998 10:16:39 -0700
From: "Art & Kat Lutz"
Subject: FTE 61-79 - 400 timing

I recently had to put a new distributer in my 78 F-250 400m. Before
the change I was having problems with a detination ping under load, but now
its gone. I have not heard a ping in about a month, but it seems like I
have lost performance on the bottom end. Yesterday I barrowed a good
timing light from my neighbor and checked it. MY initial timing was 12
without vacume, it went up to 16 at 2500 rpms without vacume, and 46 at
2500 rpms with vacume. Now 46 seems high to me, can anybody tell me what
the advance should be? or is 46 okay, I was thinking more in the 30's. But
I would think that if the timing was high I would still have the ping. Is
it possible I am off a tooth on the distributer gear?


A few years ago I was also having problems with vapor lock. When it
got above 100 here in vegas, and I was driving the truck slow it would just
die, and it would take 5 or 6 minutes to get the gas back up to the carb.
I put a holley electric fuel pump, and rubber fuel line on it and have not
had a problem in 3 years.

Thanks Art Lutz

78 F-250 XLT 4X4, 400M



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------------------------------

Date: Mon, 1 Jun 1998 09:37:23 -0800
From: "Erik Marquez"
Subject: FTE 61-79 - you got to be kiddin

> Date: Fri, 15 May 98 17:10:55 -0700
> From: "SGT CHRISTOPHER S DENSON"
> Subject: FTE 61-79 - ...no subject...
>
> To Ryan Dorman,
> How many Army dogs are there? 400,000+? There's 174,000 Marines. Now,
let's
> talk about ASVAB scores, The Marine Corps comes in second behind the Air
> Farce while the Army comes in a distant last behind the Navy, why is that?
So
> who's the real dumb dumbs here? What your Army Ranger Special Forces do
is
> just another day for our regular grunts. Just proves not everybody can be
a
> Marine while anybody can be a soldier. What kind of training do you do?
A-
> R-M-Y T-R-A-I-N-I-N-G S-I-R!!!!!!!!!! Semper Fi soldier.
>
> Chris
> 67 F100 Camper Special/352


A mind is a terrible thing to waste, but if you are going to waste one at
least let it be a Marines

Erik J. Marquez
SFC, USA
Platoon Sergeant


Erik Marquez
78 Bronco
bronco78 mosquitonet.com
http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.mosquitonet.com/~bronco78

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------------------------------

Date: Mon, 01 Jun 1998 11:00:25 -0700
From: Dennis Pearson
Subject: Re: FTE 61-79 - SunPro tach question

Thanks for your message at 01:03 PM 6/1/98 -0400, David Butts. Your message
was:
>I'm saying it works in spite of the impedance. But should have it's own
>ground and not use the bulbs to get ground. Basically it needs to be hooked
>up without the lights first, and when that works then add the dimmer lights
>to the tach. That way it is easier to troubleshoot.
>
My SunPro has a black ground wire that is essential to its operation.
1962 Unibody, short box, big window--351C
1970 Marquis 429
1973 Mustang 302 (tired)
1962 short stepside (big empty space under the hood)
!962 Unibody short box (shell) just parked the trailer in my backyard.
It's gonna be a convertible!

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------------------------------

Date: Mon, 1 Jun 1998 13:09:48 -0500
From: ballingr ldd.net (William L Ballinger)
Subject: FTE 61-79 - RE: EFI on a '73 302

>
>> If broncos changed to mass air in 96...could I use a setup of a 351
>> Bronco for my Lightning and have a coimputer chip custom burnt?
>>
>
> I think this has been looked into and is not possible yet. The ability
>to make chips is based off the original EEC (model #). I'm sure more are
>being added all the time, but recent (within past 6 months) talk on the
>Bronc mailing list led me to believe those EEC's has not been covered
>yet.

Ford has typically been very protective of any thing to do with their EEC
systems. It's been an aggravation in independant shops for years to not have
full data access with a scan tool, and in fact had to be forced to allow
aftermarket diagnostics access to be compatable with their systems. You can
imagine the fight it takes to allow access to make custom chips. As an
aside, GM is tightening up their allowances for aftermarket modifications to
their systems too. This may be a trend industry wide.

As versatile as EEC-IV on up is, as long as a you have mass-air, what do you
gain from an aftermarket chip anyway, except a little savings in your
case(maybe)? I could see an advantage on speed-density, but I bet most
aftermarket chips (if they existed) would take you backwards in most cases.

Why not get the computer and everything out of the '96 Bronco and save the
aggravation? Sure it's a little more money than just a chip, but the way
things are in the aftermarket on Fords, I can't help but think you'd be
doing youself a favor.
Come on over to my Back Porch
http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.ldd.net/scribers/ballingr
Ballinger
ballingr ldd.net

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------------------------------

Date: Mon, 1 Jun 1998 14:30:28 -0400
From: "David Butts"
Subject: Re: FTE 61-79 - Haunted radio

Been there.....

If you have the speakers hooked up, there shouldn't be too many wire left on
the back of the radio. An AMP turn on lead that will be hot whenever the
radio is turned on, and the memory wire. There shouldn't be TOO many sparks
if you hookup the remaining wires to a 12v hot. ;-) one of them will work.


>Now of course the memory dies when
>you turn off the key but there should be a small memory wire that
>stays lit all the time and consumes much less juice than the radio
>but he doesn't know what he did with the manual so....:-(
>
>
>-- Gary --


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------------------------------

Date: Mon, 1 Jun 1998 14:50:31 -0400
From: "David Butts"
Subject: Re: FTE 61-79 - you got to be kiddin

'Jar Head' with a mind..... now that's a good one. 8-)

Any one know why a marine is called a 'Jar Head'? (It's not a riddle, I
work with a lot of marines, and they are great guys, I wonder why they are
called 'Jar Heads')

- -----Original Message-----
From: Erik Marquez


>
>A mind is a terrible thing to waste, but if you are going to waste one at
>least let it be a Marines
>
>Erik J. Marquez
>SFC, USA
>Platoon Sergeant


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------------------------------

Date: Mon, 1 Jun 98 14:59:05 -0400
From: "Donald R. Haulsee"
Subject: FTE 61-79 - re:Installing SEFI 5 Liter HO Engines

I have retrofitted several cars to SEFI injection. I have been able to buy
complete SEFI injection systems for about $250. I personally prefer Speed
Density over Mass Air on a stock HO roller engine. A Speed Density setup is
simpler, cheaper, and SLIGHTLY faster on a stock engine. MM&FF has run
several dyno tests on speed density versus mass air and their conclusion is
the the speed density system runs slightly leaner than mass air and thus give
about 4-5 hp more than mass air on a STOCK 5 liter. Speed density will handle
exhaust changes easily, but will not tolerate anything that changes the air
flow characteristics of the engine appreciably. IE cams, heads, and intake
mods typically don't work well without burning a custom chip.

For lively discussions on speed density versus mass air, go to
http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.corral.net. That is the late model Mustang bulletin board. Also
check out their auction board for parts.

Speed Density injection systems are available for dirt because a lot of the
Corral stangers are building VERY MODIFIED engines. I recently bought a
spare SD computer for $25 and several months ago bought 2 intakes with
injectors, engine harness,all sensors, throttle bodies, EGR spacers, two fuel
pumps, another computer, and one primary harness for $90.

I pulled the 6 banger out of my 66 F100 on Saturday. I dropped the 88 SD
Mustang HO with AOD into the chassis on Sunday. Now I'm just taking care of
the details such as converting the HO motor to V belt (I don't want to run a
serpentine when all I have is the alternator and water pump), getting a
driveshaft made, deciding how to route the exhaust, and figuring out how I'm
going to get a fuel return line back to the tank in the cab. I would like to
have it running by the weekend, but I think Carlisle is going to push that
back another week.

A Mustang SD setup can be converted to Mass Air relatively easily. The Corral
has a tech article on the conversion.

Finally, I have personally dismantled 88 vintage Crown Vic 5 liter engines
that were roller cam engines. Ford did go to roller cams across the board on
5 liter engines sometime in the very late 80's. An HO engine has forged
pistons (up to 93), different cam, different heads (Truck heads versus
shrouded valve heads), larger upper intake and throttle body, and larger
injectors. I have confirmed that the lower intakes for the 88 model year
carried identical part numbers.

Don Haulsee
Richmond, Va

85 Capri RS 5.0 5 spd Converted to SEFI(Speed Density)
86 Thunderbird TurboCoupe 5 spd (18 Psi Boost - Intercooled)
87 Merkur XR4Ti Automatic Resurrected from the DEAD (Waste Gate Blew-AGAIN!)
66 F100 Stepside being converted to 5.0 HO SEFI(Speed Density)
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------------------------------

Date: Mon, 1 Jun 1998 14:59:21 -0400
From: am14 chrysler.com
Subject: FTE 61-79 - 9"

Gary writes: >>Ok, so now how interchangeable are the third members? I
know the outer axle bearings changed several times from sealed ball
bearings to tapered to flat roller bearings and there are at least two
diameters as well but what about the third members?

I've mixed and matched them every thinkable way, so I think I'm safe in
saying the 3rd member(center section) is interchangeable in all 9"ers. You
must however make sure the side gears have the proper splines to mate up
with the axles. They came in 31 spline and 27 spline.(I think) Some had
two (2) spider gears and some had four (4) spider gears. Some of the later
ones are much stronger than the earlier versions. Something to do with the
"Beef" around the pinion bearing. And of course there are the Nodular ones
that have a reputation for taking many times the punishment it was built to
take.

Don't forget the Falcons/Mustangs and maybe even some of the very early
Fairlanes used an 8" in some of their applications that looked exactly like
the 9" and is not interchangeable.

Azie
Ardmore, Al.


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Date: Mon, 1 Jun 1998 15:02:09 -0400
From: am14 chrysler.com
Subject: FTE 61-79 - Rollover/ bad rods?

Gary writes: >>If he took it apart and found the rods to be bad then some
other cause would be my first inclination, not the rollover......Anybody
else ever hear of this?

I agree totally.

Did this guy have a use for the engine himself, by chance??????????
Sounds like "Bull" to me.

Azie
Ardmore, Al.


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Date: Mon, 01 Jun 1998 12:12:19 -0700
From: Dennis Pearson
Subject: Re: FTE 61-79 - 9"

Thanks for your message at 02:59 PM 6/1/98 -0400, am14 chrysler.com. Your
message was:
> >Don't forget the Falcons/Mustangs and maybe even some of the very early
>Fairlanes used an 8" in some of their applications that looked exactly like
>the 9" and is not interchangeable.
>
>Azie
>Ardmore, Al.
>
Red light! This caught my eye. Were all early Mustangs 65-73 8" ?

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Date: Mon, 1 Jun 1998 15:07:47 +0000
From: "Gary, 78 BBB"
Subject: Re: FTE 61-79 - 400 timing

> From: "Art & Kat Lutz"
> Subject: FTE 61-79 - 400 timing
> Date: Mon, 1 Jun 1998 10:16:39 -0700

> the change I was having problems with a detination ping under load,
> but now its gone. I have not heard a ping in about a month, but it

The vac has a lot to do with that. Make sure it's in free working
order and not sticking.

> without vacume, and 46 at 2500 rpms with vacume. Now 46 seems high
> to me, can anybody tell me what the advance should be? or is 46
> okay, I was thinking more in the 30's. But I would think that if
> the timing was high I would still have the ping. Is it possible I
> am off a tooth on the distributer gear?

A racing engine which does not "cruise" or have a vac needs 34 -38
degrees total advance with roughly 10 - 12 degrees initial or static
but it runs at WOT virtually all the time, with a relatively rich
mixuture and high rpms.

A truck engine does cruise and at this mode it runs very lean so the
timing needs to be advanced more than a racing engine for this reason
and vac will give you the needed advance automatically since this is
near it's highest vacuum and idle is the highest vacuum point for a
touring or RV cam. Typical values would be 20" hg at idle and 16 at
cruise depending on the engine and application of course. At 20 you
get max vac advance and at 16 you get roughly 4/5's or a little less.

At 2500 rpm you should not have total mechanical advance in yet so
maybe 16 is a little low but stock setups won't give you 34 degrees
mechancal, the vac makes up the difference. 46 at cruise with light
throttle (equilibrium) is just about right, again depending on engine
and cam. The distributors I've seen go from about 13 degrees to 21
degrees in the mechanical plus another 10 - 12 degrees and the most
you can get is 33 degrees mechanical which is not used in most
applications. It's usually much less. 13 and 12 give you 25 but
since you are seldom at WOT this is enough coupled with the vac which
can easily give you an additional 20 degrees as you just discovered.

If you think you are not getting enough at the bottom you can try
advancing your initial by 2 degrees at a time till you experience
spark knock and back off the last 2 degrees but make sure your
mechanical parts are all free and working easily first. (wd40 works
wonders here, but wipe off the excess)


78 F-150, 2wd, 460, C-6, 235's
78 Bronco 351M, Np 435, Np 205, 33's
78 Lincoln Town Car, 460, C-6, 19.5' long!

- -- Gary --
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Date: Mon, 1 Jun 1998 15:10:11 -0400
From: am14 chrysler.com
Subject: FTE 61-79 - Generator/Fan

Dennis writes: >>Is the fan motor acting as a little generator, feeding
jice to the radio while it winds down?

Yep!!!

Azie
Ardmore, Al.


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Date: Mon, 01 Jun 1998 15:21:20 +0000
From: Garr&Pam
Subject: Re: FTE 61-79 - RE: EFI on a '73 302

If broncos changed to mass air in 96...could I use a setup of a 351
Bronco for my Lightning and have a coimputer chip custom burnt?


As versatile as EEC-IV on up is, as long as a you have mass-air, what do
you
gain from an aftermarket chip anyway, except a little savings in your
case(maybe)? I could see an advantage on speed-density, but I bet most
aftermarket chips (if they existed) would take you backwards in most
cases.
Why not get the computer and everything out of the '96 Bronco and save
the
aggravation? Sure it's a little more money than just a chip, but the way
things are in the aftermarket on Fords, I can't help but think you'd be
doing youself a favor.

That would be great on a regular 351 powered F150, but I don't think
that would work on a Lightning...I would still have to have the computer
reprogrammed to run at Lightning specs not your run of the mill 351
powered F150s.

Lightnings come with a custom ground camshaft(from the guys at SVT),
GT40 heads, upper and lower intakes. With all this you would think they
should have mass air right? Let alone if you start doing mods..i.e.
better heads, ported intakes, and cams.

Thanks
Chris
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Date: Mon, 01 Jun 1998 15:26:48 -0400
From: luxjo thecore.com
Subject: Re: FTE 61-79 - RE: EFI on a '73 302

William L Ballinger wrote:
>
> >
> >> If broncos changed to mass air in 96...could I use a setup of a 351
> >> Bronco for my Lightning and have a coimputer chip custom burnt?
> >>
> >
> > I think this has been looked into and is not possible yet. The ability
> >to make chips is based off the original EEC (model #). I'm sure more are
> >being added all the time, but recent (within past 6 months) talk on the
> >Bronc mailing list led me to believe those EEC's has not been covered
> >yet.
>
> Ford has typically been very protective of any thing to do with their EEC
> systems.

There is supposedly at least one guy (Mike Wesley) who dun broke the
code. It's his software (licsenced to chip makers ) that I was refering
to.

> As versatile as EEC-IV on up is, as long as a you have mass-air, what do you
> gain from an aftermarket chip anyway,

>From a stock motor, anywhere from nothing to a lot. Check out

http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.mustangworks.com/files/

Go to the "calibrator" and download that file. This software demo
gives you an idea of how much stuff can be adjusted with the Wesley
chips. It's mind boggling. The calibrator itself is still not
available. The demo is pretty neet though ;-)

I'm not talking about other chipmakers that adjust timing by a few
degrees. Many 5.0 owners who had mass air from day one run into big time
drivability problems when they change to a larger mass air sensor, move
mass air sensor from stock location, run bigger injectors or too big a
cam, ect.... The chip has helped many (not all though). These chips are
piggyback modules that connect to the service port, hence they are EEC
specific.


> Why not get the computer and everything out of the '96 Bronco and save the
> aggravation? Sure it's a little more money than just a chip, but the way
> things are in the aftermarket on Fords, I can't help but think you'd be
> doing youself a favor.

We beat that around on bronco list and could not decide wether the
bronc mass air EEC would care about the signals going to/from the A4ODE,
which it also controls. The guy who was gonna do it had a C-6.

OX

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------------------------------

Date: Mon, 01 Jun 1998 14:24:34 -0700
From: Marko Maryniak
Subject: Re: FTE 61-79 - 9"

At 12:12 PM 01/06/98 -0700, you wrote:
>Thanks for your message at 02:59 PM 6/1/98 -0400, am14 chrysler.com. Your
>message was:
>> >Don't forget the Falcons/Mustangs and maybe even some of the very early
>>Fairlanes used an 8" in some of their applications that looked exactly like
>>the 9" and is not interchangeable.
>>
>>Azie
>>Ardmore, Al.
>>
> Red light! This caught my eye. Were all early Mustangs 65-73 8" ?

Not boss 429's. But this is a truck list!


marko

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------------------------------

Date: Mon, 01 Jun 1998 15:05:54 -0700
From: Dennis Pearson
Subject: Re: FTE 61-79 - 9"

Thanks for your message at 02:24 PM 6/1/98 -0700, Marko Maryniak. Your
message was:
>At 12:12 PM 01/06/98 -0700, you wrote:
>>Thanks for your message at 02:59 PM 6/1/98 -0400, am14 chrysler.com. Your
>>message was:
>>> >Don't forget the Falcons/Mustangs and maybe even some of the very early
>>>Fairlanes used an 8" in some of their applications that looked exactly like
>>>the 9" and is not interchangeable.
>>>
>>>Azie
>>>Ardmore, Al.
>>>
>> Red light! This caught my eye. Were all early Mustangs 65-73 8" ?
>
>Not boss 429's. But this is a truck list!
>
>
>marko
>
Really?
I happen to have a truck (see signature) with a rear end that I was
considering swapping with the Mustang, putting the higher-end gear ratio
into the truck (a 1962 Ford). Satisfied?

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------------------------------

Date: Mon, 01 Jun 1998 15:07:54 -0700
From: Dennis Pearson
Subject: Re: FTE 61-79 - 9"

>>>Thanks for your message at 02:59 PM 6/1/98 -0400, am14 chrysler.com. Your
>>>message was:
>>>> >Don't forget the Falcons/Mustangs and maybe even some of the very early
>>>>Fairlanes used an 8" in some of their applications that looked exactly
like
>>>>the 9" and is not interchangeable.
>>>>
>>>>Azie
>>>>Ardmore, Al.
>>>>
>>> Red light! This caught my eye. Were all early Mustangs 65-73 8" ?
>>
>>Not boss 429's. But this is a truck list!
>>
>>
>>marko
>>
> Really?
>I happen to have a truck (see signature) with a rear end that I was
considering swapping with the Mustang, putting the higher-end gear ratio
into the truck (a 1962 Ford). Satisfied?

Damn! Forgot the signature.
1962 Unibody, short box, big window--351C
1970 Marquis 429
1973 Mustang 302 (tired)
1962 short stepside (big empty space under the hood)
!962 Unibody short box (shell) just parked the trailer in my backyard.
It's gonna be a convertible!

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------------------------------

Date: Mon, 01 Jun 1998 18:07:25 -0400
From: "J. A. Knapper"
Subject: FTE 61-79 - Official word on 351W mass air upgrade..

I work for Ford of Canada as the light truck tech specialist for Canada,
a while back I had a dealer call me for a replacement PCM (computer) for
a truck that had the Motorsport mass airflow kit on it. It turned out
that the PCM from the kit has the same p/n as a mass air equipped
Mustang. The rest of the kit adapts the banked injection system to the
sequential, and adds the mass airflow sensor and it's wiring. When the
5.0l F series went to mass air, its firing order changed to the 5.0l HO,
which happens to be the same as the 5.8l. The only thing is, why change
and not have to adjust points or carb ever again? IMHO this is part of
the fun of owning THE BEST!!!!!
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=======================================================================

------------------------------

Date: Mon, 1 Jun 1998 17:58:37 -0600
From: "Dave Resch"
Subject: FTE 61-79 - SunPro tach question/answer

>From: "David Butts"
>Subject: Re: FTE 61-79 - SunPro tach question
>
>It is grounding through the dash lights normally, and when
>you turn on the lights, the ground goes away, and the thing
>stops working.
>
>
>From: "John Miller"
>Subject: Re: FTE 61-79 - SunPro tach question
>
>You have a circuit that is using the lamp power side as a
>ground... yes I said ground.. No it is not a "ground" but there

Yo Gang:

OK, I got into the tach problem last weekend and, I must admit it first,
you guys were right. It was the ground wire. As for theories about the
source of the ground, I believe that David Butts (david_butts usa.net) was
right. When there is no power coming in (like when the lights are off, or
on and the dimmer cuts power to the lights), the circuit goes through the
lights and eventually to ground. Apparently, the resistance of the light
bulbs (6 or 7 in parallel) is not sufficient to reduce the voltage below
the minimum that the tach needs. The tach worked fine when the panel
lights were off. Here's my problem:

I have this really clever (I think!) system I rigged up with a dedicated,
shielded ground line running straight from the negative battery cable to a
lug under the dash of my truck. All the ground leads for electronics
equipment (CB, scanner, stereo, etc.) are attached there. (This is the
only way I've found to get rid of that annoying static for good.) Right
next to that is another ground lug, dedicated and direct from the battery,
but unshielded. All the other in-cab accessories (including the tach) are
grounded there. Last summer, when I removed the entire dashboard from my
truck to replace the pedal bracket and rebuild the clutch linkage, I
disconnected everything from the ground lugs. When I put it all back
together, apparently I never tightened the nut holding the tach ground lead
more than "finger" tight. Last Thursday night, it worked its way loose
enough to quit working.

Of course, when you look for something, you always find it in the last
place you look. My problem is choosing the easiest (and most obvious)
place to be the last place to look, only after exhausting every other much
more difficult (and less likely) possibility.

First, I pulled out the instrument cluster to get to the tach (still
convinced that my mighty ground lug could never fail me), knowing I had to
be right and it was the darn internal light bulb. A little testing w/ the
VOM on the tach connector wired into the truck's wiring harness was a bit
unsettling, but still not obvious enough (like a 5 lbs sledge) to
conclusively point me in the right direction. No voltage between 12v hot
and ground. Hmmm... No voltage between light hot and ground. Hmmm...

Then, 10 screws later, I pulled the tach out of the instrument cluster,
unscrewed the bulb retainer on the back of the housing, and checked the
continuity w/ the VOM. 2.4 ohms... Hmmm... Now that I'm really stumped
and an hour into the project, I go back out to the truck to check the
wiring.

Trace the wires from the connector behind the instrument cluster back to
the power tap. Looks ok. Pull it out and scrape it a little to make sure
there's no oxidation. Plug it back into the fuse panel. Jiggle it. Trace
the tach light power lead to the splice into the panel light wiring. Looks
ok. Jiggle it. Feels solid. Put a VOM probe on a panel light lead and
the other on the tach connector lead and jiggle it again. No change in
resistance. Hmmm... Finally trace the ground wire to the lug and...
there's the loose nut about to fall off the lug. Major sheepish feeling
and muttering, "Cripes, those guys on the FTE list were right."

Of course, it would have taken all of 10 seconds to look under the dash and
find the loose nut and another 20 seconds or so to get a socket and fix it,
but then I wouldn't have enjoyed this little exercise nearly as much, nor
had as much to say about it in the end. All I would have to say is:

Thanks again guys.

Dave R. (M-block devotee)


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------------------------------

Date: Mon, 1 Jun 1998 16:36:06 -0700
From: "Deacon"
Subject: Re: FTE 61-79 - RE: EFI on a '73 302

From: OX
>> Ford has typically been very protective of any thing to do with their
EEC
>> systems.
>
>There is supposedly at least one guy (Mike Wesley) who dun broke the
>code. It's his software (licsenced to chip makers ) that I was refering
>to.

I remember the custom chip wars on fordnatics and Mike's calibrator.
That had to be over a year ago. His calibrator isn't available yet? I....


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