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Date: Tue, 6 May 1997 16:23:16 -0400 (EDT)
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Subject: fordtrucks-digest Digest V97 #96
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fordtrucks-digest Digest Volume 97 : Issue 96

Today's Topics:

Re: Axle Tag Numbers ["Jim" ]
'77 F150 gear ratio [John Strauss
KOEO/KOER code check [John Strauss
Re: RV Cam in a 460 [John Macnamara ]
Holly 1850-2 applactions? [cableeng vt.edu (Douglas Minnick, T]
Greg Hendricks
Re: your mail [Christopher Rogers
Holly 1850-2 applications (ci. ect) [cableeng vt.edu (Douglas Minnick, T]
RE: F150 Hesitation ?? [Phil Conrad
Re: Getting better gas mileage PCV ( ["Harry Jennings"
Re: Getting better gas mileage PCV ( [sdelanty sonoma.net ]
Re: 0-1850 Holly [JIM HURD ]
Re: Getting better gas mileage PCV ( [JIM HURD ]

Administrivia:

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

Date: Tue, 6 May 1997 05:56:24 -0700
From: "Jim"
To:
Subject: Re: Axle Tag Numbers
Message-ID:
Content-Type: text/plain; charset=ISO-8859-1
Content-Transfer-Encoding: 7bit

Sorry that's all I have. My tag is
WDM-AC 2LD
3.25 9 331 A

> WDM-BR 86B
> 2 75 9 385B

I thought If I put them next to each other, they would be
self explanatory! I was wrong "/! I hope you get a better
answer than this!


Jim Strigas jstrigas worldnet.att.net
'73 Ford F100 (302 2bbl C4 Auto Ford 9" 3.25. Daily
driver)
'83 Yamaha XJ900RK (Best Gift of my life! From my best
friends! RSCL)
'77 Buick EstateWagon (Beast of Immense Magnitude!)

These are "The Good Old Days"!
Be Cool Daddy-O B-)>


----------
> From: Kevin Lindstedt
> To: fordtrucks lofcom.com
> Subject: Axle Tag Numbers
> Date: Tuesday, May 06, 1997 4:35 AM
>
> Attention all you number decoders - ;^)
>
> I finally crawled under my truck to read the tag on the
rear axle and wrote
> down the following:
>

>
> I figure the "2 75" is the ratio (good thing too - I got a
thirsty 460) but
> can anyone tell me what the other numbers mean? Do they
describe
> positraction or other such options? Thanks.
>
> Kevin Lindstedt
> 1978 F150 460/C6 Ranger Lariat
>
>
>
_____________________________________________________________
_______
> Message distributed via http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.lofcom.com/
> For help send mail with subject "HELP"
to:fordtrucks-request lofcom.com
> Comments and suggestions are welcome, use:
kpayne mindspring.com

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

Date: Tue, 6 May 1997 08:26:07 -0500 (CDT)
From: John Strauss
To: Ford Trucks List
Subject: '77 F150 gear ratio
Message-Id:
Content-Type: text/plain; charset="us-ascii"

>We received our Ford build sheet today and it said our truck came with a
>3.50 conventional rear axle. We are still not very well educated on axle
>ratios so could someone explain what this means and if it is considered
>high or low?
>
This means the driveshaft turns 3.5 times for every 1 revolution of the
wheels. This is not really high or low - kind of in between.

>Also, we use this truck as a daily driver and light off road. What would
>be a better ratio to have?
>
A 3.08 would give you better MPG most likely but the 3.50 is fine for
general use and will allow you to tow stuff if you need to. Just FYI both
my F150 and my Bronco (my daily drivers) have the 3.55 rear but they do
have OD trannies.

John

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

Date: Tue, 6 May 1997 08:26:08 -0500 (CDT)
From: John Strauss
To: Ford Trucks List
Subject: KOEO/KOER code check
Message-Id:
Content-Type: text/plain; charset="us-ascii"

>Is there some other device in the fuel system that could be causing low =
>pressure, boosters maybe. My truck has a 155" wheel base. Lots of =
>distance for a small electric pump.
>
>Should I just pay for another code check. Anyone know any good places =
>to go in Los Angeles area?
>
You can do this yourself with nothing more than a jumper wire. Call
Classic Motorbooks at 800.826.6600 and order "How to Tune and Modify Ford
Fuel Injection" by Ben Watson for $19.95 which will explain how to get the
codes and what they mean. Or you can probably pick it up at a local
bookstore as well. This book will pay for itself in one use as opposed to
paying a shop to do it for you.

John

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

Date: Tue, 06 May 1997 07:13:27 -0700
From: John Macnamara
To: fordtrucks lofcom.com
Subject: Re: RV Cam in a 460
Message-Id:
Content-Type: text/plain; charset=us-ascii
Content-Transfer-Encoding: 7bit

Abajo, Ed wrote:
>
> >John Macnamara wrote:
> >
> >>My first F250 had an rv cam and it matched up well with the 4.10 ratio.
> >>Currently I have a Supercab with 3.55 gears. When I built my 460 I used
> >>a 260 degree cam so I would have more bottom end with the taller gears.
> >
> Is there any way I can verify that I have an RV cam installed? I assume
> from your lack of comment that there are no tune-up considerations
> involved; ie. the timing and point-gap spark-plug gap all stay the same
> as stock. Is that correct? Thanks for your help.
>
> >Ed Abajo
> >1973 F-250
>
> ____________________________________________________________________
> Message distributed via http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.lofcom.com/
> For help send mail with subject "HELP" to:fordtrucks-request lofcom.com
> Comments and suggestions are welcome, use: kpayne mindspring.com

Ed: I didn't see my response posted so maybe it didn't get through.
There's no real way to tell if you have an rv cam. If you took it out
it wouldn't have any numbers or manufacturer logos to help you identify
it. All I can tell you is that in my first truck with the 4.10 gears
and 260 degree competition cams cam, the truck pulled really good at
freeway speeds towing heavy weights (boats and trailers). It took a
while to get the weight moving but once I was doing 60 mpg nothing would
slow it down. The purpose of the rv cam is to give you the optimun
torque curve at freeway speed (55 mph).

As to tuning. After installing my 460's, I took my trucks to Jennings
Dyno shop here in the San Fernando Valley and had them jet the
carburetor and recurve the distributor. Any time you change
somethinglike a carburetor or cam or heads,etc. The engine is different
and if you want it to run properly it should be fine tuned. Some people
like to do this themselves which is great. I could never in a million
years got my present truck to run as good as it does now with out the
dyno tune. As I mentioned in an earlier post. When the shop finished
the tuneup, my truck was putting out more than 40hp more than a Dodge
V10. Need I say more. To sooth the anti horsepower folks out there, I
would like to make one comment. Horsepower is king, but torque rules
the road. Build your motor for torque, not horsepower and you will be
forever happy!

Just my .02c!

John
78 F250 4X4 Supercab
67 GT500
66 Corvette 427

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

Date: Tue, 6 May 1997 10:22:34 -0500
From: cableeng vt.edu (Douglas Minnick, Television Engr. WD4BSB)
To: fordtrucks lofcom.com
Subject: Holly 1850-2 applactions?
Message-Id:
Content-Type: text/plain; charset="us-ascii"

>Date: Tue, 6 May 1997 09:43:16 -0500
>To:forftrucks lofcom.com
>From:cableeng vt.edu (Douglas Minnick, Television Engr. WD4BSB)
>Subject:Holly 1850-2 applactions?
>
>>X-Authentication-Warning: t3.media3.net: lof set sender to
>>fordtrucks-request lofcom.com using -f
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>>Date: Mon, 5 May 1997 14:26:20 -0500
>>To: fordtrucks lofcom.com
>>From: cableeng vt.edu (Douglas Minnick, Television Engr. WD4BSB)
>>Subject: Unidentified subject!
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>>Reply-To: fordtrucks lofcom.com
>>
>>Holly 1850-2 squair bore, any idia of cfm and application? I have two and
>>would like to install one on a 351w smogger (1980) w/automatic. whatda
>>think?
>>
>>I have inquired on Holly home page, got no answer...help thanks in advance
>>
>>Douglas Minnick, WD4BSB
>>Television Engineer
>>Va Tech University
>>204 Saunders Hall
>>Blacksburg, Va.
>>24061-0307
>>cableeng vt.edu
>>
>>
>>PS: sorry for sending org. message w/o subject listed!!!
>>____________________________________________________________________
>>Message distributed via http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.lofcom.com/
>>For help send mail with subject "HELP" to:fordtrucks-request lofcom.com
>>Comments and suggestions are welcome, use: kpayne mindspring.com
>>
>

Douglas Minnick, WD4BSB
Television Engineer
Va Tech University
204 Saunders Hall
Blacksburg, Va.
24061-0307
cableeng vt.edu

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

Date: Tue, 6 May 1997 14:27:27 +0000
From: Greg Hendricks
To: fordtrucks lofcom.com
Subject:
Message-ID:
Content-Type: text/plain; charset="us-ascii"

I have a 97 Ranger 4x4 Supercab that came with the Premium stereo in it. It
has CD controls but not the 6 disc changer. Does anyone know if an
aftermarket CD-changer would be compatible with the factory stereo? I have
priced the Ford Changer and it costs $460 plus $120 for wiring harness plus
labor. Or maybe does someone know where I could find a used Ford
Changer(junkyard possibly)? Any info would be much appreciated.


Thanks,
Greg Hendricks

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

Date: Tue, 6 May 1997 11:38:32 -0400 (EDT)
From: Christopher Rogers
To: fordtrucks lofcom.com
Subject: Re: your mail
Message-Id:
Content-Type: text/plain; charset=US-ASCII
Content-Transfer-Encoding: 7bit

iCheck out the harness, maybe you can buy it seperately. My bet is that
the changer is made by Pioneer or Sony, and the harness converts the Ford
plugs to what they (Sony or Pioneer) use on their changers. If this works
you could buy the harness from Ford, and the changer from some aftermarket
company.

Chris
carogers mtu.edu
>
> I have a 97 Ranger 4x4 Supercab that came with the Premium stereo in it. It
> has CD controls but not the 6 disc changer. Does anyone know if an
> aftermarket CD-changer would be compatible with the factory stereo? I have
> priced the Ford Changer and it costs $460 plus $120 for wiring harness plus
> labor. Or maybe does someone know where I could find a used Ford
> Changer(junkyard possibly)? Any info would be much appreciated.
>
>
> Thanks,
> Greg Hendricks
>
>
> ____________________________________________________________________
> Message distributed via http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.lofcom.com/
> For help send mail with subject "HELP" to:fordtrucks-request lofcom.com
> Comments and suggestions are welcome, use: kpayne mindspring.com
>

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

Date: Tue, 6 May 1997 12:55:30 -0500
From: cableeng vt.edu (Douglas Minnick, Television Engr. WD4BSB)
To: fordtrucks lofcom.com
Subject: Holly 1850-2 applications (ci. ect) and cfm
Message-Id:
Content-Type: text/plain; charset="us-ascii"

Can anyone help me with info on this square bore Holly. I want to use
one the of two 1850-2's I have on a 80 model 351w. If flow is too
great can I rejet?

Douglas Minnick, WD4BSB
Television Engineer
Va Tech University
204 Saunders Hall
Blacksburg, Va.
24061-0307
cableeng vt.edu

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

Date: Tue, 6 May 1997 09:58:18 -0700
From: Phil Conrad
To: "'fordtrucks lofcom.com'"
Subject: RE: F150 Hesitation ??
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Wow !

This may be basic to you guys but to me this is "rocket science". =20

Let me get this straight, I need to take a plain piece of wire and jump =
the SRP with the SRI ? I know where the SRI is located because my =
friendly dealer left the dust cover off after doing the last test, and =
my astute neighbor explained that this is where the tech taps into the =
computer. Anyway, On my truck it is right up against the fire wall on =
the drivers side in the corner. So I jump the wire from the SRI test =
input plug and the other end goes WHERE ?. The SRP is located WHERE ? =
I'm guessing that this pin is on the back of the MIL. Is this right =
? Can you give me any indication of what this pin looks like or is =
there a label or number on the pin that says SRP. Is there a wire color =
?

I'm following your explanation fairly well and from what it sounds like =
I should be able to do this test. One question though, how is the test =
initiated. Will the EEC-IV start its test cycle when I connect these =
two points together or is it initiated when I turn the key on for the =
KOEO test. Also, how is the test initiated for the ER test. Should I =
connect the jumper wire, then start the engine.

I'm pretty excited about going home tonight and giving this a try. In =
the high school and college days we had to do the best guess trial and =
error method. I know do-it-yourselfers complain about loosing control =
when trying to fix their vehicle because of computers, but from what I =
can see this is a god sent, when you know what you doing.

Thank God for this listserve and the technological age. I'm just =
excited, no theological debates please.

Thanks again and look forward to any additional info on how to locate =
the SRP.


Phil Conrad
=20

----------
From: JIM HURD[SMTP:HURDJ VAX.CS.HSCSYR.EDU]
Sent: Monday, May 05, 1997 2:35 PM
To: fordtrucks lofcom.com
Subject: Re: F150 Hesitation ??


Phil,
You can use the diagnostic capabilities of the EEV-IV to help you
identify the part that is causing the problem so you can "swap it out"
if that is necessary.

For a basic diagnostic check I don't *think* you need any special
instrumentation. At least I don't on the '92 Topaz. I just connect a=20
jumper wire between the SRP (Signal return pin) and the STI (Self-test
input) terminal of the EEC-IV connector. With this connection, the MIL
(Malfunction Indicator Light - better know as the "check engine light")
will flash the trouble codes when you run the KOEO (key-on, engine-off)
diagnostic routine.

When you run the KOEO test, you will hear the EEC-IV cycle the cooling
fan, click numerous selinoids, check various sensors, and then the MIL
will flash a code for any thing that it finds out of spec. If you get a
flash-flash-flash (code 111) it passed all the tests.

After a pause, it will then flash any "continuous memory" codes. These
are codes of any problem(s) that the EEC-IV had found in the past while
you were driving the vehicle. Again, if you get the flash-flash-flash
(code 111), it didn't have any stored codes. The EEC-IV is pretty smart
too, cause if it stores a continuous memory code and it doesn't find
that problem again after 80 start cycles (you start the engine 80 times)
it will clear the code from continuous memory.

There is an ER (engine Running) set of tests where the EEC-IV will
shut down each fuel injector and measure the rpm drop to identify any
cylinder that is not up to snuff. (In the old days, we used to call this =

a cylinder balance test). It will also ramp the injectors way rich and
way lean to check your O2 (Oxygen sensor) to see if it is responding
correctly. But now I am getting carried away. Just start off with the
KOEO test and see what the EEC-IV tells you.

Jim in Central NY
'79 F-150 (302!)
'92 Topaz (3.0l)


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------ =_NextPart_000_01BC5A04.075DFB60--

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

Date: Tue, 06 May 1997 10:28:03 PDT
From: "Harry Jennings"
To: FORDTRUCKS lofcom.com
Subject: Re: Getting better gas mileage PCV (The Right Stuff!)-long
Message-Id:
Content-Type: text/plain

>From fordtrucks-request lofcom.com Tue May 6 00:03:19 1997
>Received: (from lof localhost) by t3.media3.net (8.8.5/8.6.9) id CAA23457; Tue,
6 May 1997 02:59:26 -0400 (EDT)
>X-Authentication-Warning: t3.media3.net: lof set sender to
fordtrucks-request lofcom.com using -f
>Date: Tue, 6 May 1997 01:59:46 -0500 (CDT)
>Message-Id:
>In-Reply-To:
>References:
>Mime-Version: 1.0
>Content-Type: text/plain; charset="us-ascii"
>To: fordtrucks lofcom.com
>From: Chris North
>Subject: Re: Getting better gas mileage PCV (The Right Stuff!)-long
>X-Loop: fordtrucks lofcom.com
>Precedence: list
>X-Distributed-By: http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.lofcom.com/
>Reply-To: fordtrucks lofcom.com
>
>I am suprised that all this discussion on the PCV system has not discussed
>the 'REAL' purpose of the PCV system. (I'm a little behind in my mail!)
>
>The blowby produced in an internal combustion engine contains many gasses,
>particularly water vapor and oxides of nitrogen (NOx). When NOx and H2O
>mix, you form acids (nitric, nitrous, etc...) With 'Passive' crankcase
>ventilation, *some* of these gasses will pass through the vent, but others
>will build up in the motor oil, producing sludge and corrosive acids,
>neither of which does any particular good for the internals of your motor.
>With 'Positive' crackcase ventilation, the crankcase is constantly swept
>with fresh air (while the oil is hot), greatly reducing the sludge and acid
>buildup in the engine oil.
>

The fact is it was rebuilt. I diconnected the PCV valve, and gained power and
MPG. I have no oil leaks (even after 80,000 mi). If my engine is worn out then I
will take my worn out mileage (average 17/highway 21) over a *good* engine any
day.

Just to let you guys know, not all cars used a PCV valve. As a matter of fact,
some NEW cars do not have them!

Harry.
>Some marine internal combustion engines, which do not have to meet as
>strict emissions standards vent the crankcase into the exhaust. This
>produces sufficient flow through the crankcase at high rpm. At low rpm
>(idle), it does not do as well, but marine engines don't typically idle
>much.
>
>With a strong engine that has good rings, the amount of blowby should be
>minimal compared to the amount of fresh air running through the system.
>And much of the blowby occurs on the compression stroke, before combustion,
>and more before combustion is complete (very little occurs during the
>exhaust stroke), so Yes, it does burn.
>
>In short, disabling the PCV system is a very bad thing (tm) for several
>reasons:
>
>1) It's against the law
>2) It supports the Eco-nazis claim that automotive enthusiasts are bad
>polluters
>3) If it improves your MPG, then your engine is not operating efficiently
>anyway (most likely, rings shot and/or carb jetted wrong) and you will get
>even better milage by fixing your motor, and
>4) your oil wears out much faster, futher contributing to the deterioration
>of the motor (downward spiral)
>
>With all you collage students, I am suprised you haven't read up on the
>workings of an internal combustion motor. The above discussion is covered
>in just about *every* Chilton's manual. Maybe todays colleges don't teach
>things like reading and comprehending anymore. Things must have changed
>since I was a student.
>
>Chris North | I always think I'm right although I know that |
>Metallurgist | I must be wrong sometimes, I think. |
>
>
>
>____________________________________________________________________
>Message distributed via http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.lofcom.com/
>For help send mail with subject "HELP" to:fordtrucks-request lofcom.com
>Comments and suggestions are welcome, use: kpayne mindspring.com
>



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

Date: Tue, 6 May 1997 11:33:43 -0700
From: sdelanty sonoma.net
To: FORDTRUCKS lofcom.com
Subject: Re: Getting better gas mileage PCV (The Right Stuff!)-long
Message-Id:
Content-Type: text/plain; charset="us-ascii"

Thank You Chris North ,

For finally getting down to the real purpose of PCV.
It stands for "Positive Crankcase Ventilation". And it flushes most of the
nasty combustion/precombustion gases out of the crankcase before they do
chemical harm.
And if it works better without PCV, than something else is wrong.
Gee, I'm glad someone else here did take high school auto shop...
Thank You, Thank You, Thank You!

post somewhat shortened:

>I am suprised that all this discussion on the PCV system has not discussed
>the 'REAL' purpose of the PCV system. (I'm a little behind in my mail!)
>
>The blowby produced in an internal combustion engine contains many gasses,
>particularly water vapor and oxides of nitrogen (NOx). When NOx and H2O
>mix, you form acids (nitric, nitrous, etc...) With 'Passive' crankcase
>ventilation, *some* of these gasses will pass through the vent, but others
>will build up in the motor oil, producing sludge and corrosive acids,
>neither of which does any particular good for the internals of your motor.
>With 'Positive' crackcase ventilation, the crankcase is constantly swept
>with fresh air (while the oil is hot), greatly reducing the sludge and acid
>buildup in the engine oil.
>
>With a strong engine that has good rings, the amount of blowby should be
>minimal compared to the amount of fresh air running through the system.
>And much of the blowby occurs on the compression stroke, before combustion,
>and more before combustion is complete (very little occurs during the
>exhaust stroke), so Yes, it does burn.

>With all you collage students, I am suprised you haven't read up on the
>workings of an internal combustion motor. The above discussion is covered
>in just about *every* Chilton's manual. Maybe todays colleges don't teach
>things like reading and comprehending anymore. Things must have changed
>since I was a student.

Yes, this PCV info does appear in many shop manuals and it's benefits have
certainly been well known and proven fact for decades now.
I never even made it to college, but I was taught about PCV in basic engine
theory class in my Freshman year of High school back in '74.
It seemed basic enough for most stoned teenagers to comprehend what it does
and why. I did...
Glad someone else does too.

Happy motoring,

Steve Delanty (sdelanty sonoma.net)

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

Date: Tue, 06 May 1997 14:43:31 -0500 (EST)
From: JIM HURD
To: fordtrucks ....


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