80-96-list-digest Monday, June 8 1998 Volume 02 : Number 205



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Ford Truck Enthusiasts - 1980-1996 Trucks and Vans
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In this issue:

FTE 80-96 - low oil pressure
FTE 80-96 - specs
FTE 80-96 - Ford 8.8 rear end
Re: FTE 80-96 - specs
Re: FTE 80-96 - specs
Re: FTE 80-96 - Ford 8.8 rear end
FTE 80-96 - rings
Re: FTE 80-96 - rings
Re: FTE 80-96 - rings
Re: FTE 80-96 - rings
FTE 80-96 - ADMIN: Performance Truck List
FTE 80-96 - rings
RE: FTE 80-96 - F-150 Speedometer adjust
FTE 80-96 - All Ford Reunion at Ford of Canada in Oakville
FTE 80-96 - Changing TFI-IV to a Duraspark II Ingition System
FTE 80-96 - FTE in V8 Times Magazine
FTE 80-96 - Lubricants

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Date: Sun, 7 Jun 1998 14:34:06 EDT
From: Batstbmw aol.com
Subject: FTE 80-96 - low oil pressure

I know the Haynes manual says you can jack up the motor and remove the oil
pan.
I tried this on my 82 4x4 and it does not work.
There is no way to get the motor high enough to clear the oil pump!!
I pushed in the oil pan trying.A friend told me after, he tried it to on a
bronco same result
Talked to a mecnanic he said it may work on two wheel drives,it was a huge
waste of time.
Then after you cant get to your oil pump you have to contend with replacing
the gasket.
Hope to have saved you some real headaches.
Blaine
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Date: Sun, 7 Jun 1998 14:35:22 +0000
From: punk007 juno.com (Mason D)
Subject: FTE 80-96 - specs

Can anyone give me the specs on the stock 1986 I-6 300?

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Date: Sun, 07 Jun 1998 12:47:27 -0700
From: Robert Kennedy
Subject: FTE 80-96 - Ford 8.8 rear end

I have a question. What's the biggest tire any list member is running on a
Ford 8.8" rear end? The Full-size Ford Bronco web site doesn't think
favorably about this rear end. It hasn't given me any problems at all with
3.54 gears and 31 X 11.50 Wranglers. I'm thinking about a locker, maybe a
gear change and a size or two bigger tire. Ford 9" rear ends are spendy out
here in the great Northwest...

Bob
(Olympia, Wa)


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Date: Sun, 07 Jun 1998 12:52:14 -0700
From: Robert Kennedy
Subject: Re: FTE 80-96 - specs

>Can anyone give me the specs on the stock 1986 I-6 300

What specs do you need?

Bob

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Date: Sun, 7 Jun 1998 15:10:09 +0000
From: punk007 juno.com (Mason D)
Subject: Re: FTE 80-96 - specs

On Sun, 07 Jun 1998 12:52:14 -0700 Robert Kennedy
writes:
>
>>Can anyone give me the specs on the stock 1986 I-6 300
>
>What specs do you need?
>
>Bob
>

Horse power
Torque
Gas Mileage
Cylinder Diameter
Valves

Stuff like that

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Date: Sun, 07 Jun 1998 15:36:52 -0600
From: Ryan Dorman
Subject: Re: FTE 80-96 - Ford 8.8 rear end

I have a friend running 35x16x15 TSL BOGGERS on a 85 F-150 with an 8.8 in it.
He recently changed gears to 4.10 and hasn't had any trouble with it and is
running a fairly beefy engine (413hp 351w).

Robert Kennedy wrote:

> I have a question. What's the biggest tire any list member is running on a
> Ford 8.8" rear end?



- --
58 F-100 292 sb 2wd
85 Bronco 300 IL6(not for long) 4x4
97 F-150 4.6 sb ext cab 4x4
(and several others in progress)
- --
KC7YPJ, Ryan Dorman
QTH: Victor ID, grid# DN431c
ICQ #3834602
kc7ypj pdt.net
http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.geocities.com/Baja/Dunes/5496


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Date: Sun, 7 Jun 1998 18:51:12 +0000
From: punk007 juno.com (Mason D)
Subject: FTE 80-96 - rings

I'm fixin to replace my piston rings. I'm wondering what would be
easier, removing the whole engine, or keeping it in. So far, I've heard
both were easier. I'm lookin for some stories.

Mason

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Date: Sun, 07 Jun 1998 18:32:15 -0600
From: Ryan Dorman
Subject: Re: FTE 80-96 - rings

Pull the engine. It's a lot less of a hasle getting around everything and
if your gonna cgange the rings I would recomend replaceing the rod & main
bearings also (the ring, bearing & gasket kit is usually cheaper than the
rings and gaskets). By pulling the engine you decrease the possibility of
getting dirt in the engine and a ring job should always include honeing the
cylinder walls wich will leave a fine metal powder everywhere, if your gonna
do it doing it right the first time saves $ and grief (I also recomend
putting in a new cam & cam bearings but it's not an absolute requirement).

Mason D wrote:

> I'm fixin to replace my piston rings. I'm wondering what would be
> easier, removing the whole engine, or keeping it in. So far, I've heard
> both were easier. I'm lookin for some stories.
>
> Mason
>
> _____________________________________________________________________
> You don't need to buy Internet access to use free Internet e-mail.
> Get completely free e-mail from Juno at http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.juno.com
> Or call Juno at (800) 654-JUNO [654-5866]
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- --
58 F-100 292 sb 2wd
85 Bronco 300 IL6(not for long) 4x4
97 F-150 4.6 sb ext cab 4x4
(and several others in progress)
- --
KC7YPJ, Ryan Dorman
QTH: Victor ID, grid# DN431c
ICQ #3834602
kc7ypj pdt.net
http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.geocities.com/Baja/Dunes/5496


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Date: Sun, 07 Jun 1998 20:40:39 -0700
From: Randy
Subject: Re: FTE 80-96 - rings

Mason D(ixon),
I've never done a ring change in a vehicle. The cons on such a deal,
as I see it (having never done it, of course) would be room to work
underneath. After you remove the heads and oil pan you have to have
someone guide out (and back in of course once the new rings are on)
the connection rods from the bottom so as not to scratch or mar the
cylinder walls (this would not be a good thing). I just don't know
how much room you'd have, depending on the motor/truck with the
crossmember and such. Guess I'd say it'd be a judgement call,
whichever you feel more comfortable doing. Sometimes there alot of
vac hoses and elec. connections that need put back afterward and even
if you've marked them sometimes the markings come off or get covered
in grease...blah, blah
Have fun,
Later,
Randy (Brew)

Mason D wrote:
>
> I'm fixin to replace my piston rings. I'm wondering what would be
> easier, removing the whole engine, or keeping it in. So far, I've heard
> both were easier. I'm lookin for some stories.
>
> Mason
>
> _____________________________________________________________________
> You don't need to buy Internet access to use free Internet e-mail.
> Get completely free e-mail from Juno at http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.juno.com
> Or call Juno at (800) 654-JUNO [654-5866]
> == FTE: Unsubscribe and posting info www.ford-trucks.com/faq.html
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Date: Sun, 07 Jun 1998 20:06:17 -0700
From: Gene Ball
Subject: Re: FTE 80-96 - rings

Don't be silly pull the engine out!!!

Mason D wrote:

> I'm fixin to replace my piston rings. I'm wondering what would be
> easier, removing the whole engine, or keeping it in. So far, I've heard
> both were easier. I'm lookin for some stories.
>
> Mason
>
> _____________________________________________________________________
> You don't need to buy Internet access to use free Internet e-mail.
> Get completely free e-mail from Juno at http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.juno.com
> Or call Juno at (800) 654-JUNO [654-5866]
> == FTE: Unsubscribe and posting info www.ford-trucks.com/faq.html



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Date: Sun, 07 Jun 1998 22:01:01 -0400
From: Ken Payne
Subject: FTE 80-96 - ADMIN: Performance Truck List

Three weeks ago a vote was put up on the web site. The issue:
adding a performance orient truck list. It won by a large
margin:

In Favor: 82%
Against: 11%
Don't Care: 5%

List member Keith Srb is going to administer this list. He
should be starting soon. No date yet, I've gotten a little
behind with extra work and my son's 1st birthday party.
I'll post subscribe instructions when the list is ready to
go live.

Additionally, please not that this list will cover performance
issues for **all** years and models. This isn't going to
be the place to discuss tune-ups, but if you're considering
a radical cam you'll like it.

Ken Payne
CoAdmin, Ford Truck Enthusiasts
http://www.ford-trucks.com



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Date: 7 Jun 1998 20:09:26 EDT
From: Hawk sktc.net
Subject: FTE 80-96 - rings

80>I'm fixin to replace my piston rings. I'm wondering what would be
80>easier, removing the whole engine, or keeping it in. So far, I've heard
80>both were easier. I'm lookin for some stories.

80>Mason

If you LIKE sliding under your vehicle about 500 times, If you LIKE a
fender in your gut for long periods of time, if you LIKE oil dripping in
your face and hair, if you LIKE lying in floor dry, if you LIKE being
intimate with your droplight, and if you LIKE building dirty engines;
by all means, do it in the vehicle.

Buck Shoff


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Date: Sun, 07 Jun 1998 21:38:28 -0500
From: "Beaman, James"
Subject: RE: FTE 80-96 - F-150 Speedometer adjust

John Berman wrote:

> I heard of a procedure that allows the electronic speedometer to be
> calibrated by jumping a connector and pushing the "select" and/or
> "reset" buttons on the face of the instrument cluster.
>
> Thanks for any advice,
> Jon
>
On March 27, Stephen M. Brown (hurricanesteve geocities.com) posted this
message which may be what you are looking for. I have not tried it yet so
can't vouch for it personally.

James Beaman
james.beaman lmco.com
Houston, Texas

A guy on the Bronco mailing list sent me this:

First, get the tire revolution per mile. Then multiply that by 108 and
divide by 8000. This end figure is your CONVERSION CONSTANT.
RESET CONVERSION CONSTANT
Note: The module can only be reprogrammed six times.
Here is the actual procedure:
Locate the dealer mode programming enable single-terminal connector. The
connector is located at the bottom of the instrument panel below the center
of the glove box. On all vehicles, the dealer mode enable wire is Circuit
567(LB/Y).
Insert a jumper wire or alligator clip in service wire and clip other end
to vehicle ground with the key in the OFF postition.
Turn key to RUN while holding down the trip odometer RESET button on the
speedometer. Release RESET button.
The Speedometer will prove out(sweep across dial and back). The
English/Metric and revision levels will be displayed. The last number of
the display id the dealer mode lockout count. This count shows the number
of allowable conversion constant changes remaining. When the count is zero
(0), no aadditional changes can be made to this instrument cluster. If a
revision is required a service instrument cluster must be ordered.
Press and release RESET button again and PSOM conversion constant without
the decimal point will be displayed followed by the word CAL.
Press and release the odometer SELECT button as many times as necessary to
change the conversion constant to the correct value.
Note: Pressing and releasing the RESET button to lock in the new
conversion constant reduces the number of times the PSOM can be
reprogrammed by one count. If you change your mind and want to go back to
the old conversion constant, turn the key OFF BEFORE you lock in the new
constant.
When the new correct value is displayed in teh odometer window, press and
release the RESET button to lock in the new conversion constant.
Turn the key OFF and disconnect the ground wire and check to see that the
speedo works correctly.

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Date: Sun, 07 Jun 1998 22:44:51 -0400
From: Ken Payne
Subject: FTE 80-96 - All Ford Reunion at Ford of Canada in Oakville

For list members interested in a get together in Canada, I received
information about the All Ford Reunion in southern Ontarios. This
seems like the perfect opportunity. Can one of our Canadian members
take on the job of organizing a lunch or some other sort of gathering
at this show? Also, Ford is looking for 48-50 F1 owners for the
show, please read this if you have one and can attend.

- -Ken Payne
CoAdmin, Ford Truck Enthusiasts
http://www.ford-trucks.com

On Sunday August 16th, 1998 the All Ford Reunion is being held at
the Ford of Canada head office between 9:00 and 3:00. This is an annual
event that is open to all stock Ford vehicles up to and including the
1978 model year. This year being the 50th anniversary of the F-series,
the reunion committee would like to have a 1948 F1 at the reunion, but
so far have had no luck in finding one in southern Ontario. I talked to
a member of the committee, a 49 or 50 would be great as well. For more
information, contact Martin Brugmans at (905)-844-1952. Trophies are
given for class winners, winners are determined by participant's votes.

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Date: Sun, 07 Jun 1998 22:55:52 -0400
From: Stacy Fisher
Subject: FTE 80-96 - Changing TFI-IV to a Duraspark II Ingition System

Special Thanks to everyone who responded to my 460 oil pan/ dipstick
question. I appreciate your remarks. I have noticed that we have a few 300
six fans here. Guess what? Then engine that I am taking out and going to
replace with a 460 is a 300 six. The inline six is a good tough engine,
almost impossible to blow up, I believe, but I've never been happy with it.
Now that this truck is more of a toy than a daily driver, I've decide to
change it with something a little bigger.

Anyway, the 300 six has a TFI-IV ingition system (Distributor mounted
ignition module) with a feedback control carburetor system, and I'm going to
be changing it a Duraspark II. I was wondering if anyone has ever done
this, and if they could recommend the best and easiest way of doing it?

Thanks,

Stacy, sfisher mci2000.com

'84 Ford F-150 4x4

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Date: Sun, 07 Jun 1998 22:56:12 -0400
From: Ken Payne
Subject: FTE 80-96 - FTE in V8 Times Magazine

V8 Times did a 1/2 page write up about in their May/June issue!
Anyone interested can order a copy from:

Linda McDonald
V8 Times
1752 Darwin Ave.
Livermore, CA 94550 or they can be ordered via FAX and credit card numbers
from her at (925) 447-2920

Later,
Ken Payne
CoAdmin, Ford Truck Enthusiasts
http://www.ford-trucks.com
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Date: Sun, 07 Jun 1998 20:26:27 -0700....


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