Our '87 Ford F-250 is called Project 300. Its name comes from the dollar amount we forked over to get the keys. Once we had them, we soon found out they were unneeded, since the steering column was broken. Currently, this truck has many tricks and procedures in order to get it started, which makes for the best security system available. Since we bought the truck, we've added glow plugs, various hoses, a seat cover, pedal bushings, a firewall reinforcement, an ATS turbo kit, body mounts, an exhaust system, a fuel pump, V-drive belts, a fuel return line kit, a front corner lamp, a front filler, and batteries. This project not only involves adding stuff, it includes removing things as well. For example, at least 50 pounds of grease, rotten carpeting, a dangling headliner, deteriorated firewall and hood insulation, a leaking fuel water separator, and a spare tire holder. This real-world project highlights the problems and triumphs you'll likely face if you buy a $300 diesel.
Fitting New Tires
This month's episode started with a set of BFGoodrich's new E-load-range-rated 285/75R16 All-Terrain tires. At the stock ride height they fit without rubbing the fenders or bumpers, but when the steering wheel was turned, they came in contact with the radius arms a little more than the stock tires did. Wanting a little more room for the tires and liking trucks with a leveled look, we decided to call the folks at Daystar and have them send us one of its Ford twin I-beam 2-inch leveling kits. Our next call was to Skyjacker, since we were after its steel, 1/4-inch, hex-cut spacers, which would help us fine-tune the perfect ride height.
Replacing The Brakes And Bearings
During the installation, we noticed our brakes were shot. One of the calipers had seized and milled 1/4 inch of steel from the one-piece hub and rotor. We needed new brake pads, rotors, grease seals, and calipers. While we were in there, we installed new wheel bearings, too. To set the tapered roller bearings, we tightened the adjusting nut to 22 lb-ft while rotating the tire back and forth, then backed it off a half turn, and finally tightened it to 10 to 15 in-lb. Once it was all back together, we noticed our flexible brake lines were stretching at full suspension droop. This was fixed by bending the hard line portion connected to the caliper.
 The stock dual piston calipers...  The stock dual piston calipers were in a pitiful state due to lack of maintenance. The brake fluid was sludge, because it was contaminated with water, dust, and air, which entered the system through the failing seals. This is why you should change your brake fluid periodically. Just checking your brake pad life is not enough. We used compressed air to carefully blow out the pistons. Unfortunately, adding new seals wasn't an option, because the pistons were scarred. We made sure to put a wooden block between the pistons and caliper so we didn't create a projectile or finger masher. When you're trying to dislodge a frozen piston, go slow, because it will come out with a bang. |  On the scissors lift with...  On the scissors lift with the tires off the ground, it is easy to notice Project 300's positive camber. Although, when the vehicle's weight is loaded, the camber is not as exaggerated. With the 2-inch lift, the twin I-beam suspension was not happy. When turning, it felt like our BFGoodrich tires were secretly switched with ice skates. |  One rotor was junk because...  One rotor was junk because of the stuck caliper. Unlike four-wheel-drive trucks that have a two-piece hub and rotor setup, our truck has an all-in-one setup. This increased its price, but since there are so many of these trucks around, it was surprisingly affordable. Also, it is easier to work on two-wheel-drive hubs, because there are fewer parts and you don't need a special hub nut tool. |