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80-96-list Digest Wed, 14 Jun 2000 Volume: 2000 Issue: 114

In This Issue:
Re: Proper Fuel Pressure
Re: Proper Fuel Pressure
Re: Drivetrain upgrades, please help!!
Re: Q3
Re: new tires
Re: Q3 - high output engine or not?
Re: Q4 - fuel sender unit question
Need a new rear axle
Re: Q3
ADMIN: Web site updates
Re: Q3 - high output engine or not?
running fat

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

From: Fred Moreno dualcurve.com>
Subject: Re: Proper Fuel Pressure
Date: Wed, 14 Jun 2000 11:29:20 -0600



Chris Wrote:

i'll keep at it. i can't figure out what's up with my code reader. it
doesn't seem to initiate the test, the sensors & relays do not cycle and
teh light and tone stay steady. just another opportunity to resolve an
issue.

Hey Chris,

I hear you on the code reader delemma, email me directly with a fax number
and I will send you a one page sheet on how to pull the codes out using a
high-tech jumper wire in your diagnostic connector. This will always work
and if you pull a 111 code then the computer 'recognizes' no problem - note
the careful wording I used.

Phred KD5AQB
1995 4X4 5.0L, 5 speed with a Big BBQ bottle in the bed!



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

From: FLR150 aol.com
Date: Wed, 14 Jun 2000 13:38:15 EDT
Subject: Re: Proper Fuel Pressure

In a message dated 6/14/00 1:34:57 PM Eastern Daylight Time,
fmoreno dualcurve.com writes:

<< 1995 4X4 5.0L, 5 speed with a Big BBQ bottle in the bed!
>>

Phred,
Just a question but I assume, like the N2O that I use, that the gas bottles
have to be kept at a low temp/pressure level as not to endanger you, the
truck, or the feeding system. Do you have a cover over it? or is the Propane
not like the Nitrous?
Later,
Wayne Foy
NLOC #484
94 Flareside SC
1999 Fun Ford Weekend
Racing series
#2 Top Truck
Atlanta GA

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

From: "Dave Resch" sybase.com>
Date: Wed, 14 Jun 2000 12:42:14 -0600
Subject: Re: Drivetrain upgrades, please help!!

>From: "Kyle Goley" hotmail.com>
>I was going to get the 351W, but a buddy
>of mine had the 400 and the 4 speed and
>he sold them both to me for $75.

Yo Kyle:

Sell the 400/tranny to someone else. At $75 into it, you should easily get your
money back.

If you want a quick (and easy) fix to your problem, get a replacement 5.0
that'll plug-n-play. If you really want to change engines, get a 5.8 (351W),
since that will bolt up to your existing tranny. If you want to convert from
EFI to carb (on the 351W), you'll have to change your truck's fuel system.
Another thing to consider in changing engines is the EEC computer
By far, the quickest and easiest thing to do is just replace the 5.0 you have
now w/ the same engine type. That may also be the cheapest option.

I am not an expert on the 5.0/5.8 small blocks, but I'm sure there are people on
this list who can help you more w/ those questions.

If you're really serious about using the 400 (i.e., willing to give up any hope
of a quick and inexpensive conversion), I can give you a little more advice, but
I am not an expert on the later model trucks (post-'86) either.

Good luck.

Dave R (M-block devotee)



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

From: Fred Moreno dualcurve.com>
Subject: Re: Q3
Date: Wed, 14 Jun 2000 14:17:02 -0600

chris h wrote:

3 - I also seem to be running fat. are there any recommendations on how
to lean it out. I have it advanced as far as I can go and run premium.
I did run a mix of 80% of 93 & 20% of 112. this seemed to help a bit, but
is there a way to adjust or tune the air/fuel mixture without having to
get a complete custom eec tune? Might the o2 sensor cause this problem?

Nephew Phred wakes up (Thank you Uncle Les):

In your case there are two methods I can think of to reduce the fuel
intake.
1) drop your fuel pressure and
2) get lower fuel flow rated injectors.

The O2 sensor only reports to the PCM what it sees, its the PCM that
actually tell the injectors when to activate and for how long. If you are
indeed running rich then you are accelerating the degredation of your
catalyst and your O2 sensor. A plugged cat is going to cause you restriction
which is the last thing you want.
If your Engine Coolant Signal is insufficient (by the PCM's opinion and not
anyone else's...) then the PCM will force the mixture rich because it will
want to hurry up and light off the cat, O2 sensor, and get the engine to
normal operating temp ASAP.
Typical ECT voltage for most EFI Fords is around 0.7 Volts to 0.9 Volts.
Anything significantly higher than that will certainly lead the PCM to
believe your engine is not completely warm. On later 90's trucks this signal
is on the Lt. Green/Red wire found on the ECT sensor, for the sensor
location see the aluminum thermostat housing. Careful because the Inlet Air
Temperature sensor is relatively close to this area and is essentially the
same sensor with different color wires. It measures the temp of the air
inside the intake plennum.

I am curious as to why the blend of gasoline? Have you bumped up the
compression to 14:1 more or less? Installed a "performance" chip?

Here I go again asking more questions than answering, sorry Chris, but
maybe someone else will see something I am missing.

Phred
1995 4X4 5.0L, 5 speed and 181K miles.


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

From: 2insaneexcite.com
Date: Wed, 14 Jun 2000 13:29:29 -0700 (PDT)
Subject: Re: new tires

--------------------------
A little while ago i saw someboey say that
the biggest tires you could fit stock would be 31x10.5. my question is that

true and if yes will they fit on my stock rims. If i can go a little bigger

how much?
----------------------------------
I have 31x10.5 on my 89 f-150 4x4. i got different rims to put them on, but
they were still the stock size. i think i could still fit 32x 11.5 on my
truck and would go back and do it if i could. 33s might be too big. to put
those on you should get a lift or have a stiff suspension.

DK





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

From: kb9odg.markjuno.com
Date: Wed, 14 Jun 2000 17:24:25 -0500
Subject: Re: Q3 - high output engine or not?

So how can you do that with the plug wires off? I took everything off
the engine to rebuild it, so no wires.

- Mark


>
> Easiest way is firing order. The 302 HO have same sequence as 351W
> motors.
>
> The standard 302 does not.
>
> Bob
>
>
> kb9odg.markjuno.com wrote:
>
> > Ok, how would one determine whether or not an engine (5.0L) is a
> high output
> > engine or not? I'm trying to rebuild one and Napa needs to know
> which
> > engine it is. How can I tell? Thanks for all the help !!!!
> >
> > - Mark Reimers KB9ODG
________________________________________________________________





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

From: kb9odg.markjuno.com
Date: Wed, 14 Jun 2000 17:22:26 -0500
Subject: Re: Q4 - fuel sender unit question

But the fact that they are both acting up in the same way makes me
believe it is something else. No?

- Mark

>
> Yep, sounds more like the sender if it reads differently on front or
> back.
>
> Bob
>
>
> kb9odg.markjuno.com wrote:
>
> > I forgot my last question. My gas guage really doesn't like to go
> down
> > to the E side of things. It will go down, then jump back up, and
> gown
> > down a little, jump really high, and do that the entire time.
> What I'd
> > like to know is what will the guage do if the wires are shorted
> together
> > vs. what would the guage to if the wires were open circuited?
> >
> > It does this for both tanks, but what is wierd is that the rear
> tank,
> > when full, reads at the F where it should. HOWEVER, the front
> tank, when
> > full, reads pegged. And then as the level goes down, they behave
> as
> > described above. The needle always goes up, never down. Oh, I
> did put
> > an new gas tank on the rear last year, but didn't do anything
> about the
> > sender, should I have?
> >
> > - Mark Reimers KB9ODG
________________________________________________________________





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

From: "James" colstate.edu>
Date: Wed, 14 Jun 2000 20:36:40 -0500
Subject: Need a new rear axle

I've got a 1989 F150 with 3.08 diff gears and I want to change to
3.55 gears so I can run 32" tires. My local pull a part never has
any trucks but they do get Ford vans occasionally. Does anyone know
if the 1/2 ton van axles would bolt up to the truck springs. I
really don't want to get into welding new spring perches and shock
mounts.

Thanks,
James Hiers




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

Date: Wed, 14 Jun 2000 20:45:37 -0400
Subject: Re: Q3
From: chris hinckley juno.com>

hi ya phred,

it's a long story but here goes. i rebuilt the 351w to a 393 stroker
.030 over. I converted from speed density to mass air using the FMS mass
air conversion kit which includes a new pcm calibrated for the 30lb
injectors and 80mm mass air sensor. i have the gt40 heads w/fms 1.6
roller rockers as well as gt40 upper & lower intakes. i'm running a comp
4x4 extreme cam with 110 deg lobe separation. I'm using 10:1 aries forged
pistons & alum h beam connecting rods. the crank assy was internally
balanced. heads were decked aprox .010. i'm also using a 65mm throttle
body and a Paxton fuel pressure regulator. i had to install an inline
bbk fuel pump to feed enough fuel (maybe too much). i'm using the
factory fuel rail. this isn't the entire list, but well enough.

i have checked my fuel pressure with vacuum it was at 32 psi, i was told
to drop it a pound or two. i'll try this and see what happens. i'm
taking a break as i type from changing the #4 valve stem seals. while
doing so i noticed the spacer i have between the upper & lower intakes
has much gas absorbed in it. about the only thing i can think of is the
pressure, but your note about the temp may be valid as well. i installed
all new sensors but i'll give it a check.

cheers

On Wed, 14 Jun 2000 14:17:02 -0600 Fred Moreno dualcurve.com>
writes:
> chris h wrote:
>
> 3 - I also seem to be running fat. are there any recommendations on
> how
> to lean it out. I have it advanced as far as I can go and run
> premium.
> I did run a mix of 80% of 93 & 20% of 112. this seemed to help a
> bit, but
> is there a way to adjust or tune the air/fuel mixture without
> having to
> get a complete custom eec tune? Might the o2 sensor cause this
> problem?
>
> Nephew Phred wakes up (Thank you Uncle Les):
>
> In your case there are two methods I can think of to reduce the
> fuel
> intake.
> 1) drop your fuel pressure and
> 2) get lower fuel flow rated injectors.
>
> The O2 sensor only reports to the PCM what it sees, its the PCM
> that
> actually tell the injectors when to activate and for how long. If
> you are
> indeed running rich then you are accelerating the degredation of
> your
> catalyst and your O2 sensor. A plugged cat is going to cause you
> restriction
> which is the last thing you want.
> If your Engine Coolant Signal is insufficient (by the PCM's opinion
> and not
> anyone else's...) then the PCM will force the mixture rich because
> it will
> want to hurry up and light off the cat, O2 sensor, and get the
> engine to
> normal operating temp ASAP.
> Typical ECT voltage for most EFI Fords is around 0.7 Volts to 0.9
> Volts.
> Anything significantly higher than that will certainly lead the PCM
> to
> believe your engine is not completely warm. On later 90's trucks
> this signal
> is on the Lt. Green/Red wire found on the ECT sensor, for the sensor
> location see the aluminum thermostat housing. Careful because the
> Inlet Air
> Temperature sensor is relatively close to this area and is
> essentially the
> same sensor with different color wires. It measures the temp of the
> air
> inside the intake plennum.
>
> I am curious as to why the blend of gasoline? Have you bumped up
> the
> compression to 14:1 more or less? Installed a "performance" chip?
>
> Here I go again asking more questions than answering, sorry Chris,
> but
> maybe someone else will see something I am missing.
>
> Phred
> 1995 4X4 5.0L, 5 speed and 181K miles.
>
> ==========================================================
> To unsubscribe, send email to: listarford-trucks.com with
> the words "unsubscribe 80-96-list" in the subject of the
> message.
>

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

Date: Wed, 14 Jun 2000 20:44:15 -0400
From: Ken Payne ford-trucks.com>
Subject: ADMIN: Web site updates

Ford Truck Enthusiasts web site updates:
http://www.ford-trucks.com

June 14:
Pictorial additions: 1955 F100, 1969 F250 4x4 Crew Cab, 1970 F250 Sport Custom 4x4, 1978 F150 4x4, 1999 Ranger

June 11:
Pictorial additions: 1966 F100, 1977 F250 Highboy, 1978 F150 Custom, 1988 F250

Later,
Ken Payne
Admin, Ford Truck Enthusiasts


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

Date: Wed, 14 Jun 2000 18:54:20 -0700
From: Chris McKinnon cnx.net>
Subject: Re: Q3 - high output engine or not?

>So how can you do that with the plug wires off? I took everything off
>the engine to rebuild it, so no wires.
>
>- Mark
>
>
It might be stamped on the intake manifold somewhere.
Chris


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

Date: Fri, 16 Jun 2000 14:46:05 -0400
Subject: running fat
From: chris hinckley juno.com>

I believe i posted earlier that i'm running fat with the new stroker. so
i went and bought a pretty good injector continuity tester and fuel
pressure gauge. i checked the pressure with no vacuum and came up with
39psi (within range). I hooked up the vacuum and still 39 psi. I
figured the psi should have dropped some due to the vacuum. I have
vacuum pulling through the hose going to the regulator so i check to see
what's up. it looked as though the vacuum line had a 90 which had it
effectively pinched off. with no vacuum to the regulator could this
create a rich condition? i do not seem to be getting the black plum
today.

this leads me to my next question, i'm using a steel braid sleeved rubber
vacuum line, does anybody know of a source for factory like custom vacuum
lines?

thanks much,
chris h

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

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