Ford : Aerostar
| Start Price |
USD 200.00 |
| Current Price |
USD 1,775.00 |
| Time Left |
- |
| Bid Count |
9 |
| Buy It Now Price |
USD 7,500.00 |
| Reserve Price |
- |
| Start Time |
Sunday, November 16, 2008 |
| End Time |
Sunday, November 23, 2008 |
| Location |
Belleville, PA |
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See more about 'Ford : Aerostar'
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Description
1986 Ford Aerostar I purchased this van in 1989 with a V-6, 5 speed in it. I installed the first 5.0L EFI, automatic A-OD from a 1987 Mercury Grand-Marque in 1995. The van worked so well from the first time it was started, that three weeks after finishing the build, I took it on vacation (about 600 miles round trip). The van has always been dependable, even with the V-6, 5-speed it came from the factory with. In the winter of 2001, I purchased a 1990 HO-5.0L and rebuilt it. The heads were shaved (just a cleanup) and given a 3-angle valve job. The block was decked to make sure the deck was square and flat. The engine has forged TRW aluminum pistons, stock HO roller cam, true roller-double row timing chain, Ford motorsport 1.72 ratio roller rockers (same as a Cobra) that open the valves 30 thousandths over stock (stock 1.6 stamped steel), 24 lb. injectors, and a 75 mm Pro-M mass air unit with a K&N air cleaner . The oil filter has been relocated under the radiator. The headers are factory Mustang and the exhaust system is custom-made true duals with an X-pipe in front of the turbo mufflers. It also has flanges using header gaskets to bolt the system together in four places. There are no clamps holding it together. The exhaust sounds great!!! At this time a new radiator, heater core, and motor mounts were installed. The transmission is a 1989 A-OD, rebuilt shortly before I purchased it in 2002. A shift improver kit was added. It has a Lincoln Towncar tail-shaft for the added length. With that, a stock aluminum Aerostar drive shaft could be used. The stock cross member was utilized; however, I turned it around. The holes were already in the cross member and a new standard mount was used. There is a large transmission oil cooler in front of the A/C condenser. The rear axle is an 8.8 from a low mileage Aerostar cargo van. The van sits about an inch and a half lower than stock. I couldn’t find lowering springs so this was done by removing one ring on the front springs and two + rings from a set of extended length Aerostar rear springs. A set of Performance Suspension Technology (PST) sway-bars were added, 1 ¼ inch front and a 1 inch rear. The front lower control arms have been professionally shortened 3/8 of an inch to allow the larger wheels and tires to fit under the wheel wells properly, without rubbing, and are now stronger than stock. There was plenty of adjustment for the upper control arms to be moved this distance. Both upper and lower control arms received new bushings. The rear center control arm has a urethane bushing in the front to control torque. The van rides firmer than stock and handles great!!! The wheels are silver PR aluminum 6 spoke. Front 15x7 with P215/60R15’s. Rear 16x8 with P235/55 R16’s. The stance is right on!!! I built a custom trailer hitch for the van. It was built and installed before the bumper was cut. This was so the bumper could be switched out for one without a cutout (completely hiding the hitch). It’s wired for a camper or a utility trailer. There is also a trailer brake control between the driver seat and the console. The second bumper was never purchased because the cutout for the hitch is finished off so nice it looks as if it could be factory. The front brakes have been upgraded with 1990 all wheel drive calipers and pads (larger pad surface). The rotors and pads were the best quality I could find. The new calipers were smoothed and painted red with industrial urethane. The rear brakes are stock, but had new wheel cylinders and spring kits installed in 2002. The interior is out of a low mileage 1993 XLT and was installed complete with the rear A/C and heat. The rear seats lay down into a bed. The front captain chairs are power lumbar and recline. The visors have mirrors and lights. The steering column is a tilt with an aftermarket wheel. The stereo is a Sony Explod, completely remote control. There are two switches between the driver seat and the console in front of the trailer brake control. One of these switches is to shut the fuel pump off; a great anti-theft device. The other controls the power ports (cigarette lighters); one under the rear of the driver seat, and one behind the rear seat on the left side panel. From the rear power port the heavy gauge wire goes to the trailer plug to supply power for charging the battery or for powering inside lights on a trailer. All the wiring was done while the van was apart and runs in the factory harness. I have pulled a 24 foot Sunline camper a total of about 200 miles. The power and handling were amazing!!! After installing the new engine early in 2002, the van was driven about one thousand miles, then I shelled it to get it ready for paint. Sandblasting of any rust, welding, body work, and sanding were done. There were then two gallons of epoxy primer used. After blocking out, I used DuPont ChromaBase with a high solid clear topcoat. The next day I wet sanded it to make the paint edges on the stripes smoother, then applied more clear. The mirrors and door handles are also body color. This is a show quality paint job; no paint edges or overspray in the door jams. The doors, fenders, hood, interior, and all the glass were removed for prep and painting. The only masking needed for painting was part of the dash, steering wheel, shifter, and the rear A/C unit. The engine compartment also needed to be masked off. Assembly included a new windshield. The hood and air box for the ram-air are handmade one off pieces. I took a stock fiberglass hood and cut it in many pieces. The center piece was moved back 1 ½ inches, raised up 1inch in the rear and ½ inch in the front for cowl induction; it actually lets heat out. The rear support going across the back was redesigned at this point. After that was made, an air box template was fabricated by going through the opening for the scoop. I designed the hood scoop to be compatible with the grille by keeping the opening height and shape the same. The hood is finished on the bottom side as nicely as the top. I made the grille and headlight surrounds into one piece, then smoothed the lines in the plastic. It was then painted body color. Fog lights were cut into the front bumper and exhaust tips were cut into the rear along with the hitch opening. The turn signal lenses were new 1993 pieces. The headlights are projection beam lights with upgraded bulbs. They also have a blue bulb in the bottom that comes on with the parking lights. They look great at dusk or at night leaving a car show. During the 2004 Hot Rod Magazine Power Tour, going from Arlington, Texas to Green Bay, Wisconsin, there were pictures taken of this van by one of the magazine photographers on the tour. Things to know: The wheels are balanced only on the back side and are, therefore, difficult to achieve a good balance. It’s not bad, if it was I would use stick-on wheel weights. One center cap is missing. The odometer shows almost 45,000 miles. True miles are unknown. In 2001 at the time of the rebuild there were only a couple hundred miles showing. The alternator has been upgraded to an 85amp. The shifter has 1, 2, D, and OD showing on the indicator. The A-OD transmission is designed to have a selector with 1,D,and OD. All A-OD’s have second gear; they just don’t have a selection for it. This isn’t a problem; just something you should know about. The computer and wiring harness is from a 1991 5-speed Mustang. The engine mounts on the cross member are 2 ½ inches back from the stock location. The mounts on the engine are a combination of V-8 and V-6 mounts using the V-6 insulators. These were larger and looked much stronger. On the highway, I get over 23 mpg. Imagine that, this look and sound with 5 mpg better than factory. When it was a V-6, 5-speed, the top mpg was 17 to 18. A dust cover, 1990 grille/headlight bezels (new 2002) in good shape (see pictures), and a box of miscellaneous parts goes with the van. I noticed the fog/driving lights are not working, the fuses are ok, maybe it's a ground. I don't have time to look into the problem. They did work, great. This is a proven combination. The van has been a V-8 automatic since 1995. It has never left me on the side of the road. I’ve taken this van on two Hot Rod Power Tours, one long haul (2004) and one two-venue (2006). It has been taken on one trip to Key West from Pennsylvania (2003) and several lengthy vacations. You can get into this van today and go anywhere!!! The public response at car shows, or while stopping for gas, or anywhere else, is amazing!!! I have never seen anything like this van, EVER. I’m certain you’ll never pull into a car show and be in a row of vehicles just like it with a different paint job. This is truly one-of-a-kind!!! I hate to sell it, but it’s time to restore my first car, a1965 Plymouth Sport Fury, I purchased in ’79. Conditions: The van is for sale locally and may be pulled from the auction at any time. The van is being sold AS-IS, no warranty. I can pick up the winning bidder at the State College PA airport. A $250 deposit to Pay Pal within 48 hrs. is required. I will accept a personal check. It has to be mailed and cleared at the bank before picking up the van. Cash at pick up will also work. Pick up must be within 7 days of auction ending unless other arrangements are worked out. You are welcomed to test drive and check it out for yourself prior to bidding. Thank You for Your Interest. If you need any more information or pictures please email me (darellsharon@hotmail.com) or call 717-250-6995 (cell) You can check it out on “youtubeâ€, just type “V8 Aerostar†into the search. I’ve received a few questions about the van possibly being difficult to work on and how hard is it to find parts for it. I think the spark plugs are easier to change now than they were before as a V6. The only parts that are not ford would be the oil filter relocation kit, the heavy duty transmission oil cooler, and the mass air unit. I stayed with ford parts as much as possible to make it easier to maintain. I built this van for myself and for the past thirteen years haven’t had a complaint about working on it. Installing the new engine was no different than changing a stock engine. All the hard work was done!!
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