Please do not repost, forward or otherwise publish messages
contained in these archives without consent from the respective
author(s). These archives may not, in whole or part, be stored on
any public retrieval system (FTP, web, gopher, newsgroup, etc.) by
individuals or companies, without consent of the respective authors.

Received: with LISTAR (v0.128a; list 80-96-list); Wed, 03 May 2000 11:58:45 -0400 (EDT)
Date: Wed, 03 May 2000 11:58:45 -0400 (EDT)
From: Ford Truck Enthusiasts List Server ford-trucks.com>
To: 80-96-list digest users ford-trucks.com>
Reply-to: 80-96-list ford-trucks.com
Subject: 80-96-list Digest V2000 #77
Precedence: bulk

==========================================================
Ford Truck Enthusiasts 80-96 Truck Mailing List

Visit our web site: http://www.ford-trucks.com

To unsubscribe, send email to: listar ford-trucks.com with
the words "unsubscribe 80-96-list" in the subject of the
message.
==========================================================

------------------------------------
80-96-list Digest Tue, 02 May 2000 Volume: 2000 Issue: 077

In This Issue:
MSD TFI Coil
Re: high miles
Re: heavy clutch
Re: high miles
F-250: curiouser and curiouser
F-250: curiouser and curiouser
F-250: curiouser and curiouser
F-250: curiouser and curiouser
Re: high miles
famous ford steering issue
460 restrictor plate
Re: 460 restrictor plate
Re: 460 restrictor plate
Re: MSD TFI Coil
Re: 460 restrictor plate
More oomph at road speed?
Re: More oomph at road speed?
Air Bag Code & small bell sound
Re: Air Bag Code & small bell sound
Re: high miles
Re: 460 restrictor plate
Re: high miles
Re: high miles
Re: high miles
Re: high miles
Re: 460 restrictor plate
Re: 81F150,300I6,4x4,swb
Re: Owner's Manual
EFI 460 restrictor testing

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

From: "Tom Higgins" samaritan.edu>
Subject: MSD TFI Coil
Date: Tue, 2 May 2000 10:17:31 -0700

Greetings all,

Last night I replaced my stock coil (96 302/auto) with an MSD TFI. Took
about
twenty minutes since I was to lazy to bring the sockets out to the truck and
had to
make three drips to get the right sizes. Anyway, the darn thing bolts in to
the stock
location with no difficulty but I do have one concern. The original coil
had a "ridge"
for the clip/catch on the coil wire so that it does not vibrate loose off of
the coil. The
MSD does not have this ridge. It was a simple matter to remove the "clip"
from the
coil wire but I'm concerned. If this clip needed to be there in the first
place, doesn't it need
to be there now? Is that wire going to vibrate loose and leave me with a
dead truck
at 70 mph? Has anyone had this happen? Do I need to rig something to
prevent this from happening?

On the performance side. It certainly FEELS like it idles smoother, gets
going quicker,
and needs less peddle to maintain highway speeds than it did yesterday. Of
course, this
is just impression.

Thanks for any thoughts.


Tom (in Phoenix)






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

Date: Tue, 2 May 2000 13:20:30 -0700
From: Chris McKinnon cnx.net>
Subject: Re: high miles

>I swapped a ZF 5 speed in place of a T18 for a customer in an 88 Bronco. It
>was pretty straight forward. I can't imagine much difference with an
>earlier truck.
> Jason
>
>chuck sanborn wrote:
>
Anyone know where I can find a good price on a ZF or M5OD? I think a 5 speed
would be a good improvement for the truck (overdrive would be nice, I turn
about 3K on the highway!)
Chris
'84 F150 w/ original rust!
351W on propane
NP 435
NP 208 3.50LS
292K Km


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

From: "Serian" flashmail.com>
Subject: Re: heavy clutch
Date: Tue, 2 May 2000 16:30:52 -0400

> (surprise as my76F1002x4 clutch is hydraulic)

To my knowledge, this is not factory stock, but it
wouldnt be all that hard to swap in a hydraulic
setup from a newer vehicle into an older one; just
uses a different bell housing (one with a mount for
the slave hydraulic cylinder) and a different clutch
assembly (to push a rod/piston on the other side
of the firewall instead of pulling/pushing a solid
rod).

> requires so much effort that the engine moves slightly
> when the clutch is disengaged (pushed down).
> There does not seem to be room for adjustment on the
> adjustment lever.
> Is this normal or does this need fixing?

I considered converting my '83 F150 to
hydraulic, as it has one heck of a powerful clutch
spring, but I decided against it. From what I can tell,
it is perfectly normal for it to be that strong.



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

From: Scrangler83 aol.com
Date: Tue, 2 May 2000 18:44:01 EDT
Subject: Re: high miles

guy i work with has 236k on his Diesel F250 4 spd.. and it tows all the time
pretty much.. i dont understand that engine.. it has never been rebuilt even

Tom

(it is gettin sorta bad however)

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

Date: 2 May 00 15:46:50 PDT
From: Tim Clevenger usa.net>
Subject: F-250: curiouser and curiouser

Hi all,

Now things are getting a bit more hairy. Here's a summary of yesterday.
Sorry about the verbosity.

8:00am: Loaded the truck ('85 F-250, 460, T-18) with trash to take to the
dump. Got it started by just using a crack of throttle to keep from flooding
it. Outside temperature is in the high 40's or low 50's. Drove to the dump
(5

____________________________________________________________________
Get free email and a permanent address at http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.netaddress.com/?N=1

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

Date: 2 May 00 15:51:50 PDT
From: Tim Clevenger usa.net>
Subject: F-250: curiouser and curiouser

Hi all,

Now things are getting a bit more hairy. Here's a summary of yesterday.
Sorry about the verbosity.

8:00am: Loaded the truck ('85 F-250, 460, T-18) with trash to take to the
dump. Got it started by just using a crack of throttle to keep from flooding
it. Outside temperature is in the high 40's or low 50's. Drove to the dump
(5 miles), backed in, unloaded trash, restarted without a hitch, drove one
block to another building, went in for a few minutes, came out, started it
without a hitch, drove home. After about 5 minutes, took the kids to the bus
stop. It started without a hitch.

9:00am: Drove down the "hill" (from 6,500 feet to about sea level), dropped
it off to have new rear brakes put on (axle seals failed, contaminating the
pads.) I stopped at a stoplight in Riverside on the way to the brake plac

____________________________________________________________________
Get free email and a permanent address at http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.netaddress.com/?N=1

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

Date: 2 May 00 15:58:32 PDT
From: Tim Clevenger usa.net>
Subject: F-250: curiouser and curiouser

Hi all,

Now things are getting a bit more hairy. Here's a summary of yesterday.
Sorry about the verbosity.

8:00am: Loaded the truck ('85 F-250, 460, T-18) with trash to take to the
dump. Got it started by just using a crack of throttle to keep from flooding
it. Outside temperature is in the high 40's or low 50's. Drove to the dump
(5 miles), backed in, unloaded trash, restarted without a hitch, drove one
block to another building, went in for a few minutes, came out, started it
without a hitch, drove home. After about 5 minutes, took the kids to the bus
stop. It started without a hitch.

9:00am: Drove down the "hill" (from 6,500 feet to about sea level), dropped
it off to have new rear brakes put on (axle seals failed, contaminating the
pads.) I stopped at a stoplight in Riverside on the way to the brake place
(about 45 miles away), and after about 30 seconds of sitting at the light, the
engine died. Cranked until the battery was dead (less than 30
seconds--battery was shot.) Jumped it, finally got it started after another
30 seconds of cranking. Drove to the shop, had them replace battery and
brakes.

12:00pm to 2:00pm: Shop started it cold, drove it into the bay, replaced the
brakes, started it (pretty much) cold, and backed it back out of the bay. No
problems.

4:00pm: Picked it up at the shop. It coldstarted without a problem, again,
with only a bit of throttle. Drove fine through some stop-and-go traffic,
until I reached Highland (about 30 miles away.) In Highland, I pulled it in
and filled the nearly empty front tank with fresh gas (rear has about 3/4 tank
of 6-month old gas.) Started in the gas station without a problem. Drove on
front tank to see if the gas was the problem, and it died at another
stoplight. (Actually, coasting to the stoplight.) After a couple of minutes
of cranking, we gave up and came back 10 minutes later. It then started after
a couple more minutes of cranking.

Got it up to the top of the hill (again, 6,500 feet, no stumbling at all, rode
in fourth gear at 50mph on a steep incline with only light throttle.) Got to
the turnoff at the top of the hill. It died at the stoplight. Pushed it out
of traffic (at 5,140 pounds tare weight, sheesh.) Cranked on and off for 5
minutes; no luck, even when switching tanks. Came back 30 minutes later,
still no go. Cranked it until the battery started slowing and went home.

Today; 8:00am: Gave it full throttle, and it started right up after 5 seconds
of cranking and idled fine by itself.

So, I'm stuck here. When it runs, it runs beautifully, but when it dies, it
dies completely. Am I getting vapor lock, and if so, how can I fix that?
I'll be checking out the choke tonight (thanks for the info, flagship), and
the plug wire boots are a bit worn, so I'll go through and replace plugs,
wires and cap/rotor. I'll also check out the PCV and fuel filter. It runs
cold (it barely lifts off the needle and generally dies as it's going into the
bottom of the normal range), so the thermostat is also on my list. Are there
any other sensors/advances/valves that I can check out? Does it use
mechanical pumps or electric pumps?

Thanks.

Tim

----------------
Date: Mon, 01 May 2000 15:36:50 -0400
From: flagship worldnet.att.net>
Subject: Re: Hello, "new" F-250 and a choke issue

Tim,

Next time the engine is cold, take the air cleaner off so you can see
the carb area. The choke should be wide open. Have someone depress
the gas pedal one time. The choke (butterfly plate) should snap
closed. Now, crank the engine. There is a small device called a choke
pull off (or choke vacuum diaphram) that is on the side of the carb.
Watch it as your friend starts the motor. As soon as it starts or even
cranks a while, it should open the choke just a little. If it does not,
the engine floods or smokes real bad until the engine warms and opens
the choke. If the rod coming out of the choke pull off moves but does
not open the choke, then you need only adjust the linkage by putting
bends in the linkage to shorten the rod thereby pulling more when it
moves. If the rod doesn't move at all, either it lost it's vacuum
source (disconnected or rotted hoses) or the part needs to be replaced
(just a few dollars as I recall). Hope this helps.


____________________________________________________________________
Get free email and a permanent address at http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.netaddress.com/?N=1

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

Date: 2 May 00 15:59:41 PDT
From: Tim Clevenger usa.net>
Subject: F-250: curiouser and curiouser

Hi all,

Now things are getting a bit more hairy. Here's a summary of yesterday.
Sorry about the verbosity.

8:00am: Loaded the truck ('85 F-250, 460, T-18) with trash to take to the
dump. Got it started by just using a crack of throttle to keep from flooding
it. Outside temperature is in the high 40's or low 50's. Drove to the dump
(5 miles), backed in, unloaded trash, restarted without a hitch, drove one
block to another building, went in for a few minutes, came out, started it
without a hitch, drove home. After about 5 minutes, took the kids to the bus
stop. It started without a hitch.

9:00am: Drove down the "hill" (from 6,500 feet to about sea level), dropped
it off to have new rear brakes put on (axle seals failed, contaminating the
pads.) I stopped at a stoplight in Riverside on the way to the brake plac

____________________________________________________________________
Get free email and a permanent address at http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.netaddress.com/?N=1

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

From: "Mike Miller" blackfoot.net>
Subject: Re: high miles
Date: Tue, 2 May 2000 17:35:32 -0600


-----Original Message-----
From: Scrangler83 aol.com aol.com>
To: 80-96-list ford-trucks.com <80-96-list ford-trucks.com>
Date: Tuesday, May 02, 2000 4:52 PM
Subject: [80-96-list] Re: high miles


:guy i work with has 236k on his Diesel F250 4 spd.. and it tows all the
time
:pretty much.. i dont understand that engine.. it has never been rebuilt
even
:
:Tom
:
:(it is gettin sorta bad however)


I have an 85 F250 xcab 4x4 6.9 diesel with banks turbo with 221k on it that
I use to tow 8000 lbs with. It could use a rebuild - goes through a qt of
oil about every 200 miles. Gets about 18 mpg hiway and 11 towing.

mike miller


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

From: "Greg and Tanya" telusplanet.net>
Subject: famous ford steering issue
Date: Tue, 2 May 2000 17:37:46 -0600

Hey folks,
New to the list as I just purchased this mint 1989 F150 2wd ext cab s/b.
Noticed that the steering is kinda loose going over bumps. Pulls
immediatley to the opposite side where I hit the bump. Got the tie-rod
replaced as it was loose on the drivers side, but still seems to wander.
New tires just purchased. I noticed that previous Fords that I have
purchased all have had the same problem. Is there a "Ford" flaw that I
should be looking at first or is it just simply shocks? Shocks are not
leaking.

thanks,

Greg
Calgary, Alberta....Canada


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

Date: Tue, 02 May 2000 19:42:43 -0400
From: James Oxley thecore.com>
Subject: 460 restrictor plate

Hey all

Just curious why ford put those 1" resrictors in the intake tubes on my
95 460. I assume taking them out will free up some HP and possibly kill
some low end?? Anyone mess with these?

OX

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

From: "Norm" dahorse.org>
Subject: Re: 460 restrictor plate
Date: Tue, 2 May 2000 19:17:16 -0500

Well OX....those plates are pretty touchy.....(like the hub caps) if ya
don't get it just right........... *grin*

Norm


> Hey all
>
> Just curious why ford put those 1" resrictors in the intake tubes on my
> 95 460. I assume taking them out will free up some HP and possibly kill
> some low end?? Anyone mess with these?
>
> OX


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

From: FULSZBRONC aol.com
Date: Tue, 2 May 2000 20:24:15 EDT
Subject: Re: 460 restrictor plate

luxjo thecore.com writes:

<< Just curious why ford put those 1" resrictors in the intake tubes on my
95 460. I assume taking them out will free up some HP and possibly kill
some low end?? Anyone mess with these?

OX >>

Yup, I've seen several times these ''restrictors'' have been tinkered
with.... all with negative results. There're in there to control the airflow
and removing they can cause several different symptoms - depending on the
application - ranging from idle quality problems to surging and high RPM
power loss. It appears to be one of those cases where the engineers actually
knew what they were doing.

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

From: FLR150aol.com
Date: Tue, 2 May 2000 21:20:28 EDT
Subject: Re: MSD TFI Coil

In a message dated 5/2/00 1:20:03 PM Eastern Daylight Time,
Thigginssamaritan.edu writes:

<< Last night I replaced my stock coil (96 302/auto) with an MSD TFI. Took
about
twenty minutes since I was to lazy to bring the sockets out to the truck and
had to
make three drips to get the right sizes. Anyway, the darn thing bolts in to
the stock
location with no difficulty but I do have one concern. The original coil
had a "ridge"
for the clip/catch on the coil wire so that it does not vibrate loose off of
the coil. The
MSD does not have this ridge. It was a simple matter to remove the "clip"
from the
coil wire but I'm concerned. If this clip needed to be there in the first
place, doesn't it need
to be there now? Is that wire going to vibrate loose and leave me with a
dead truck
at 70 mph? Has anyone had this happen? Do I need to rig something to
prevent this from happening?

On the performance side. It certainly FEELS like it idles smoother, gets
going quicker,
and needs less peddle to maintain highway speeds than it did yesterday. Of
course, this
is just impression.

Thanks for any thoughts.


Tom (in Phoenix)

>>
Tom,
Nope. You wont have to worry about that. The stock plug wire has a bubbled
out piece on the connector to "clip" into the ridge on the inside of the coil
socket. I have one of these on mine and have never had the problem you are
worried about.
Later,
Wayne Foy
94 Flareside SC
1999 Fun Ford Weekend
Racing series
#2 Top Truck
Atlanta GA

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

Date: Tue, 02 May 2000 21:55:53 -0400
From: James Oxley thecore.com>
Subject: Re: 460 restrictor plate



FULSZBRONCaol.com wrote:
>
> luxjothecore.com writes:
>
> << Just curious why ford put those 1" resrictors in the intake tubes on my
> 95 460. I assume taking them out will free up some HP and possibly kill
> some low end?? Anyone mess with these?
>
> OX >>
>
> Yup, I've seen several times these ''restrictors'' have been tinkered
> with.... all with negative results. There're in there to control the airflow
> and removing they can cause several different symptoms - depending on the
> application - ranging from idle quality problems to surging and high RPM
> power loss. It appears to be one of those cases where the engineers actually
> knew what they were doing.

Wonder why Banks does it then. See step 26.

http://www.ford-trucks.com//lc/lc.php?action=do&link=http://dis.dieselpage.com/download/96352.pdf

OX

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

From: "Al Powell" home.com>
Subject: More oomph at road speed?
Date: Tue, 2 May 2000 21:20:47 -0600

A question for the group's wisdom....

I have a 1993 F-150, 351 V-8 4x4, E40D trans, 109K miles. The truck runs
like a watch, burns no oil and drives well. The only reservation I have is
that in running up and down I-25 to Denver, there just isn't much oomph
available about 65-75 mph when I need a kick in traffic. Acceleration is
pretty slow.

I know this is a big square body to push thru the air, so maybe the wind
resistance is just too high to expect much acceleration in the 65+ speed
range. However, it seems like a 351 ought to have more kick left at that
speed.

Does anyone have suggestions on how I can improve acceleration at that
speed? I've thought about dropping the stock muffler and putting in a
freeer-flowing unit, as the engine may not be breathing as well as it could.
Heck, maybe the cat converter is constricting the exhaust flow...could be at
109K miles.

Comments are welcome, especially from those who've BTDT. Thanks.
++++++++++++++++++++++++++++++++++++
Al Powell, Fort Collins, CO
'58 Fiat 1200 Spyder "Transformabile"
'83 Datsun 280ZXT
'90 Audi 200
'93 F-150 4X4
New email address: powellaehome.com
++++++++++++++++++++++++++++++++++++



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

From: FLR150aol.com
Date: Tue, 2 May 2000 23:59:43 EDT
Subject: Re: More oomph at road speed?

Al,
Of course, you are right on the money with the exhaust idea. Also a K and N
drop in replacement filter will help out too. And a chip would be advisable,
along with a shift kit for the transmission.

The chip will help reprogram your trucks computer to have different
characteristics at wide open throttle (WOT) and give you more power across
the operating range of the truck. You can contact Chris in technical at
Superchips (407) 260-0838 and tell him I sent you.

The drop in filters cost about $50 but they are lifetime guaranteed,
following the manufacturers cleaning and maintenance schedule.

The cat back exhaust is available from Gibson, Borla, Bassani, Dynomax,
Flowmaster and probably a few others. They are all direct bolt on
replacements and any decent muffler shop should put it on for no more than
$100-$200.

The chip is a self install that will require you to remove the computer from
the drivers side firewall area, sand the protective coating off of a plug
slot, plug it in and put a piece of duct tape on it. It will require about
30-50 miles of varying driving conditions to make it learn its new
programming, but when it does, you'll know the difference.

The shift kit can be bought from Art Carr, Transgo, B&M or Level 10. Level 10
has the kit the Lightning guys all rave over. Pat at Level 10 is the guy you
would want to speak with. I don't have a number on them but do a web search
and all these companies should come up. If you need specific part numbers,
let me know, I have them on file somewhere....

Later,
Wayne Foy
94 Flareside SC
1999 Fun Ford Weekend
Racing series
#2 Top Truck
Atlanta GA

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

From: "Obert, Scott AT3" constellation.navy.mil>
Subject: Air Bag Code & small bell sound
Date: Tue, 2 May 2000 21:37:06 -0700

Hi guys,

I'm new to this list, just bought a 95 F150 about 3 weeks ago. I noticed
the air bag light blinking about 2 weeks ago. At first I only noticed it
when driving on the freeway (over 65 mph) but just tonight I noticed it
while driving slow (about 15 mph). It does it intermittently, this is only
the 4th time I've noticed it in about 2 weeks. It blinks 4 times, then a
pause, then blinks 4 times again. When I start it up, the airbag light
stays on for 5 or 6 seconds then goes out. I read all the previous posts
about the airbag light so I tried to honk the horn while the light was
blinking and it worked. Anybody got an idea of how much this is gunna cost
me?

I also just noticed a couple days ago, a small bell like sound coming from
around my left front tire. It sounds like a small bell ringing a couple
times. I can only hear it with the window down, radio off, and if I push
the clutch in so the engine just idles while I go over a speed bump or
something. I can also hear it if I kick the top of my left front tire. I
tried having a friend kick it while I tried to locate the sound but we
couldn't find it. We took the tire off and checked the brake but that's not
it. I'm thinking maybe the bearings have no grease left. Anybody got a
clue what this could be?

Thanks,
Scott

1995 F150 302
Short Box 4X4

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

From: FLR150aol.com
Date: Wed, 3 May 2000 00:50:08 EDT
Subject: Re: Air Bag Code & small bell sound

In a message dated 5/3/00 12:45:21 AM Eastern Daylight Time,
ObertSconstellation.navy.mil writes:

<< I can also hear it if I kick the top of my left front tire. I
tried having a friend kick it while I tried to locate the sound but we
couldn't find it. We took the tire off and checked the brake but that's not
it. I'm thinking maybe the bearings have no grease left. Anybody got a
clue what this could be?

Thanks,
Scott >>
Scott,
Check the spring retainer nuts, all the suspension parts on that side for
that matter. You may only hear that sound a few more times before something
bad happens. Not trying to scare you just being truthful...something is loose
and that's not good.
Later,
Wayne Foy
94 Flareside SC
1999 Fun Ford Weekend
Racing series
#2 Top Truck
Atlanta GA

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

Date: Tue, 02 May 2000 22:07:14 -0700
From: Jason Derra internetcds.com>
Subject: Re: high miles

Yes

Chuck Sanborn wrote:

> At 08:28 AM 5/2/00 -0700, you wrote:
> >No, the bellhousings are different. You need to look for one equipped
> >with a 6
> >cyl or 302, 351W.
>
> So then, if I find a five speed hooked to a 351W you're saying it will bolt
> to my
> 6 cylinder bellhousing...?
>
> Chuck Sanborn
> Torrance, CA
> 1986 F150 six banger
>
> ==========================================================
> To unsubscribe, send email to: listarford-trucks.com with
> the words "unsubscribe 80-96-list" in the subject of the
> message.




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

From: FULSZBRONCaol.com
Date: Wed, 3 May 2000 00:59:46 EDT
Subject: Re: 460 restrictor plate

<< > luxjothecore.com writes:
>
> << Just curious why ford put those 1" resrictors in the intake tubes on my
> 95 460. I assume taking them out will free up some HP and possibly kill
> some low end?? Anyone mess with these?
>
> OX >>
<< Wonder why Banks does it then. See step 26.
<< http://www.ford-trucks.com//lc/lc.php?action=do&link=http://dis.dieselpage.com/download/96352.pdf >>

Cutting the restrictors off is only PART of a complete Banks modification
involving the exhaust and intake system. Give it a try if you dare. I was
only passing along my observations, which is that going piece-meal on
modifying modern computer controlled systems is a crap-shoot.





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

Date: Tue, 02 May 2000 22:06:11 -0700
From: chuck sanborn deltanet.com>
Subject: Re: high miles

At 10:07 PM 5/2/00 -0700, you wrote:
>Yes

Thanks Jason :-)


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

Date: Tue, 02 May 2000 22:19:24 -0700
From: Jason Derra internetcds.com>
Subject: Re: high miles

The guy that I put that one in for got it from the wrecking yard for $800 plus
his old 4 speed in exchange. It turned out to be a really good deal in the end
though. They gave a full warranty on it that it would work and wouldn't make any
noise. After we installed it and test drove it, we found that it was making some
substantial noise in a couple of gears. We pulled it out (at the wrecking yard's
expense) and sent it to them. They ended up going completely through it with new
bearings, synchros, seals, gaskets and even a new countershaft gear assembly. It
didn't cost the customer a penny. It worked like a champ and didn't make any
more noise.
Jason

Chris McKinnon wrote:

> >I swapped a ZF 5 speed in place of a T18 for a customer in an 88 Bronco. It
> >was pretty straight forward. I can't imagine much difference with an
> >earlier truck.
> > Jason
> >
> >chuck sanborn wrote:
> >
> Anyone know where I can find a good price on a ZF or M5OD? I think a 5 speed
> would be a good improvement for the truck (overdrive would be nice, I turn
> about 3K on the highway!)
> Chris
> '84 F150 w/ original rust!
> 351W on propane
> NP 435
> NP 208 3.50LS
> 292K Km
>
> ==========================================================
> To unsubscribe, send email to: listarford-trucks.com with
> the words "unsubscribe 80-96-list" in the subject of the
> message.




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

Date: Tue, 02 May 2000 22:29:33 -0700
From: Jason Derra internetcds.com>
Subject: Re: high miles

My service truck at work has 350K hard miles on it (84 F250 6.9 4 speed 4x4). I
have run the crap out of it and it just seems to keep going. 100+ mph runs to
broken down trucks, blasting through snow drifts over the hood in a blinding
snowstorm, pull starting 105,000 lbs tractor-trailers, etc, etc. The battery
and the starter were replaced once though :)
Jason

Scrangler83aol.com wrote:

> guy i work with has 236k on his Diesel F250 4 spd.. and it tows all the time
> pretty much.. i dont understand that engine.. it has never been rebuilt even
>
> Tom
>
> (it is gettin sorta bad however)
> ==========================================================
> To unsubscribe, send email to: listarford-trucks.com with
> the words "unsubscribe 80-96-list" in the subject of the
> message.




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

Date: Tue, 02 May 2000 22:43:27 -0700
From: Jason Derra internetcds.com>
Subject: Re: high miles

No problem. If you need any specific information, let me know. I did
it back in 97 so my memory might not cooperate but I'll see what I can
remember.
Jason

chuck sanborn wrote:

> At 10:07 PM 5/2/00 -0700, you wrote:
> >Yes
>
> Thanks Jason :-)
>
> ==========================================================
> To unsubscribe, send email to: listarford-trucks.com with
> the words "unsubscribe 80-96-list" in the subject of the
> message.




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

Date: Wed, 03 May 2000 08:01:23 -0400
From: James Oxley thecore.com>
Subject: Re: 460 restrictor plate



FULSZBRONCaol.com wrote:
>
> << > luxjothecore.com writes:
> >
> > << Just curious why ford put those 1" resrictors in the intake tubes on my
> > 95 460. I assume taking them out will free up some HP and possibly kill
> > some low end?? Anyone mess with these?
> >
> > OX >>
> << Wonder why Banks does it then. See step 26.
> << http://www.ford-trucks.com//lc/lc.php?action=do&link=http://dis.dieselpage.com/download/96352.pdf >>
>
> Cutting the restrictors off is only PART of a complete Banks modification
> involving the exhaust and intake system. Give it a try if you dare. I was
> only passing along my observations, which is that going piece-meal on
> modifying modern computer controlled systems is a crap-shoot.
>

Since I was under there putting in my trans temp guage sender, I
decided to do jus that. Tore the whole thing out (sucking unfiltered
air for now:-(). Drove 10 miles to work. Seems to idle possibly even
slightly better (if anything), defintely no idle or drivability
problems. I'm gong to let Mr G-tech give me some more info at lunch
today :-). So far my first impression is a whole bunch of torque off
idle. Spins the tires much easier. My other first impression is a little
loss in top end (50-70 seemed slower, but who knows), but it's hard to
tell and worth 20 HP loss just for that full throttle intake sucking
grunt!!!, LOL!!!

OX

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

From: Mc Gregor JAMES mossgas.co.za>
Subject: Re: 81F150,300I6,4x4,swb
Date: Wed, 3 May 2000 15:30:19 +0200

I found the banks powerpack download from James Oxley quite interesting ,
the fonts needed some adjusting (S.A paper size differs to the US)but I had
a priint in 15 minutes.

I need a maintenance or workshop manual , complete or in parts for my
vehicle specified above.
Does any body know about a site where I download this from.

James



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

From: Mc Gregor JAMES mossgas.co.za>
Subject: Re: Owner's Manual
Date: Wed, 3 May 2000 15:37:54 +0200

Terrry and Carolyn,

I could not acess the helmsinc.com site , am I the only one.

James



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

Date: Wed, 03 May 2000 12:57:04 -0400
From: James Oxley thecore.com>
Subject: EFI 460 restrictor testing

Hey all

Just got back from testing at lunch. I got conflicting results, but it
looks like the restrictor stays for now. 0-60 and 1/4 mile runs were
done in 4WD to avoid wheelspin off the line. For HP figures I assume
5500 lbs for a 95 F250, 460, auto, 4WD, ext cab, with cap (seem
right??).

Without restrictor (hot air from engine compartment)

40-70-------7.31, 7.37 (did twice since I was using stopwatch)
0-60--------8.91
1/4 ET------17.02 (220 HP)
1/4 MPH-----80.2 (221 HP)

with restrict

40-70-------7.85, 7.90
0-60--------8.51
1/4 ET------16.72 (232 HP)
1/4 MPH-----81.3 (230 HP)

So 0-60 and 1/4 mile time/speed were better with the restrictor, but
40-70 was significantly slower with it. Leads me to think the restictor
does help low end torque, but limits top end somewhat. My seat of the
pants feel this morning was bogus as it was real cool out and at lunch
the real easy wheel spin I getting was not there, restrictor or not.
Only other factor I see is non restrictor tests were sucking hot air
from engine bay, course that did not seem to hurt 40-70 times. One final
note, G-tech reads HI on MPH and I assume 0-60 is a little under the
real value. I've had G-tech at the track and it read high compared to
the tracks values (G-tech ET is dead on, within .01 seconds). Anyone
know the rated HP for a 95, 460.

OX

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

End of 80-96-list Digest V2000 #77
**********************************
----------------------------------------------------------
Ford Truck Enthusiasts 80-96 Truck Mailing List

Send posts to 80-96-listford-trucks.com

If you ever want to remove yourself from this mailing
list, send an email to:

listarford-trucks.com

with the words "unsubscribe 80-96-list" in the subject of
the message.

Visit Our Web Site: http://www.ford-trucks.com
----------------------------------------------------------

....


To access the rest of this feature you must be a logged in Registered User Of Ford Truck Enthusiasts

Registration is free, easy and gives you access to more features.
If you are not registered, click here to register.
If you are already registered, you can login here.

If you are already logged in and are seeing this message, your web browser is blocking session cookies. Change your browser cookie settings to allow session cookies.




Advertising - Terms of Use - Privacy Policy - Jobs

This forum is owned and operated by Internet Brands, Inc., a Delaware corporation. It is not authorized or endorsed by the Ford Motor Company and is not affiliated with the Ford Motor Company or its related companies in any way. Ford is a registered trademark of the Ford Motor Company.