sideoilerfe wrote:
The trapeze linkage is garbage. Just because Ford put them on millions of trucks doesn't mean they were any good.
Very true they became standard to support the autotrans kickdown rods.
Ford also put the VIN plates on the actual drivers door, not the door jam but the door. That was also stupid.
Actually they and every other car manufacture put them where each mfg thought is was best. A least with Ford the police could read the VIN easily. During a top.
You can't legally replace the door without getting your truck inspected and a new state assigned VIN to your truck. Been there done that.
Only in some states.
Ford also put drum brakes in the front of millions of trucks too but that doesn't make it right.
So did everyone else and they stayed there until something better and more cost efficient came along.
Sorry but you picked on Ford when you could have just said that you thought the trapeze is junk just like I do.
Old Fords Rule Was a Ford Service Tech
71 F250 with Shell Car 390 NP435 Dana 60 3.73s, PS, PB, 750 EC VS Holley Accel Points Eliminator.
98 Volvo S70 2.4T Auto 71 Service manuals Volumes 1,2,3 and 4 So ask away. My Gallery Spark test
sideoilerfe wrote:
The trapeze linkage is garbage. Just because Ford put them on millions of trucks doesn't mean they were any good. They're nothing but trouble. Ford also put the VIN plates on the actual drivers door, not the door jam but the door. That was also stupid. You can't legally replace the door without getting your truck inspected and a new state assigned VIN to your truck. Been there done that. Ford also put drum brakes in the front of millions of trucks too but that doesn't make it right. The cable and straight rod idea's are the best. Simple and effective with no trouble at all.
Just my opinion as you have yours. Never had a problem with any i had.
To some they just look to confusing to figure out what it does.
And Dragon, it is no way connected to the kickdown.
When I worked for Ford in 76 I had several factory setups that tied to C4s. In 76 almost every vehicle on our lot was automatics. The C6s now went to the carbs that was a real hassle if you had to change the engine.
Old Fords Rule Was a Ford Service Tech
71 F250 with Shell Car 390 NP435 Dana 60 3.73s, PS, PB, 750 EC VS Holley Accel Points Eliminator.
98 Volvo S70 2.4T Auto 71 Service manuals Volumes 1,2,3 and 4 So ask away. My Gallery Spark test
When I worked for Ford in 76 did you think we were changing new motors. No we were working on 70 and 69s and so on. The farmers in south Texas would keep their trucks forever but the hurricanes would flood the engines with moisture and ruin the engines. So they would bring them in and we would put in new factory long blocks.
Old Fords Rule Was a Ford Service Tech
71 F250 with Shell Car 390 NP435 Dana 60 3.73s, PS, PB, 750 EC VS Holley Accel Points Eliminator.
98 Volvo S70 2.4T Auto 71 Service manuals Volumes 1,2,3 and 4 So ask away. My Gallery Spark test
Dragon wrote:When I worked for Ford in 76 I had several factory setups that tied to C4s. In 76 almost every vehicle on our lot was automatics. The C6s now went to the carbs that was a real hassle if you had to change the engine.
when did the c6 linkage not go to the carb? An "E" clip at each end of the kick down rod and it was a real hassle to remove?
Sideoiler, what does the VIN tag location have to do with any mechanical function??
As for the drum fronts, most vehicles of the time didn't use power brake of steering either.
But the bell cranks were used for a reason...
In a dealer you lose money when you have to take extra stuff off. My book cost for removing the engine was 47 minutes. Every time you had to change sides or duck under the car you lose minutes if your time went over 47 minutes you only made 12 an hour versus 35 an hour.
Old Fords Rule Was a Ford Service Tech
71 F250 with Shell Car 390 NP435 Dana 60 3.73s, PS, PB, 750 EC VS Holley Accel Points Eliminator.
98 Volvo S70 2.4T Auto 71 Service manuals Volumes 1,2,3 and 4 So ask away. My Gallery Spark test
At the rate we're going, I don't think 'oldiron' is getting any answers to his question.
I changed my 72/390 to cable throttle. I used parts from a 90 Merc. Grand Marquis. I don't have any pictures of it but if you have any questions feel free to ask. I like it a lot better that the rod setup. With the rod you feel all the engine vibration in your foot and the throttle is a lot smoother with the cable. IMHO
Jake
-Jake
"Better to remain silent and be thought a fool than to speak out and remove all doubt." -Abraham Lincoln
-02 Dodge Ram Quad Cab
-72 Ford F100 LWB 390/C6 (Retired for now till I can rebuild/transform it)
-2000 Ford Windstar (Family Vehicle)
-92 VW Beetle (Mexican)
Guys,
As promised, here's the pictures of our bump gas pedal assembly vs. the dent pedal assembly: http://i240.photobucket.com/albums/ff13 ... C16077.jpg http://i240.photobucket.com/albums/ff13 ... C16078.jpg http://i240.photobucket.com/albums/ff13 ... C16079.jpg
Very little difference at all, not really worth changing to a dent pedal assembly IMO unless you're already doing a lot of work to the truck like I am. See the pictures above to make your own determination. Here's my findings: 1) The dent assembly is about one inch longer/taller in the engine compartment side.
2) The bump assembly has two linkage attachment holes in the engine compartment side (vs. one hole on the dent assembly).
3) And there was a spring on the pedal itself on my bump assembly (see picture) my dent didn't have one (coulda' been broken in the past?
Jeff http://www.fordification.com/forum/view ... 22&t=46251
SOLD-71 F-350 dually flatbed, 302 / .030 over V-8 with a "baby"C-6, B & M truckshifter, Dana70/4.11 ratio, intermittent wipers, tilt steering, full LED lighting on the flat bed, and no stereo yet (this way I can hear the rattles to diagnose)! SOLD!
Many Ford bumps / one 76' EB / and several dents through the years.
A lot of "oddball" Ford parts collected from working on them for 34 years now!
2008 Ford Escape 4 x 4
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See the pictures above to make your own determination. Here's my findings: 
