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Received: with LISTAR (v0.128a; list 80-96-list); Sat, 01 Apr 2000 04:33:03 -0500 (EST)
Date: Sat, 01 Apr 2000 04:33:03 -0500 (EST)
From: Ford Truck Enthusiasts List Server ford-trucks.com>
To: 80-96-list digest users ford-trucks.com>
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Subject: 80-96-list Digest V2000 #50
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----- Original Message -----
From: Marv Miller lafn.org>
Are the Helm's still available for this year?
Ford just re-printed 1987 Shop Manuals and 'I GOT MINE'
8^>>..............Mebbe they re-printed the 88's too?? Check out
I've been researching the B&M products available for the AOD as I will be
puting one in my Bronco this summer. They have a cooler, pt#70266 and I
would also suggest a bigger pan, B&M pt#40284. If you want stronger
shifts, then maybe a shift kit. They have different ones. One is the
Shift Improver Kit, B&M pt#40263 which basicly just firms up your shifts
and reduces a little bit of heat due to the less slippage at the bands.
The other one I was looking at was the TransPac, B&M pt#40227 which
basicly gives you more control over when you want to shift the
transmission. Along with giving you even firmer shifts. If I were you,
I would go with the cool, bigger pan, and the Improver kit. This will
give you more fluid with which to run on, provide a cooler running
tranny, and give you better shifts.
Any questions? Feel free to ask.
- Mark Reimers KB9ODG
'66 Bronco 170 I-6, 3-speed, 3.5" suspension lift, 3" body lift, 35"
'87 F-150 XLT 4x2 300 I-6, 4-speed, staduim truck sounding, boring no
> From: Marv Miller lafn.org
> Hi all..... This is an updated re-post, as I didn't get ANY
> response at all from it the
> first time around, and that is so unlike FTE'ers, that I thought I'd
> better ask again.
> Been lurking his list about a month, now. Been over at 61-79 almost
> since the
> beginning, and 48-60 for about a year and a half.
> But I'm gonna' get an '88 F-250 in about a month. 302 EFI and
> automatic (not sure
> - AOD?). 2WD. Anything I need to know special about this one? I
> bookmarked the
> site with the codes, and may order his book after I get the truck.
> Are the Helm's
> still available for this year? Any congenital defects? The only
> thing I'll have to fix
> is the A/C, which has been inop for about three years.
> I'm especially concerned about tranny life. External filter (and
> cooler if it
> doesn't already have one) are first on the list. Anybody know of
> any factory
> (or aftermarket) reliability mods for this trans?
> It has a utility bed, and I'll probably put most of the contents of
> my already
> stuffed garage into it, so it'll be weighted down pretty well. I've
> my lead foot in my old age, and fuel economy is getting to be a
> greater concern
> as time goes on, so the tranny shouldn't see any major abuse, but
> sometimes things
> go wrong that could have been prevented with a little
> Got any?
> '70 F-250 C/S
> (Soon an '88 F-250)
From: "DannyF" ev1.net>
Date: Fri, 31 Mar 2000 10:35:57 -0600
Subject: Re: High Idle
> In my never ending quest to get this cheeply purchased beast smogged so
> I can get it registered to drive I have (this is the 1986 300cu in six)
> Rebuilt and installed the carb.
> Purchased new throttle linkage cable (took care of the "no power"
> Checked every vacuum port *I* could find and....
> Even when warmed up the motor idles at 1200 RPM with the idle adjust
> back alllllllll the way out.
> Any ideas group on how to slow this idle down?
When you say "screws" I get suspicious. Are you fooling w/the idle
MIXTURE screws? There is only 1 idle speed screw(unless your
referring to the fast idle screw also).
Anyway, here are some things to check:
1. Is the timing set correctly?
2. Is the fast idle cam stuck or adjusted correctly?
3. Is the throttle cable adjusted correctly? Try disconnecting it
then starting. Is the idle down now? Posssible not enough spring
4. Vacuum leaks will cause high idle to the point of making carb
Date: Fri, 31 Mar 2000 10:42:49 -0600
From: "Williams, Michael A" lmco.com>
Subject: Performance Exhaust
Folks, a while back there was much discussion on the list regarding cracked
manifolds, headers, header bolts, and the like. Ken Haley provided an
excellent review regarding what to look for in headers and exhaust systems.
In Ken's write-up, he talked about installing a set of stock mustang headers
on his 302 Bronco. He indicated that the stang header does not fit standard
transmission Broncos except those with hydraulic clutch mechanisms. I have
corresponded directly with Ken regarding stang headers for my F250 4WD, Ken
did not have experience with the F-series trucks in this regard.
I am looking for inputs from someone who has used stang headers. Especially
anyone experienced with a 1988 vintage F250 4WD. What type of exhaust
system was used to finish this header installation? Feedback on fit,
function, performance, sound, durability,...
I am looking for inputs from anyone who has purchased aftermarket headers
for a 1988 vintage F250 4WD. What type of header was purchased, what type
of exhaust system was used to finish this aftermarket header installation?
Feedback on fit, function, performance, sound, durability,...
1988 F-250 4WD
From: Fred Moreno dualcurve.com>
Subject: Re: Cutoff Rev Limiter and Trivia?
Date: Fri, 31 Mar 2000 11:19:40 -0700
Tom in Phoenix wrote;
P.S. A question for you and Wayne. I'm going to order my 6AL
soon (96 F150 302/auto). Not that I really anticipate needing it
but what cutoff should I use for the rev limiter?
I agree with Wayne and stick with a 5K RPM chip, assuming that is still
below your red-line. Or even a 4.5 K RPM chip. If you want I can see about
arranging for a 2.5K or 3K RPM chip, you know when your son (if you have
kids) wants to borrow the truck to hang out with his friends....
Thanks about wanting to email my boss (or the CEO), but even if the pope
emailed them, I doubt that would generate the motivation for a payraise.
Hey question to the list since I mentioned the pope;
Mattel makes just about everything in a Hotwheel package, and some of the
guys around here have huge collections on their office walls (mostly racing
teams), so I have emailed them to see if they make a Hotwheels version of
the Pope-mobile... is the Popemobile a Ford?
I can never catch a good glimpse of the vehicle when they show him on the
news in his enclosed bullet-proof whatcha-ma-callit with his famous wave.
Probably a very heavy modified Mercedes-Benz...but... inquiring minds want
to know. I'm not the religious type (at least not involved in any organized
religion), this question just popped up in my entropy laden gray matter
while watching the news, but this would make a great trivia question.
I have a 1985 F350 with a 460 and DuraSpark and I already have the MSD 6A
box. My plan was to install the 6A since I had it already. The sales
information I have read did not make it clear to me that the 8778 would
offer the same advantage of the 6A plus being able to adjust timing on the
fly. I'm hoping that I'm not giving up too much since I would have to
select a compromise ignition timing.
Again, Thank you for all the information.
Since we have had no ability to adjust timing on the fly since what the
20's???? Why worry about it now?
We are gonna put a 6a on Dads 5.8, not as a race item, but to try to
increase driveability and mileage.
About 10 degrees initial, and 30 something overall ought to do it. Why
would that be a compromise???
90 F-350 Crew LB 7.3/E4OD now has Knapheide Utility Body on it, getting
closer to work status.
91 F-150 SC LB 5.8/E4OD Dads
92 F-150 SC SB 5.0/E4OD My work truck, to be sisters.
From: "Dave Harmier" pdq.net>
Subject: Oil. and E4OD again.
Date: Fri, 31 Mar 2000 19:18:17 -0600
On two VERY strong recomendations, 5w-50 Castrol Syntec has been put in the
91, and 92 (soon to be in the 7.3) Said one: "My diesel suburban has lived
well beyond my expectations. My differential quit leaking after putting
synthetic diff lube. My sons engine stopped leaking." I said everything
I've heard said synth. will get out easier. Other guy says "My old Luv
truck (when did they stop making that???) hasn't used any oil since
swapping to synthetic oil in December"
I am still quite sceptical, but Dad heard it and so it's in two trucks
The addition of a service body has made it perfectly clear that the E4OD
behind the diesel is dying. It has torque converter MAJOR Shudder, that a
quick pedal off, and back on will stop, allowing further acceleration.
However at higher speeds in 3rd, or OD, a lot of pedal gets a
SIGH!!!! (STILL!!!! Love the Beast!!!)
90 F-350 crew (the Beast)
91 F-150 sc (Dads)
92 F-150 sc (My work truck, to become sisters when the 90 is done)
Date: Fri, 31 Mar 2000 17:34:32 -0800
From: chuck sanborn deltanet.com>
Subject: Vehicle Fails to Respond
Methinks this is one of those "OH SH**" type things. After doing the
proper EGR valve test, and said test shows the EGR valve do not work,
I goes to my friendly, local Auto Parts Store. John (he's the owner)
has the replacement valve in stock. Then he says, "here, take my
diagnostic scanner for the week-end and really check your truck
After installing the new valve I read the Scanner Book. Then clean
the two connectors on the truck. Then hook it up. Get in the truck,
turn on the key, push the clutch in (per instructions), hit scan, enter
and wait.....code says "Vehicle Fails to Respond". sh**....
Re-do everthing, have the wife come out and jiggle the connectors whilst
I re-run the test. Same result. Repeat...same result. Repeat...same result.
Call my local mechanic who says to try a different scanner and get ready
to buy a new computer.
So, discouraged, I get out my polishing stuff and go to work on the 64
Chuck Sanborn FCA# 07175
1964 Falcon Sprint, 289 w/351W heads, etc
86 F150 300 cu in six banger (Hers)
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