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 > Your search for posts made by 'RLS7201' found 247 matches.

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RE: My Engine replacement odyssey - 1994 HR

As already noted, pre-lubing the engine is an excellent idea. Also, the addition of a ZDDP, (zinc dialyldithiophosphate) additive is worth consideration for start up. Mandatory removal of ZDDP from engine oil by the EPA makes for more risk to cam and lifters at new engine start up. Richard PS Good job of getting the old iron out.
RLS7201 05/17/15 03:24pm Class A Motorhomes
RE: John Deere MH chassis

Fleetwood built on the JD chassis from 1986-1991. Carbed 460 engine with C6 tranny, except for the 91 chassis which was EFI with C6. Richarsd
RLS7201 05/13/15 08:05am Class A Motorhomes
RE: My Engine replacement odyssey - 1994 HR

Some thoughts about eliminating AIR, EGR & oil cooler. The AIR injects fresh air into the exhaust stream. The the O2 sensor sees that and send a signal to the engine computer. Thus the AIR is important to the state of tune. Note, the O2 sensor only sees the exhaust gasses from the left bank. Look closely where the "Y" pipe joins. The EGR valve introduces exhaust gases into the fuel mixture to cool the combustion process to help control NOX. On the EGR valve is a feed back potentiometer that signals the engine computer to increases timing proportional to the EGR valves position. Thus controlling the state of tune. I have seen reports that indicate there is no loss of power or fuel mileage with EGR that has a feed back potentiometer. In my many years on RV forums I have not seen a report of engine oil cooler failure on F53 460s. I have see 2 reports of engine oil cooler failure on 460Ford.com. on modified PUs. Richard
RLS7201 05/12/15 09:08pm Class A Motorhomes
RE: My Engine replacement odyssey - 1994 HR

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RLS7201 05/12/15 07:04pm Class A Motorhomes
RE: My Engine replacement odyssey - 1994 HR

delete
RLS7201 05/12/15 05:41pm Class A Motorhomes
RE: My Engine replacement odyssey - 1994 HR

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RLS7201 05/12/15 03:38pm Class A Motorhomes
RE: My Engine replacement odyssey - 1994 HR

This will show you how much I disliked the timing pointer. I crawled around with a flash light and mirror and bumped the engine to TDC and then fabricated the new pointer. In all fairness, Ford set up that pointer long before they decided to install the 460 in a F53 motorhome chassis. But it would have been nice of Ford to relocate it like it did. https://lh3.googleusercontent.com/j6rxKeYu_lrM5y416_qlU5tB-QlR0U7DYBTm-d8fciA=w252-h189-p-no height=400 width=600 Richard
RLS7201 05/12/15 12:18pm Class A Motorhomes
RE: My Engine replacement odyssey - 1994 HR

I added some more info to my previous post. Richard
RLS7201 05/12/15 09:41am Class A Motorhomes
RE: My Engine replacement odyssey - 1994 HR

While looking at you last posted picture, it dawned on me that you will need different valve covers. The ones you have on the carbed heads won't work on the EFI heads. You'll need 1988 or later valve covers. Or does your long block come with valve covers? The EFI valve covers have center mounting bolts. And while I'm jabbering. If you intend to replace the upper and lower radiator hoses, they are Motorcraft KM4941 for the upper and KM4969 for the lower. Rockauto.com is the best price source. Not shown for your 94 but 95 is the same. The little short hose from the cooler to the water pump is the same for all 460s (pick up) with oil cooler. Richard
RLS7201 05/12/15 09:21am Class A Motorhomes
RE: Combining black and Gray

Letting the two tanks combine is done all the time. I use a gray water transfer pump to migrate the gray water to the black water tank. The only draw back is when dumping the gray water on the local flora, where it is allowed. Before you go YUCK, it has been encouraged in some dry desert areas. Richard
RLS7201 05/11/15 08:39am Class A Motorhomes
RE: What is the best 1 item you ever bought for your camper?

Gray water transfer pump. 12 volt electric blanket. Richard
RLS7201 05/09/15 10:40am Class A Motorhomes
RE: Winnebago, F53 Dim Low Beams only

My 95 Bounder had the same problem. I found two solutions. 1: The headlights were aimed at the tree tops. Solution, aim headlights 2: The voltage was low at the lamps. Solution, add a relay to increase voltage to lights. See wiring diaghram at Daniel Stern Lighting Richard
RLS7201 05/08/15 10:03am Class A Motorhomes
RE: My Engine replacement odyssey - 1994 HR

Steve, On the left exhaust manifold are 2 flair nut fittings, one for the AIR and one for the EGR. If you take a small ball peen hammer and tap around on those flair nuts, it will shake the rust loose and allow you to unscrew them. I don't recommend penetrating oil on those fittings. The penetrant keeps the rust from falling free and gums things up. Your mileage may very. :) Richard
RLS7201 05/08/15 09:55am Class A Motorhomes
RE: electrical issues relay switch

Look in your Battery Control center (some where close to your batteries). On the inside of the cover to your BCC is a wiring diagram. Find the chassis battery disconnect relay and check it for continuity. It has been known to fail and cause you described problem. Richard
RLS7201 05/08/15 09:39am Class A Motorhomes
RE: Need advice with wheel bearing issue

Emery cloth is used all the time in machine shops for final fit and finish. Because the OP owns a dial caliper, one would assume that he is a couple steps ahead of the average bearing packer and knows how to adjust the fit correctly. Richard
RLS7201 05/07/15 12:20pm Tech Issues
RE: My Engine replacement odyssey - 1994 HR

4 bolt mains? also zip lock bags and a sharpie makes sure you don't have a pile of leftover parts and pieces. Use a camera or cell and take lots of pictures as you go. Don't know about you but I can forget a lot in 2 wks. Jw Definately want a 4 bolt main setup. So many non Ford experts to confuse the issue. 460 Truck and car blocks, cranks, rods and pistons are the same quality. Heads are a non an issue as there were no EFI 460 used in passenger cars. Just make sure your replacement heads have the F3TE part number between the center exhaust ports. Ford hasn't used 4 bolt mains on the 460 since the high performance days of the 70s. And even then they were rare. The 370, 429 and 460 (385)series of engine is a very tough engine and had been run up to and over 2000 HP on 2 bolt mains. Steve, good call by going over to 460Ford.com. There are some really sharp 460 folks there. Richard
RLS7201 05/05/15 08:15am Class A Motorhomes
RE: yellowstone trip

Here is another choice of camp ground while visiting Yellowstone. Henrys Lake State Park in Idaho. Only 15 miles west of the west gate. No thrashing around with park traffic in the MH. Gorgeous setting, with full hook ups at most sites. Richard
RLS7201 05/03/15 04:01pm Class A Motorhomes
RE: Exercise the Generator or open your wallet

Interesting. For many years people used to take carburetors apart and clean and repair them. Now were told we can't do that and it's dangerous. Why is that? Richard
RLS7201 05/03/15 09:02am Class A Motorhomes
RE: Torque Pro Question - Trans Fluid Temp Calculation Methods

Make up a MECHANICAL CAPILLARY TUBE GAUGE. Interrupt the outgoing fluid from the transmission on it's way to the cooler. Use a threaded brass block with a "T" suitable for the gauge bulb. Double flared fittings on the tyranny line. Wrap the line from the transmission with fiberglass mat just like they use on body repairs. Four wraps. Then fiberglass resin. This reads fluid temp as the transmission sees it. No other manner of reading transmission fluid temperature is valid. Now for a question: I use MoPar synthetic fluid in the toad because I have to. If Mercon or Dexron synthetic fluid is available, does it have a good enough user reputation to offer high temperature lubricity and resistance to breakdown? The stuff isn't cheap. MoPar claims life of transmission usability. Har Har. I have changed it twice in 90,000 miles. But the longest lasting fluid operates at less than 100F. Use that as a sense of perspective. Engine oil on the other hand has both minimum and maximum limits because of combustion contamination boil-off and thermal clearances. I want to fit a tranny cooler to the toad. And a big pusher fan in front of the AC condenser. My bus uses 50 weight oil in the Fuller assembles. I chose Lubrication Engineers because of extended lifespan. Sorry Mex but that is completely wrong, Getting your temp. from the location you mention only tells you torque converter temp., not trans. temp or what the transmission temps is, clutches, seals, bearings, even the oil only sees those temps. momentarily until it hits the cooler them cools down and re-enters the trans pan. It is possible to have 300f oil temps coming from that location and the rest of the trans. is -20f, think stuck in a snow bank. Whats important is to know the oil temp the trans. is picking up from the pan, you want to know your coolers are doing there job and getting the oil temps down so they aren't hurting the trans.. Oil coming out of the trans. going to the coolers is going to have wild swings in temp. , unusable info for real world. What you want is usable numbers, so you can compare with other people and compare your temps in the future for anomalies and long term trends. Wrong! Transmission fluid life is based on the maximum temperature the fluid reaches. And that would be exactly as stated by Mex. Richard Really I guess you know something that hundreds of equipment, truck automotive, manufactures don't know. Since they put their temp. sensors in the pan or trans. case. As a heavy equipment mechanic I was trained that torque converter fluid exit temps. were pretty much useless in knowing unless looking for specific torque converter issues. I'm so disappointed in being wrong. Looks like we come from two different schools of thought. I was trained by the petroleum industry. You would think the manufactures of transmission fluid would know what conditions dedicate useful fluid life. Here's GM take on the subject. Here is a quote from the Orange ($8.95) GM manual: -------------------------------------------------------------------------------------- "OIL TEMPERATURE MEASURED AT CONVERTER OUTLET TO COOLER. 300F is the maximum temperature. (Workhorse says 350F). This is the normal place to install a temperature gauge or signal. The temperature in this location will vary significantly with each vehicle start-up or hill. If the temperature reaches 300F (350F), reduce throttle. To lower the transmission temperature with the transmission in NEUTRAL, run the engine at 1,200 RPM for 2-3 minutes to cool the oil. Do not allow the converter outlet temperature to exceed 300F (350F). Keep a close check to prevent the engine cooling system from overheating. 300F would be typical of rocking the vehicle in mud, snow, or sand, or a transmission in stall (full throttle, no vehicle movement). When the transmission is in stall, the transmission will develop heat at a rate of one degree per second of stall. OIL TEMPERATURES MEASURED IN THE SUMP 150F -- Minimum operating temperature for continuous operation. It is possible in low ambient temperature to overcool the transmission with oil to air-type coolers; it is hard to overcool if used in conjunction with oil to water coolers installed in most standard automotive radiators. 190F-200F -- Maximum oil level checking temperature. Beyond this, readings are not reliable because of expansion. 285F -- Maximum sump/oil pan temperatures for short duration such as a long hill climb. 300F -- Metal parts inside the transmission begin to warp and distort in varying degrees, seals melt rapidly, and transmission fluid life is extremely short due to oxidation and distress. AUTOMATIC TRANSMISSION FLUID OXIDATION Automatic transmission fluid can provide up to 100,000 miles of service before oxidation occurs under normal operating temperatures of about 170F. Above normal operating temperatures, the oxidation rate doubles (useful life of the fluid is cut in half) with each 20 degree increase in temperature. The approximate life expectancy at various temperatures is a follows: Degrees F Miles 175 100,000 195 50,000 212 25,000 235 12,000 255 6,000 275 3,000 295 1,500 315 750 335 325 375 80 390 40 415 Less than 30 minutes Richard
RLS7201 05/01/15 08:46am Tech Issues
RE: Torque Pro Question - Trans Fluid Temp Calculation Methods

Make up a MECHANICAL CAPILLARY TUBE GAUGE. Interrupt the outgoing fluid from the transmission on it's way to the cooler. Use a threaded brass block with a "T" suitable for the gauge bulb. Double flared fittings on the tyranny line. Wrap the line from the transmission with fiberglass mat just like they use on body repairs. Four wraps. Then fiberglass resin. This reads fluid temp as the transmission sees it. No other manner of reading transmission fluid temperature is valid. Now for a question: I use MoPar synthetic fluid in the toad because I have to. If Mercon or Dexron synthetic fluid is available, does it have a good enough user reputation to offer high temperature lubricity and resistance to breakdown? The stuff isn't cheap. MoPar claims life of transmission usability. Har Har. I have changed it twice in 90,000 miles. But the longest lasting fluid operates at less than 100F. Use that as a sense of perspective. Engine oil on the other hand has both minimum and maximum limits because of combustion contamination boil-off and thermal clearances. I want to fit a tranny cooler to the toad. And a big pusher fan in front of the AC condenser. My bus uses 50 weight oil in the Fuller assembles. I chose Lubrication Engineers because of extended lifespan. Sorry Mex but that is completely wrong, Getting your temp. from the location you mention only tells you torque converter temp., not trans. temp or what the transmission temps is, clutches, seals, bearings, even the oil only sees those temps. momentarily until it hits the cooler them cools down and re-enters the trans pan. It is possible to have 300f oil temps coming from that location and the rest of the trans. is -20f, think stuck in a snow bank. Whats important is to know the oil temp the trans. is picking up from the pan, you want to know your coolers are doing there job and getting the oil temps down so they aren't hurting the trans.. Oil coming out of the trans. going to the coolers is going to have wild swings in temp. , unusable info for real world. What you want is usable numbers, so you can compare with other people and compare your temps in the future for anomalies and long term trends. Wrong! Transmission fluid life is based on the maximum temperature the fluid reaches. And that would be exactly as stated by Mex. Richard
RLS7201 04/30/15 08:54pm Tech Issues
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