Too Cold to Work Temp was in the low 20s this morning so there won't be any work on the F100 till this afternoon, if at all. Too bad, 'cause things are starting to move again after a bunch of false starts and dead ends. Since I can't work, I'll post an update in case someone here is still interested. Got the 4R70W trans bolted onto the engine and in for a test fit. Hard to tell for sure about the output shaft angle -- all the sheet metal is off the front end -- but with the transmission close to the floor it may be down a little more than I'd like according to a level on the carb mounting surface. Will see how it ends up with the truck reassembled. There's room for the engine to drop down some. Maybe there are some motor mounts that are thinner than the 302 F100 mounts on there now. The 4R70W is computer controlled so a standalone transmission controller is needed. Plan to use this one http://www.becontrols.com/aode.htm from US Shift/Bauman Electronic Controls. Might get it on the next charge card billing cycle. One of the neat features of that controller is it can use Ford cruise control buttons to do manual upshifts and downshifts. The trans can be used in either automatic or manual mode. Support for the Ford buttons is a trick because there's only a single wire from all those buttons to the Ford cruise control module. The wires from the buttons go thru different resistors to the single wire and the module knows which button is being pushed by the voltage it sees on the one wire. Anyway, with THAT support provided by the controller, a truck cruise steering wheel and column had to be located. If a pre-1980 cruise column and wheel could be found it would be an easy transplant. Unfortunately all I found were from the '80s and they have a LOT of differences from the earlier columns. Flasher switch moved to the column, ignition sw moved to the column, column is 1/4 larger in diameter at both the dash and firewall mounts, and connection to the steering box is different (at least in the columns I have). Unfortunately, there wasn't much help on the internet for transplanting the later column into the '70 F100. Good news and bad news: columns I found were also tilt. Good news because of the function but bad news because of the complexity and lack of good disassembly/assembly instructions. Had two columns, both with problems that needed fixing. Spent a LOT of time trying to disassemble the two columns with incomplete/inaccurate instructions. I REALLY hated to admit defeat, but finally bought another column that didn't need any repairs. A steering u-joint from Speedway will eliminate the rag joint and adapt the spline on the steering box shaft to the "Double D" shaft in the column. It is supposed to arrive on Monday. When it does, everything is here to mount the tilt/cruise column and wheel and will mark the end of a frustrating struggle (I hope). The 4R70W wouldn't fit under the floor with the F100 crossmember as-is using the '95 transmission mount. But, flipping the crossmember over, welding on a piece of 2" square tube, and bolting it under the frame rail will give about 1/2" of clearance and also make more room for the exhaust pipes between the floor and crossmember. The cross member mod is ready for welding. If its not TOO cold in the garage this afternoon maybe that will get done.
Is the Quick 1 controller applicable w/ a non EFI setup? I glanced at the site and did'nt see anything in the instr. for using w/ non EFI. It's kind of late and Im kind of weary ... maybe I missed something ... will look agn tommorrow.
Thanks, Ken. Everett, the transmission controller only works with a computer controlled transmission like an AODE or 4R70W. All these transmissions came originally in EFI vehicles but the EFI stuff on the 5.8L going into this truck has been removed and replaced with carb stuff.
Thanks for the info Jim. I checked the FAQ today and it cleared up my questions on how the setup hooks-up/works. I knew there were stand-alone controllers for the GM 200-700's, did'nt know there were none for Ford AOD's. Guess I shud have figured someone made them. Anyway, if/when I decide to go AOD this will probably the route I take.
The transmission support cross member is welded up. Here's the criginal crossmember that goes between the frame ralis. (Was pretty rusty before it got the electrolysis "rust bucket" treatment.) It sat on top of the bottom part of the C channel frame rail with the hump up. That position is too high for the 4R70W transmission so it will now go upside down with the hump pointing down. New holes are for access to nuts on the bottom of the transmission mount. A 12" piece of 2" square tubing will sit down in the crossmember channel and the transmission will mount on top of that. The hole is to provide access to the nuts from below and clearance for some structure in the center of the crossmember. Here is the crossmember with the square tube in place and the transmission mount sitting on top as it will in the truck. The radius at the top of the crossmember channel made a big gap between the tube and the crossmember where it was to be welded. 1/4" steel rods were laid down to bridge the gaps. The rods were welded to the crossmember on one side and to the tube on the other. It was like having a big welding rod in place adding to the puddle. The crossmember is in with the engine and transmission sitting in place. Got the tilt/cruise steering column mounted and adapted to the steering box. The rag joint was replaced with a U-joint from Speedway that fits the steering box spline and the "double D" on the end of the steering column shaft. Picked up a power brake master cyl, booster, pedal support and pedal from a JY '78 F150. The wide, auto trans, power brake pedal will fit in the '70 pedal support with some minor mods. The booster and master cyl bolt up to the firewall and, now that I know they fit, will get used as cores for a rebuilt combo booster/master cyl, which should arrive this week. Today the '70 drive shaft and a piece off the front of the '95 F150 drive shaft (that fits the 4R70W transmission) went to a shop to get the drive shaft shortened and mated with the 4R70W. Throttle linkage pieces are on the way from Speedway.
Got the F100 drive shaft shortened, new U-joints and mated with the 4R70W flange. Installed a power brake booster and pedal. Got a Champion aluminum radiator. Its the same size as the F100 extra cooling radiator so the radiator support was cut out on the white line to expose the whole radiator. Installed a '71 Mustang fuel tank behind the rear axle and removed the behind-the-seat tank. Heater box is out from under the dash, checked out, heater core replaced and ready to go back in. Got an "E Z Wiring" harness to replace everything because there's a lot of new stuff (electric fan, controler, elect fuel pump, electronic transmision, transmission controller, MSD ignition, ...) and some of the wiring was boogered up. Wiring was harder than expected because I couldn't find complete accurate wiring diagrams. Pretty much had to reverse engineer the F100 harness and the E Z Wiring Harness. Got it mostly sorted out now and the rest should be not so confusing. Still have one puzzle. The E Z Wiring harness has a wire from the cabln that goes to the alternator battery terminal. Doesn't appear to expect a wire directly from the alternator to the battery. But, with the 3G alternator there's a heavy gauge wired from the B terminal on the alternator to the battery. So, what do I do with the E Z Wiring "Alternator Power" wire? Can't get any response from E Z Wiring support. Picked up a T-Bird electric fan from the JY. Would like to have a variable speed controller but not having much luck there either. DC Controls makes a really nice one but I can't figure out how to buy one. Their web sites are nearly useless, no answer on the phone or email. Tried to get a SPAL variable controller but it looks like they went out of that business and their web site says the controller shouldn't be used with any fan drawing more than 30A. They specifically don't support Taurus or Mark VIII fans. As far as I know, that leaves Flex-a-Lite. Anyone had good luck with the Flex-a-Lite variable speed controller?
Got to see this sucker in person yesterday. Looks damn spiffy! It was nice meeting you, Jim I still think it'd be pretty baller with a hot tub in the back...
Good to meet you too, Phil. And, to see David again. That was a surprise. Small world. HOT TUB. That would take about 30 sec off my ET. Gotta say the Sprint got a lot of attention from the ladies. Maybe a hot tub ...
Nice progress on the truck. Are those alum. heads on the engine? What/who's valve covers? Plan on driving it this year? Hope u get the wiring figured out! Not gud public relations for a company not to respond to question on their products; bad news travels fast. Have not had opportunity to work on my car; been to cold, to wet and problem w/ knee swelling. Weather is getting better, had fluid drained frm knee today, so plan to get on it nx week. I am followin ur project w/ intrest...
Hey Everett. Yes, alum Dart heads. Got the valve covers off ebay. Had the same ones on the 347 in the Maverick. I expect the F100 will be driven this year but still lots to do and don't have a schedule. Just try to make a little progress each day. Hope your knee is doing better in this nicer weather.
The F100 is now a a very different course. My truck is going to be an '81 F150 Super Cab from my bro in AZ and the '70 F100 is going back to my son. An old friend (best man 50 years ago) and I will fly out to AZ in October, make sure the F150 is ready for a 2100 mile drive, and drive it back to NC. The new plan for the F100 is for a safe and reliable old truck for my son with no cosmetic work (by me). It will get the engine (300 I6 with Duraspark) and transmission (C6?) out of the F150. The rebuilt Windsor, 4R70W trans, and trans controller currently in the F100, will go in the F150. I'd like to also swap radiators, moving the T-bird elect fan into the F150, but not sure that's going to be practical. F150 is cross-flow. Shouda kept the good radiator out of the F100. While the '70 F100 has more "character", the '81 F150 has factory AC, power steering, power disk brakes, and a foot of storage space behind the seat. What it doesn't have is RUST. There is some damage to the left front corner (all bolt on parts) and the right side of the exterior panel on the box is dented. The Super Cab has room for some GM bucket seats and console. Picked up a pair of 6-way power, heated, power lumbar buckets that won't fit in the F100 but should fit nicely in the Super Cab. The Windsor fired up with no problems but its not ready for a drive yet. Currently working on a LOKAR shifter, aftermarket gauges (originals didn't work well and didn't want the mechanical gauges that someone installed), and a temporary exhaust system so I'm not shunned by the neighbors. I'm putting some cheapy SunPro 2.125" gauges into the original cluster bezel. Have the voltmeter, oil pressure and coolant temp gauges installed and am waiting for the fuel gauge. Still need to put the front fenders and grill on and wire up the front lights.
The 300 was in the 100 originally? I gess the creature comforts in the 150 was just to appealing "esp. for us old guys", to pass-over? Super cab means it has 4drs? Gud luck w/ it.
When I got the F100 from my son it had a rebuilt 300 from Advance. I sold that engine. Now the plan is to put the '81 300 in the F100. Its true -- I wanted to add all those things to the F100.
