Replacing point distributor with Brand New Durospark, w/Brand New Ignition Module (Blue Grommet) and Brand New correct Borg-Warner coil. Replacing wire harness and replacing all the wires that were cut and removed. Getting this thing ready to do a CA Smog Test.

Still having problems with vacuum lines and identifying ports on Carburetor.

 

What engine, year truck, weight, compliance code, do you have?
Without the basics (and perhaps a picture of the problem) it's hard for anyone to help.

Do you not have a vacuum diagram on the radiator support?
The vacuum system is color coded, in that; Red is Manifold Vacuum, Green is EGR, Yellow is Distributor Advance, Black is Evaporative Emissions, ect..

 

Got the brake controller in. Also installed a "Power Port" in the existing Cigarette lighter position. EZ PZ Unplug ground and hot wire, unscrew old Lighter base and screw in the power port base. Plug in ground and hot wire.

I don't smoke and am trying to figure out what to do with that unused space.
Also made sure truck and trailer plugs were wired the same. WORKS!!!

Truck is ready to roll out Friday morning towing my 28 ft 5th wheel to Chloride AZ.

BTW the truck did come with a tow package as I found the Ford plugs on the two additional wire looms. One has a yellow wire, a Light blue/black and a red with black bands. (trailer brakes and hot wire, but don't know what the red with black bands wire does.
Don't know what the colors of the other loom are, but 3 wire I think.

 

Spent the weekend changing my truck from a speed density/bank fired EFI to mass airflow/sequential EFI using an EEC-V PCM so I can flash it through the OBD-II test socket. While I was doing that, since you have to remove the plenum on a 460 to get the engine harness off, I installed the plenum and late model throttle body I bought from rabidjade along with the intake manifold and coil bracket. I also installed the coil bracket as it was in a lot better condition than either of the ones I had and it had a dummy plug for the air diverter solenoid wiring.

Took it for a test run this afternoon after doing some basic checks and adjustments. Timing was at 8° BTDC, spec is 10° +/- 2°. I reset it to 12°. Base idle checked good at 650 rpm with the IAC unplugged. Idles a lot smoother, power seems better, but that could be from adding 4° of timing. It definitely winds up better from a standstill, and passing power seems better too. I will still have to play with the transmission program a little, WOT shifts occur at 4000 rpm vs 4600 in the old EEC-IV PCM.

 

Cool, Bill! Not that I'm getting rid of what you affectionately call the "boat anchor", but it would be good to see a 460 get even better MPG awa power.

 

My 351W is getting really good gas mileage now. Not sure what the number is but I know it's above 10-11 city.

 

I have seen some EFI setups installed on 351C,M and 400 engines. Most of them use an aftermarket intake and a 460 distributor.

 

May try it some day.

 

MSD and Edelbrock now make throttle body EFI's. But boy are they expensive. But they are supposed to work real well and they look pretty simple.

 

Put in a new master CYL. Easy job, but had a bit?? of a problem getting them bled.
86 Ford F-250 6.9L diesel.

 

dropped the gas tank, got it cleaned up, and ordered a sending unit from lmc.

 

My feeling on TBI is why bother, it amounts to a pressure carburetor like aircraft used. If you are going for EFI get all the benefits, not just part of them. Sequential port injection is the way all the newer stuff is done Ford started SEFI on the cars in the late 80s, trucks didn't get it until the mid 90s and even then not all the way until the late 90s.

 

Agreed. Have the C's/M's/400's you've seen with injection been sequential? And, why a 460 distributor - for the pickup?

 

They can be made sequential, the 94 up 5.0L and 95 up 5.8L are MAF/SEFI and the EECs already have the correct firing order for the 335 series engines. The 460 distributor from what I understand is a drop in and does have the needed pickup system (crank and cam by two different hall effect sensors). There is a fellow in Sweden who converted his Mangusta to EFI then went to DIS on it, no distributor. He has a crank sensor and uses a 3.8L cam sensor with an adapter to provide the needed cam signal and drive the oil pump. I think he is using an EEC for either a 4.6 or 5.4L DIS engine with manual trans.

 

Makes sense. Thanks for the info. I'll keep it in the back of my mind where the back burner is. Who knows, maybe I won't use "4V" on the air cleaner after all.