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Date: Thu, 18 Sep 1997 19:22:44 -0600 (MDT)
From: owner-fordtrucks-digest ListService.net (fordtrucks-digest)
To: fordtrucks-digest ListService.net
Subject: fordtrucks-digest V1 #226
Reply-To: fordtrucks ListService.net
Sender: owner-fordtrucks-digest ListService.net


fordtrucks-digest Thursday, September 18 1997 Volume 01 : Number 226



=======================================================================
Ford Truck Enthusiasts - 1979 And Older Trucks Digest
Visit our web site: http://www.ford-trucks.com/
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To unsubscribe, send email to:
fordtrucks-digest-request listservice.net
with the word "unsubscribe" in the body of the message. For help, send
email to the same address with the word "help" in the body of the
message.
=======================================================================
In this issue:

Re: Compression Ratios ["Gary, 78 BBB" ]
RE: Pre-oiler ["Gary, 78 BBB" ]
Dim instrument lights...Help!!! [John Strauss ]
Re: Voting results ["Lee Hardy" ]
Re: Compression Ratios and a C6 ["John F. Bauer III"
Exhaust/Intake manifolds [AM14 chrysler.com]
Re: Exhaust/Intake manifolds [John MacNamara ]
Acronym [Tom Hogan ]
Re: Acronym [Ken Payne ]
RE: Compression Ratios [Sleddog ]
Compression Ratios [dave.williams chaos.lrk.ar.us (Dave Williams)]
Pre-oiler [dave.williams chaos.lrk.ar.us (Dave Williams)]
Model year cut off dates... [Ken Payne ]
Re: Question For Group [Claypaul aol.com]
Re: 56 ford f100 - need opinions [DAVID NEUMAYER ]
Re: Compression Ratios [SuperMagot aol.com]
Hello !! [Brian & Jacque Milbrandt ]
Web site [Tom Hogan ]
the brady bunch 9" differential [Sleddog ]
56 ford opinions. [Sleddog ]
428 CJ manifold on a 390? [sdelanty sonic.net]
Re: PVS Switch, 351M ["Dave Resch"]

=======================================================================

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

Date: Thu, 18 Sep 1997 11:01:37 +0000
From: "Gary, 78 BBB"
Subject: Re: Compression Ratios

> From: SuperMagot aol.com
> Date: Thu, 18 Sep 1997 09:56:21 -0400 (EDT)
> Subject: Re: Compression Ratios

> I have worked with a few computer programs that can calculate
> cylinder pressure based upon such things as compression ratios,
> camshaft info, etc.

Does anyone know if Desk Top Dyno or Engine Analyzer will do this
efficiently? Accurately?

The swift of foot and slow of wit
have more off road experiences

- -- Gary --

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

Date: Thu, 18 Sep 1997 11:11:22 +0000
From: "Gary, 78 BBB"
Subject: RE: Pre-oiler

> From: Sleddog
> Subject: RE: Pre-oiler
> Date: Thu, 18 Sep 1997 10:27:07 -0400

> the pump fails it keeps oil there untill you can safely pull over
> and stop the engine thereby reducing the overall engine damage
> during such a tragic moment.

I vote for the 9 gal diesel pan myself :-)

The swift of foot and slow of wit
have more off road experiences

- -- Gary --

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

Date: Thu, 18 Sep 1997 10:13:57 -0500
From: John Strauss
Subject: Dim instrument lights...Help!!!

>
>I have a 68 F100 and the instrument lights are very dim. Is there something
>I can do to get them brighter? Also, the plastic over the speedometer is
>real "foggy" looking, is there something I can do to get it to look clear
>again? It seams to be on the interior of the the plastic.
>
You can pull out your headlight switch and bypass the rheostat with a jumper.

If you will use a very mild polishing compound (such as Meguire's Body
Scrub) intended for clear coat paints it will likely clear it up. Worked
on mine.


_
_| ~~. John Strauss
\, _} jstrauss inetport.com
\( Texas Fight!

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

Date: Thu, 18 Sep 1997 11:35:03 -0400
From: "Lee Hardy"
Subject: Re: Voting results

- ----------
> From: Ken Payne
> To: fordtrucks ListService.net; fordtrucks80up ListService.net
> Subject: Voting results
> Date: Thursday, September 18, 1997 9:04 AM
>
> Just counted the voting results for the split: 34 in favor,
> 11 against. As I said earlier, not many votes. Does anyone
> care to see the comments made or is it a moot point?
>
> -Ken
>
> +-------------- Ford Truck Enthusiasts - 1979 and Older --------------+
> | Send posts to fordtrucks listservice.net, |
> | Send Unsubscribe requests to fordtrucks-request listservice.net |
> +-- Visit Our Web Site: http://www.ford-trucks.com/ --+

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

Date: Thu, 18 Sep 1997 11:38:25 -0400
From: "John F. Bauer III"
Subject: Re: Compression Ratios and a C6

Ahhhh, I did notice a bit of oil on the end of the vacuum line going away
from the trans and the inside of the rubber hose looked pretty slick with
oil. No drips, nothing gushing, but a bit of oil. Well, will give this my
next try and report back my results.

ATF didn't smell burnt or look black at all when I dumped it all over my
driveway, hands, knees, wife's flowers ... still taking abuse on that one!

Again, much thanks for folks keeping my perplexities on their minds and
offering helpful tips!

John
At 06:59 AM 9/18/97 -0400, you wrote:
>A reply to a couple of issues:
>To Tom Hogan on Compression: Compression ratio directly affects the
>engine's out put of hydrocarbon and NOx emissions. The higher the CR, the
>lower HC emissions, but your NOx emissions go up. The reverse is true as
>compression goes lower. Pinging becomes a problem if compression is too
>high. (well, you probably already know that.) With today's gas the
>practical limit is usually between 8 or 9 to 1 compression, depending on
>head design, etc, etc.
>To John on that C6: Did you say the vacuum modulator hose was soft from
>oil? Did a little transmission fluid leak out when you removed that vacuum
>hose? If so, your vacuum modulator is history. I have very little hands-on
>experience with a C6, but I can tell you from personal experience that a C4
>won't go into 3rd if the modulator is dead or disconnected. (I discovered
>this when I forgot to attach the vacuum hose to the very first C4 I ever
>rebuilt!)
>As was suggested by another member of this discussion group, if the direct
>(High) clutch pack isn't engaging, then you will have no 3rd gear. This
>could be a problem like the one I just described, or the clutch piston is
>stuck. If the clutches themselves had failed, that ungodly amount of fluid
>you dumped out would have dark or even black, and would smell burned. If
>the clutch piston quit engaging, then there is a (slim) possibility there's
>a problem in the valve body, or the seals are bad on the clutch servo. The
>fluid level at the dipstick you describes suggests 1/2 to 1 quart
>over-full, which SHOULD only make shifting a little wierd, but should't be
>enough to prevent the 2-3 shift.
>By the way, while I'm only working from memory here, 6 quarts drained out
>sounds about right for a C6, with more, like 2 or 3 quarts in the torque
>convertor.
>Hope this helps. if it doesn't, you'll feel much better after thrashing
>the guy that sold you the van!
>
>Don Neighbors
>
>+-------------- Ford Truck Enthusiasts - 1979 and Older --------------+
>| Send posts to fordtrucks listservice.net, |
>| Send Unsubscribe requests to fordtrucks-request listservice.net |
>+-- Visit Our Web Site: http://www.ford-trucks.com/ --+
>
>

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

Date: Thu, 18 Sep 97 12:31:09 EDT
From: AM14 chrysler.com
Subject: Exhaust/Intake manifolds

I think the best factory exhaust manifolds are the '60 thru '67 Hi Perf
352/390/427, which were very short headers. Next are the '68 thru '70 428.
then the 390GT type from (?) '65 thru '67 (I think). I had a '61 Starliner
with Hi Perf 390 and these were very good. I also had a '69 Mustang with 428
Super CJ. and these were also very good. I put both in trucks later on. The
'61's were used on a '74 4X4 I had with a 428 CJ in it. The '69's were used on
a '76 4X4 again with a 428 CJ in it.

I think the best 4bbl intake I ever had was an aluminum 428 that looked much
like the standard 428 CJ of '69 vintage except the carb location was slightly
offset to one side (half inch maybe) and approx 2 inches forward of the stock
location. The P/N was something like C80E-9425-XXX. (Experimental maybe) I ran
across it at Holman-Moodys place in NC and talked them out of it as I was
purchasing several $'s worth of performance parts from them at the time. The
428 intake is a much better choice than the normal 352/390 non-performance
types.

I didn't think the 428 was offered in the '67 Mustangs. I was under the
impression that the 428 was not offered until mid-year '68. The 427 was
however offered in very limited qtys. in '67. Am I not right FOMOCO fans??

WORKING TO BE THE BEST
Azie Magnusson_07910 Huntsville, Al.
PROFS ID (AM14):E-Mail AM14 Chrysler.com
Tie Line (835-2578):Outside (205)464-2578

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

Date: Thu, 18 Sep 1997 09:52:43 -0700
From: John MacNamara
Subject: Re: Exhaust/Intake manifolds

AM14 chrysler.com wrote:
>
> I think the best factory exhaust manifolds are the '60 thru '67 Hi Perf
> 352/390/427, which were very short headers. Next are the '68 thru '70 428.
> then the 390GT type from (?) '65 thru '67 (I think). I had a '61 Starliner
> with Hi Perf 390 and these were very good. I also had a '69 Mustang with 428
> Super CJ. and these were also very good. I put both in trucks later on. The
> '61's were used on a '74 4X4 I had with a 428 CJ in it. The '69's were used on
> a '76 4X4 again with a 428 CJ in it.
>
> I think the best 4bbl intake I ever had was an aluminum 428 that looked much
> like the standard 428 CJ of '69 vintage except the carb location was slightly
> offset to one side (half inch maybe) and approx 2 inches forward of the stock
> location. The P/N was something like C80E-9425-XXX. (Experimental maybe) I ran
> across it at Holman-Moodys place in NC and talked them out of it as I was
> purchasing several $'s worth of performance parts from them at the time. The
> 428 intake is a much better choice than the normal 352/390 non-performance
> types.
>
> I didn't think the 428 was offered in the '67 Mustangs. I was under the
> impression that the 428 was not offered until mid-year '68. The 427 was
> however offered in very limited qtys. in '67. Am I not right FOMOCO fans??

Don't forget that Shelby put a 428 in the 67 GT500, which I happened to
have one of. When I pulled the engine I discovered a crack in the
number two cylinder on the driver side. I located a set of 66 390GT
manifolds and discovered that the #4 cylinder on the driver side has the
vertical bolt pattern whereas the original manifolds on the 428 have the
horizontal pattern on all cylinders.

Thanks
John

78 F250 4X4 Supercab
67 GT500
66 Corvette
>
> WORKING TO BE THE BEST
> Azie Magnusson_07910 Huntsville, Al.
> PROFS ID (AM14):E-Mail AM14 Chrysler.com
> Tie Line (835-2578):Outside (205)464-2578
> +-------------- Ford Truck Enthusiasts - 1979 and Older --------------+
> | Send posts to fordtrucks listservice.net, |
> | Send Unsubscribe requests to fordtrucks-request listservice.net |
> +-- Visit Our Web Site: http://www.ford-trucks.com/ --+

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

Date: Thu, 18 Sep 1997 09:51:51 -0700
From: Tom Hogan
Subject: Acronym

Heard this one last night

Car
Heaves
Every
Valve
Rattles
Oil
Leaks
Every
Time

;o)
Any others out there?

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

Date: Thu, 18 Sep 1997 13:15:00 -0400
From: Ken Payne
Subject: Re: Acronym

At 09:51 AM 9/18/97 -0700, you wrote:
>Heard this one last night
>
>Car
>Heaves
>Every
>Valve
>Rattles
>Oil
>Leaks
>Every
>Time
>
>;o)
>Any others out there?

C ar
H as
E xtreme
V alve
R attle
O n
L ong
E xtended
T rips

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

Date: Thu, 18 Sep 1997 13:11:33 -0400
From: Sleddog
Subject: RE: Compression Ratios

i have desktop dyno and it does not compute cyl. presure.

sleddog

- ----------
From: Gary, 78 BBB[SMTP:gpeters3 ford.com]
Sent: Thursday, September 18, 1997 7:01 AM
To: fordtrucks ListService.net
Cc: bigbroncos off -road. com
Subject: Re: Compression Ratios

> From: SuperMagot aol.com
> Date: Thu, 18 Sep 1997 09:56:21 -0400 (EDT)
> Subject: Re: Compression Ratios

> I have worked with a few computer programs that can calculate
> cylinder pressure based upon such things as compression ratios,
> camshaft info, etc.

Does anyone know if Desk Top Dyno or Engine Analyzer will do this
efficiently? Accurately?

The swift of foot and slow of wit
have more off road experiences

- -- Gary --





+-------------- Ford Truck Enthusiasts - 1979 and Older --------------+
| Send posts to fordtrucks listservice.net, |
| Send Unsubscribe requests to fordtrucks-request listservice.net |
+-- Visit Our Web Site: http://www.ford-trucks.com/ --+

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

Date: Thu, 18 Sep 1997 09:07:00 -0500
From: dave.williams chaos.lrk.ar.us (Dave Williams)
Subject: Compression Ratios

- -> How would increasing conpression ratio affect exhaust emissions?

Oxides of nitrogen (NOx) tend to go up, HCs tend to go down. Early
smog engines dropped the CR as low as 7:1 to reduce NOx output.
Nowadays many engines are over 10:1 and a few over 11:1. The OEMs are
using lots of EGR, which reduces combustion temps. This is fairly easy
with EFI, but carbureted cars see EGR as a vacuum leak, which makes them
hard to tune.

====dave.williams chaos.lrk.ar.us========================DoD#978=======
can you help me...help me get out of this place?...slow sedation...
ain't my style, ain't my pace...giving me a number...NINE, SEVEN, EIGHT
==5.0 RX7 -> Tyrannosaurus RX! == SAE '82 == Denizens of Doom M/C '92==


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

Date: Thu, 18 Sep 1997 09:22:00 -0500
From: dave.williams chaos.lrk.ar.us (Dave Williams)
Subject: Pre-oiler

- -> I was wondering if anyone had seen one or if you knew if the company
- -> was still in business.

Mondello sells such a rig. It's several hundred dollars. They
advertise in most of the hot rod magazines.


- -> Any ideas on fabricating one from scratch using an electic pump and a
- -> remote oil filter adapter to route the oil back into the motor?

Trackie Scott Griffith, over on the Fordnatics list, has all the pieces
for such a rig to go into his new double-throwdown badboy Mustang road
racer. He's using a big Holley gerotor fuel pump pulling from a -6
fitting on the oil pan, with a tee and a check valve in the oil cooler
return line. Several of us are waiting to see how it works out. It
will be several months yet before he has the car back together.

The oil will be considerably thicker than gasoline, which will load the
pump badly. On the flip side, it's only for a few moments rather than
continuous. If skod doesn't burn up the pump a whole bunch of us will
salaam in his general direction and run out to do the same to our own
vehicles.


- -> It also had some neat features. You could use it to empy the sump at
- -> oil change time (imagine not having to let the oil run over the cross
- -> member and muck it all up!!!!).

What? That's absurd. Oiling the crossmember and driveway is
traditional. It builds character, and promotes the sales of oil
absorbents...


- -> oil pan. It drew the oil in from the sump and pumped it into the
- -> engine at the oil pressure sender or the filter (I can't remember).

You need, among other things, a fitting of appropriate size in the oil
pan, and a check valve. The plumbing is all catalog stuff, but getting
the fitting in the bottom of the oil pan requires removal of the pan to
do a proper job.

====dave.williams chaos.lrk.ar.us========================DoD#978=======
can you help me...help me get out of this place?...slow sedation...
ain't my style, ain't my pace...giving me a number...NINE, SEVEN, EIGHT
==5.0 RX7 -> Tyrannosaurus RX! == SAE '82 == Denizens of Doom M/C '92==


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

Date: Thu, 18 Sep 1997 15:20:52 -0400
From: Ken Payne
Subject: Model year cut off dates...

I'm in the process of getting the 3rd list set up. Just wanted
to know the older model year cut offs. Here's what I know of model
years, correct me where I'm wrong:

48-50 F1
51-52 F1, basically the same as 48-50 with cosmetic changes
53-56 F100
57-60 F100, is this corect?
61-66 F100, both unibody and non-unibody
67-72 F100
73-79 F100/150

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

Date: Thu, 18 Sep 1997 15:59:59 -0400 (EDT)
From: Claypaul aol.com
Subject: Re: Question For Group

Hey, Joe. I got this post, but I don't recall seeing any of your
questions.....? Thought I'd let you know that somebody's listening :-)

Paul

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

Date: Thu, 18 Sep 1997 14:08:54 -0700
From: DAVID NEUMAYER
Subject: Re: 56 ford f100 - need opinions

KEEP LOOKING! Sounds way too high to me. Maybe if it had an oak bed,
straight rear fenders, tailgate, and ran well. Sounds like it's been
altered too much to been worth much. How much rust does it have?

good luck!

D. NEUMAYER 56 F100

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

Date: Thu, 18 Sep 1997 17:37:07 -0400 (EDT)
From: SuperMagot aol.com
Subject: Re: Compression Ratios

In a message dated 97-09-18 11:15:36 EDT, you write:

>

I have worked with a few computer programs that can calculate
cylinder pressure based upon such things as compression ratios,
camshaft info, etc.

> Does anyone know if Desk Top Dyno or Engine Analyzer will do this
> efficiently? Accurately?

Engine Analyzer is the program I was talking about. There are multiple
versions out there, the one I have (2.5 I think) calculates everything you
can think of...

Performance Analyzer does track e.t's and and transmission gear/RPM
calculations and other cool stuff.

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

Date: Thu, 18 Sep 1997 17:37:19 -0500
From: Brian & Jacque Milbrandt
Subject: Hello !!

Hello..I am a new subscriber and have enjoyed what I've seen so far.
I've been involved with 4x4's since about 1978. bought my fist new ford
in 1979...F150 4x4 short box. have owned too many Fords to keep track
off. I presently own a 1996 f150 short box, a 1997 J**P
wrangler, and just bought a 1964 p/u 2 wheel drive Ford. Not sure what I
have but is in great shape. Am looking for info on the 64'... any help
would be great... Thanks Brian

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

Date: Thu, 18 Sep 1997 16:04:02 -0700
From: Tom Hogan
Subject: Web site

Check out this web site. It has many links. A good source for 4X4 or
2WD entheusiasts.

http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.4x4now.com/4wsupply.htm


Tom H
San Francisco, California
76 F-150 SuperCab 390FE
96 Windstar 200 hp 3.8L (Wife's Hot Rod)

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

Date: Thu, 18 Sep 1997 19:32:36 -0400
From: Sleddog
Subject: the brady bunch 9" differential

the brady bunch theme popped into my head today while i was trying to make
one working 9" from a couple of seriously ill rears. it took 2 hours just
to free the left side brake drum from the junk yard rear. and the gears
inside were so rusted on one spot that the ring gear wouldn't turn a full
circle. but the mesh pattern is now looking good enough to get me by
awhile and i got axles with enough spline left to engage the differential.
as i keep braking these 9"ers, that dana 70 under my other truck keeps
looking better!
_________________________
here's a story
of a man named sleddog
who had a 9" with a story all its own
all of its parts were very broken
the smallest gear was gone
and then one day when this rear end met another
and together they had more parts than one
even with the rusted gears and bearings
they somehow formed a working rear
a working rear
a working rear
that's how they both become a working rear
_______________________________

the brady bunch song never sounded so good!

i couldn't resist ;)

sleddog

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

Date: Thu, 18 Sep 1997 19:11:51 -0400
From: Sleddog
Subject: 56 ford opinions.

thanks for the replies - from what i have read i don't think i'll look into
this one but if i get "bored" soon i'll drive up and check it out just for
kicks (one hour away from me).

what i really want is one big window 56 with a very solid body prefferably
painted nice that is a runner. i'll do a motor swap and tranny. new
wheels/tires and give it a nice stance. maybe a disc brake conversion and
such to have a quick but driveable 56 that is good looking and solid but
not so beautiful that i don't want to take it out of the garage on any day.

what do you think? too much too ask for? usually i find trucks in the
condition i want (body wise) and the price is over 5 grand with no motor or
the truck was otherwise butchered (like chevy engines or 4 point roll cages
bolted to the body.

sleddog

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

Date: Thu, 18 Sep 1997 16:45:52 -0700
From: sdelanty sonic.net
Subject: 428 CJ manifold on a 390?

Thanks to all You FE folks out there who I.D'd my C8OE manifold for me.
It is indeed a 428CJ/SCJ manifold.

Now what to do with it....?

I have a '73 FE390 in a '71 F100.
The motor is a low compression truck motor (8:1) with a mild cam.
The cam is 270/290 adv, 208/218 .050" and 112 LSA with .465/490" lift
(Schneider LSP-30H) and adjustable rockers..

The stock (D3TE) heads have had lot's of exhaust port work by me. Especially
removal of the air injection bumps. Intakes got just a light cleanup.

Carburation is Edelbrock 600 CFM on stock truck 4bbl manifold.
Exhaust is 1-3/4" tube headers and 2-1/2" duals with crossover and dynomax
muffs.

Duraspark dist with MSD6.

This is a work/play/general transportation truck.
I don't spin it past 5000 RPM, altho it does see 5K several times a week
on the freeway onramps.

Soooo.. The question is (You know it by now...) Is the 428CJ manifold
a good or bad thing to put on this motor?

Is it gonna give me more power in the 2K-5K range I use it in, or
is it gonna kill all my low end and not help until near my redline??

And my gas mileage?

What do Y'all think?
Is this too much manifold for a mild 390, or is it just the ticket?

It weighs 90 freaking lbs (12 lbs MORE than the truck 4bbl!), I'd hate to
have to change it again cuz I don't like it..

Use it? Sell it? Use it? Sell it? Use it? Sell it? aaarghh... brain hurts!

Opinions please?

Steve Delanty


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

Date: Thu, 18 Sep 1997 12:37:18 -0600
From: "Dave Resch"
Subject: Re: PVS Switch, 351M

>Date: Wed, 17 Sep 1997 21:55:37 -0500
>From: "Dale and Donna Carmine"
>Subject: Re: PVS Switch, 351M
>snip
>previous owner. There is no ID tag on the coil bracket, the carb tag is
>D5** **, I believe that puts the carb as a '75 model. The engine may or
>may not be a '75. Can anyone tell me how to ID the model year on this
>engine?
Other than the engine calibration tags (build tags), which should be on the
big end of both valve covers, there is really no way to identify the year
of a 351M/400 engine. The casting numbers didn't change for heads or
blocks from year to year, although you can narrow it down to a range of
years with some casting numbers, and some numbers were used only for one
year.

Model year is not as useful to know as is the engine calibration. During
each model year, there were several engine calibrations (i.e., Calif,
49-state, high altitude, etc.) and throughout a single year's production
run, additional calibrations were introduced to accommodate new
requirements or revise existing calibrations.

The calibration is what specified the exact combination of carburetor and
emissions equipment for the engine. If you can ascertain the engine
calibration, you can determine the correct emissions configuration and
carburetor for your engine, and if you do that, you will be able to restore
the engine's optimum factory-designed operating condition. This is, of
course, not necessarily the best performance the engine is capable of.

I guess you have to go with what you've got, and the carb tag is actually a
good place to start, since any one carb calibration was only used with a
few different engine calibrations. Of course, if the carb is not original
to the engine, then the engine's emission equipment may not work correctly
with the carb. If you know the carb number, though, you can retrofit the
other equipment to work with it, especially if you don't have to worry
about years matching for emissions testing reasons.

To determine the carb calibration, you actually need the first 7 or 8
characters on the tag, starting with the letter (D in your case). Your tag
should read: D5Tx-xxx[x] Not all carb numbers use the 8th character. The
third character should be a T, or you have a carburetor for a car, not a
truck. (BTW, the 351M and 400 were used in cars several years before they
made their way into trucks.)

With a decent dealer service book or computer (and a well trained,
cooperative chimp at the keyboard:-), most Ford dealers can look up the
engine calibrations that correspond to a specific carburetor number, and
maybe even look up the applications for those engine calibrations.
Obviously, if the two applications for a particular calibration were a 1975
LTD and a 1975 F150, you'd go with the truck application. Trucks and cars
generally didn't use the same calibrations, but sometimes they did.

>response is much better. What vacuum do you get at idle? I'm

Where are you measuring your vacuum? At the spark port or manifold? I'm
getting about 17-19" at the manifold when the engine is warmed up. I
haven't measured at the spark port.

>Your situation sounds very similar to what I'm facing now! Hopefully I
can
>find a vacuum diagram that comes close to the system I have.
If you can track down an engine calibration number, I think you can still....


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