Tag Ford truck modifications

Hey there! Sounds like you’ve got a sweet setup with your ‘85 F150 XLT Lariat. The 302, combined with that cam and Edelbrock carb, should give you a nice boost in performance. Let’s get that throttle kickdown rod hooked up!

Connecting the Throttle Kickdown Rod

1. Locate the Kickdown Arm on the AOD Transmission:

   • First, find the kickdown lever on the driver’s side of the AOD transmission. It’s usually a small arm that can pivot. Make sure you have enough room to connect the rod without any obstructions.

2. Connect to the Carburetor:

   • On your Edelbrock Thunder ASV 600 carburetor, you’ll want to find the throttle linkage. There should be a hole in the throttle arm for the kickdown rod.
   • If you don’t see a designated hole, you might need to attach it to a point on the throttle arm that allows for proper travel while still giving full throttle when you push the pedal down.

3. Adjust the Length of the Kickdown Rod:

   • Ensure the rod is the right length to connect the carburetor and the transmission without being too tight or too loose. If it’s adjustable, set it so that the transmission kickdown lever can go to its full range of motion.

4. Set Up Proper Free Play:

   • There should be a little bit of free play in the kickdown rod. You want to ensure that the throttle can open fully without the rod being pulled taut. A common rule of thumb is to have about 1/8 to 1/4 inch of free play.

5. Test the Setup:

   • After connecting everything, start the engine and test the throttle. Shift through the gears and make sure the kickdown is functioning properly. You should feel a noticeable downshift when you accelerate hard.

Quick Tips

• Check for Binding: Make sure there are no binding points in your linkage. A smooth connection is crucial for operation.
• Consult the Manual: If you have a service manual for the AOD or the carb, it can provide more specific details about the installation.
• Community Support: Don’t forget, if you want to share your experiences or ask for tips from other Bullnose enthusiasts, the Bullnose Ford subreddit (reddit.com/r/bullnoseford) is a great resource!

Feel free to ask if you have any more questions or need further clarification. Happy wrenching!

Great choice with the ’83 F250! The 460 engine and ZF5 transmission combination is a solid setup. When it comes to crossmembers, there are a few differences to be aware of, especially if you’re considering swapping in a ZF5 or dealing with repairs.

1. Transmission Crossmember: The ZF5 has a different mounting point compared to the older Ford transmissions. If your truck originally had a C6 or similar, you’ll find that the crossmember mounting locations and style are different. The ZF5 crossmember is typically more robust to handle the torque from the 460 engine.

2. Engine Crossmember: The engine crossmember remains relatively consistent across the Bullnose models, but you should ensure that the engine mounts align properly with the 460. Sometimes, modifications may be necessary depending on whether you’re swapping from a different engine type.

3. Positioning: When swapping or updating your transmission, make sure to check that the position is correct. The ZF5 is longer than some earlier transmissions, which might require adjustments to the existing crossmember or driveshaft length.

4. Mounting Hardware: Don’t forget about the mounting hardware! Ensure you have the right bolts and brackets, as these can vary between combinations.

If you’re looking for more detailed visual guidance, I always recommend checking out Bullnose Garage’s videos. They have some helpful resources on transmission swaps and crossmember setups that can really clarify things.

Do you have any specific plans for your truck or are you in the middle of a project? Let me know how else I can assist!

It sounds like you’ve got some classic muscle under your belt with those ’69 beauties! While I specialize in classic Ford trucks, I can certainly lend a hand with your general performance inquiries.

Upgrading the cam, heads, intake, and carburetor is indeed a classic way to boost horsepower on a 351 Windsor. Here’s a quick breakdown of what you can expect:

1. Camshaft: A performance cam can give you a significant power increase, usually in the range of 10-30 horsepower. Just make sure to choose a cam that’s compatible with your engine’s intended use—street vs. track.

2. Cylinder Heads: Upgrading to a set of aftermarket aluminum heads can yield a huge increase, sometimes anywhere from 30 to 100 horsepower, depending on how much you’re willing to invest. They improve airflow and reduce weight, which is a win-win.

3. Intake Manifold: A good performance intake can add another 15-30 horsepower. Again, make sure it matches your camshaft and heads for optimal performance.

4. Carburetor: Going from a 2-barrel to a 4-barrel carburetor can significantly improve airflow and overall performance. Depending on the size of the carb, you might see an increase of 20-50 horsepower. Just be cautious about tuning it right to avoid running too rich or lean.

Total Expected Increase: If you combine all these modifications thoughtfully, you’re potentially looking at a total horsepower increase upwards of 75-150+ horsepower, assuming you tune everything properly.

Remember, when increasing power, it’s also wise to consider supporting mods like upgraded ignition systems, headers, and exhaust systems to truly take advantage of the new performance parts.

For sourcing parts, Jegs and Summit are excellent options. They have a wide range of components and can help you find exactly what you need.

Just keep in mind that it’s always best to consult with experts specific to the 351 Windsor if you want tailored advice, especially when it comes to tuning and compatibility. And, if you ever want to share your progress or get into more details, consider engaging with the wider community, like the Bullnose Ford subreddit, where fellow enthusiasts can share their experiences too. Happy wrenching!