HDTenEightyP/NetNews huggingface dataset:
From: scottv@rs6421.ecs.rpi.edu (Vaughan K. Scott)
Subject: Re: Building/hopping up my 91 Mustang 5.0 LX
Date: Fri, 13 Nov 1992 19:00:56 GMT

ted@drycas.club.cc.cmu.edu writes:

In article <1992Nov12.024406.14676@stiatl.salestech.com>, cbm@stiatl.salestech.com (Chris Medders) writes:
>> First off, *great* group !!  I'm kind of a novice in this area and am excited
>> about getting to read & learn from all you experienced folks out there.  I
>> recently bought my first muscle car, a '91 Mustang LX 5.0 convertible and I

> p.s.  I forgot to mention that I have a manual transmission - is there such a
>> thing as a "shift kit" for a Mustang ?  Again, thanks !
>> 
>> -- 
>> -------------------------------------------------------------------------------
>> Chris B. Medders   | "All I want is a fast car, a million buck$, a LOUD guitar,
>> (w) (404) 841-4903 |  and, oh yeah, world peace - but the car part will do for
>> cbm@stiatl.com     |  now..." :-)  %->  {|-) ;-> :^) 

>  I  agree with your opinion of this new group!  :)  Flowmaster mufflers?  I
>like good ol' glasspacks!  You know, the ones that look like a propane cylender
>on the outside and you can look in one end and see out the other???  Dual
>exhaust is a MUST for any self respecting hot rod! (v8 assummed!)  You can
>improve the performance 100% by getting rid of all that pollution control
>garbage (and I use the term pollution control very lightly...most of it is
>useless except for making big bucks for the car companies) but I don't know
>if they check that kind of thing in your area...
>             TED

>p.s. "Muscle car" usually refers to cars of the 60's
>  
>  Shift kits are only for automatic transmissions...

	Check out the Oct. '92 issue of Hot Rod Mag., pg 60.  There is an
article "How to Tweak Your Late-Model Mustang" that mentions some mods for
the T-5 manual.  They consist of replacing the trans. oil with Slick Shift
(from Kaufmann Products), and replacing the shifter with a Kaufmann-modified
Hurst T-5 shifter.  Both steps are simple, and sound like a good way to beef
up you Mustang.

	Kaufmann Products, Inc.
	Dept. HR10
	12400 Benedict Ave.
	Downey CA 90242
	(310)803-5531

Vaughan Scott
scottv@rpi.edu
From: haverl@cats.ucsc.edu (Carl A Haverl)
Newsgroups: alt.autos.rod-n-custom
Subject: turbo pressure regulation mods
Date: 11 Nov 1992 22:33:50 GMT
Organization: University of California, Santa Cruz
NNTP-Posting-Host: am.ucsc.edu


Well, I know most of the traffic in this group deals with older US
cars, but I wonder if anyone has experience tweaking turbo systems.
I have a 1980 Saab Turbo.  What I want to do is modify the turbo
charge-pressure regulator, known as the "waste-gate."  I have noticed
that the pressure comes up much faster when the system is mal-adjusted.
Unfortunately, in this case the system over-pressures -- luckily
an overpressure sensor cuts the fuel pump!

The reason the pressure comes up faster when things are adjusted wrong
is that the waste-gate valve opens slowly AS THE PRESSURE BUILDS.
When the valve is pre-loaded with more spring tension, the valve is
opened less for a given pressure, so the pressure rises faster, but
equillibrium is not reached before overpressure.

When the system is properly adjusted, maximum boost is approached
assymptotically.  I want to change this so that the waste-gate valve
is held closed until maximum boost is near, then open the valve
gradually in the last 1 lb. or so.  This non-linear response will
reduce turbo lag.  Has anyone tried this ?


-- 
Carl Haverl
haverl@cats.ucsc.edu

305 Chace St.
Santa Cruz, CA 95060
(408) 458-3259
Newsgroups: alt.autos.rod-n-custom
From: chucko@kronos.arc.nasa.gov (Chuck Fry)
Subject: Re: Ford 302 EFI -> 351 EFI
Organization: Recom Technologies, NASA Ames Research Center, Moffett Field, CA
Date: Fri, 6 Nov 1992 17:02:10 GMT

In article <92311.104726KXN2@psuvm.psu.edu> Karl Nordstrom <KXN2@psuvm.psu.edu> writes:
>Has anyone built a Ford EEC-IV controled EFI system for the 351W?

Yes, as a matter of fact Ford already does or did.  Check out the
(old, pre-modular-motor) Crown Victoria, readily available in used cop
car form.  The GT-40 intake is also available with a base for a 351W.

>Could the 351W's crank, rods and pistons be used in the 4.9L?

Very doubtful.  For starters, the main journals on the crank are way
too large, and the stroke far too large for the 302 block.  The rods
are too long to be used with anything but custom pistons.  Since the
bore size is the same, you *might* be able to use the pistons with
some oddball rod, but I haven't got the compression height of the 351W
pistons handy.

There are 302 stroker kits available, but they don't use any 351W
parts.

 -- Chuck Fry  Chucko@charon.arc.nasa.gov
From: jws@billy.mlb.semi.harris.com (James W. Swonger)
Newsgroups: alt.autos.rod-n-custom
Subject: Re: Buick big blocks
Date: 13 Nov 92 14:11:21 GMT
Organization: Harris Semiconductor, Melbourne FL

In article <1992Nov13.050116.2552@drycas.club.cc.cmu.edu> ted@drycas.club.cc.cmu.edu writes:
>
>  I doubt you're saving much gas with a low stall speed converter...you sure
>you aren't confusing this with having a high ratio rear end?  Besides, real
>hot rodders are concerned with power and speed and such, not gas mileage!  :>
>heh heh...:>  :>  :>
>

 If you're not stalled (minimal impeller/turbine relative slip) at your
cruise RPM, you'll be wasting gas and throwing heat. The torque converter
multiples torque but does it inefficiently. If you use a high-stall 
converter a trans cooler is mandatory to dump the heat generated by all
that slippage (actually fluid shearing I guess).

 
-- 
##########################################################################
#Irresponsible rantings of the author alone. Any resemblance to persons  #
#living or dead then yer bummin. May cause drowsiness. Alcohol may inten-#
#sify this effect. Pay no attention to the man behind the curtain. Billy!#
Newsgroups: alt.autos.rod-n-custom
From: mdl@oscar.bellcore.com (Michael Lynch)
Subject: 351 Lust
Reply-To: mdl@oscar.bellcore.com (Michael Lynch)
Organization: Bellcore
Date: Mon, 9 Nov 92 14:15:59 GMT

I'm in the process of customizing a '53 Ford Mainline Tudor, and all along
I've intended to have the flathead rebuilt.  Now temptation rears its ugly
head.  A local garage is parting out a battered '70 Torino, and I just
stopped to look at the engine.  It's a 351 with a high-performance cam and
a Holly (600?) 4BBL.  The tranny is a C6 with a newly rebuilt torque
converter.  The rear is the venerable Ford 9-inch.  The owner doesn't know
much about the condition of the engine.  He says that as far as he knows
it doesn't burn oil.  Beyond that he can't say much.  He wants $400 for
the engine (complete), $400 for the tranny, and $300 for the rear.  I don't
know what the ratio is.

How do these prices sound?  I haven't really been in the market for an
engine/tranny like this, because I've been suffering from flatheaditis.


Mike Lynch
mdl@oscar.bellcore.com
Newsgroups: alt.autos.rod-n-custom
From: rich@devnet.la.locus.com (Rich Silva)
Subject: Re: Help with Headers
Reply-To: rich@locus.com
Organization: Locus Computing Corporation
Distribution: usa
Date: Thu, 05 Nov 1992 14:58:15 GMT

    One of the other reasons I went with Hedman instead of Hooker was
    that the Hedman header tubes were only 1 7/8", where the Hookers
    were 2 1/4? 1/2?

    The Hedmans also had a nearly rectangular port, rather then the
    oval Hooker ports, which saved me a lot of exhaust port porting.
    Although I didnt finish my experiments, I found that the 289 needs
    "some" backpressure to work right...  Here is the stuff I found...
    I got better times in the traps through the mufflers then either
    un-corked or with tuned megaphones.  Now, it may have been my
    reactions, the noise, or whatever, I dont know, but thems the
    facts (13.19 at 110 mph on street tires with a 3.89 rearend... not
    too bad)

    Hedman headers - with big tube exhaust pipes to Thrush Mufflers
    Edelbrock Torker manifold
    Holley 650cfm 4-barrel (vacuum secondaries, with the light spring)
	    65mm jets
    .500 lift 286 degree overlap HYDRAULIC cam (Sig Erson)
    68? 69? 302 Open Chamber heads (I think a special model for a truck
	    motor...  Anyway, they are nearly hemispherical, rather then
	    wedge shaped chambers.
    11.5-1 forged pistons (this ended up with a 10.5-1 compression
	    ratio with the open chamber heads) I ported the heads myself. 

    The engine was blue-printed, and I found a windage tray to keep
    the oil down.  Not much else.  I had a Borg Warner ST-10, Y-gears
    (close ratio, high first gear) tranny...  Did some suspension
    work, cut down Boss 302 front springs, found a rear sway bar from
    a '70, got a set of the heavy duty Shelby rear leafs, with 2"
    lowering pads.  Battery is in the trunk...

    Anyway... That's what I did, it seemed to work pretty well....  I
    was never "really" satisfied with the headers, but they fit.

    I guess this is mostly saying, I'd stay away from "big tube"
    headers, whether out of a box, or hand built.  If I was doing it,
    I think I'd find a set of those Tri-Y headers (if you dont know,
    but you probably do, a tri-Y header combines two tubes nearly
    immediately, then you only have to deal with two tubes on a side
    to the final collector...) and try to bend them to fit.  If I
    remember the "over the bar" conversations I had many many years
    ago, if you fabricate your own, be ready to do it twice, you'll
    never be satisfied with the first set...


    Rich

-- 
    Rich Silva
    Locus Computing Corporation		   rich@LOCUS.COM
		      {uunet,ucivax,trwrb}!lcc!rich
	   {randvax,ucbvax,trwspp}!ucla-se!lcc!rich

Newsgroups: alt.autos.rod-n-custom
From: nitram@tellabs.com (Marty Hewes)
Subject: Re: F-Body Stability
Organization: Tellabs, Inc.
Date: Wed, 11 Nov 1992 23:52:28 GMT

In article <BxKH7x.J7L@mentor.cc.purdue.edu>, mshar@mentor.cc.purdue.edu (Mike Mshar) writes:
> > Stephen James Kendrish <sk4k+@andrew.cmu.edu> writes:
> >
> >In concern to the comment made about 5.7 liter IROCS rarely ever seen
> >with T-tops....  I don't seem to understand the "don't know if the
> >body can handle a powerful engine" comment.  Explain?
> 
> The reason was because the body would bend itself up with the extra torque.
> It is hard to find a V-8 F-body with all of the body panels still in
> perfect alignment, especially if they have T-tops. 

Gee, I bought a Z-28 in 1982.  T-Tops, 4 speed, posi, and 305.  I took it out
and ran the 1983 Sports Car Club of America Solo II championship with it.
Won the F Stock class first place series title in Chicago, against some tough
Fords, a Challenger TA, and an AMX.  Ran it again in '84 and '85 with
diminishing success (the newer cars got faster).  I toasted lots of tires,
one clutch, one 4 speed (GM delivered it with the Saginaw instead of the T10),
and one clutch linkage.  Ten years and 60k miles later, the body panels still
hang perfectly straight, thank you.

I think the original reason for the release of the 5.7 litre Camaro was to
make it legal for a lot of stock class racing.  The early versions could
not be had with air conditioning, either.  The intent was to make them 
lighter, as much as stronger.

The TPI 5.7's may have a structural problem with high torque, but I 
guarantee you that not all V8 F bodies have the problem.

> I know someone in high school that put a Corvette TPI 350 into his GTA,
> right before he ran it into a tree! Now that put some stress on the body.

I suspect this is the reason you don't see many F bodies with straight 
panels.  It's the combination of high limits (power and handling) and 
a poor T/CS/T ratio driver (testosterone/common sense/talent).

There is a reason the liability insurance is so high on these cars.  They 
require a lot of the driver.

Newsgroups: alt.autos.rod-n-custom,rec.autos
From: jvb7u@fermi.clas.Virginia.EDU (Jon Brinkmann)
Subject: Mail order company for custom van parts
Keywords: mail order custom van
Organization: Department of Astronomy, University of Virginia
Distribution: usa
Date: Wed, 4 Nov 1992 22:14:51 GMT

I have a Chevy Astro van that I'd like to customize, but have no idea
where to get interior parts.  I've looked in a number of auto magazines
with no luck.  Does anyone have names, addresses and phone numbers for
mail order parts suppliers for such items.  I have a JC Whitney catalog,
but they have a limited selection.

Please Email responses, as I don't read this group regularly.  If anyone
is interested, I'll post a summary of replies.

Jon
---
Jon Brinkmann					Astronomy Department
Internet:	jvb7u@Virginia.EDU		University of Virginia
UUCP:		...!uunet!virginia!jvb7u	P.O. Box 3818
SPAN/HEPnet:	42084::"jvb7u@Virginia.EDU"	Charlottesville, VA 22903-0818
From: Alex@camp.wpic.pitt.edu (Alex Ferguson )
Newsgroups: alt.autos.rod-n-custom
Subject: Need body lift info...
Date: 5 Nov 92 21:31:43 GMT
Organization: DAC, Child Psych, UPMC


Hi,

        I was wondering if anybody knew of any custom auto shops in the 
Pittsburgh area.  I just put 35" tires on my truck & now when I turn the 
wheels rub against the fender (not enough to make it undriveable, but enough 
to make it annoying) - anyway, I talked to people at Midas & they said that 
air shocks wouldn't do it (1-2") & I needed either modified springs, or 
probably a body lift.  They don't do those, nor do they know of anybody 
around who does - if you know of anybody who does this kind of work, could
you drop me a line & let me know who they are?

	Also, if you have any idea how much something like this would cost, 
or if you have had experience in this area & could offer any pointers, I'd 
appreciate it.

                                                Thank-you,
                                                        Alex

/~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~\
| Alexander J. Ferguson III                                          |
| Database Manager, DAC (Data Analytic Core)                         |
| Child Psychiatry, Western Psychiatric Institute & Clinic           |
| University of Pittsburgh Medical Center                            |
|                                                                    |
| alex@camp.wpic.pitt.edu   voice (412) 624-3705                     |
|                           fax   (412) 624-0223                     |
\~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~/

Newsgroups: alt.autos.rod-n-custom
From: (Eric Youngblood)
Subject: Re: Advance Tuning (Gas or Springs?)
Reply-To: Peon w/o Email priv (Eric Youngblood)
Organization: Bell-Northern Research, Richardson, Tx
Date: Thu, 12 Nov 1992 21:08:40 GMT


Well I decided to be lazy and just switch to the low octane instead of switching
to the lighter springs.  The engine "feels" more torque-y and runs 0-60mph
in the 6.3 sec range whereas it was running 6.4's  (BTW: 77TA Pont400-272cam
w/.447 int & .465 ext, Holley 650 vac sec., headers + crossover,K&N,Valvoline 
SYN 10w-30, TH350 w/ 3.07std diff, 3800lb curb wt)
 
I will be interested to see if 1/4m changes much. Before it got cool I could run
upper 14.6's @ ~104mph.  Probably most of the diff is due to colder denser air,
but optimal ignition seems to make the most of it.

Main problem is the launch. One word ---> SUCKS
Sixty foot times in the 2.8 sec range, I am waiting for the Goodyear ST P235 60s
to wear out and get some P265 50 BF Goodrich COMP TAs.  I'll need to get some
wider rims though.  The standard rear axle is the other problem,  I think a POSI
unit would perform way better.  Some b*tthead who owned the car before me yanked
it out and put in the standard unit.  Engine kicks out the power very well above
2500 rpm, you can *really* feel that sucker pull.

I'll stop now before this rambling gets even more boring,

$0.02

Ericy
Organization: Penn State University
Date: Mon, 9 Nov 1992 12:04:17 EST
From: Karl Nordstrom <KXN2@psuvm.psu.edu>
Newsgroups: alt.autos.rod-n-custom
Subject: Ford Flathead

Could somone describe the performance of the Flathead?
From: gianos@leland.Stanford.EDU (Edward Alexander Gianos)
Subject: Looking for Honda Perf. Accessories
Organization: DSG, Stanford University, CA 94305, USA
Date: Thu, 5 Nov 92 02:01:09 GMT

Hey!

I love my car as much as the next guy, and I drive a Honda.  Actually,
a '91 Civic Si.  I am looking for a supplier of Performance accessories.
I am just getting started in this stuff, so I don't really know
EXACTLY what I'm looking for--exhaust pipes, manifold, that type stuff....

Does anybody know where I can get some info?

Thanks!

Ed
gianos@leland.stanford.edu

(Yeah, I *know* its not a muscle-car...hehe  :) ...)
From: ted@drycas.club.cc.cmu.edu
Newsgroups: alt.autos.rod-n-custom
Subject: Re: 74 Mustang II HELP
Date: 13 Nov 92 04:56:09 -0500
Organization: Carnegie Mellon Computer Club

In article <92314.101438B5D@psuvm.psu.edu>, <B5D@psuvm.psu.edu> writes:
> I know this does not belong here, but I need help finding side moldings
> with the vinyl inserts (black) for my 74 TangII.  I need the whole left
> side from and including the wheel wells.  Originally, I was looking for
> the front left fender too, but the autobody people can salvage that.
> Ford dealers list all the parts, but when they go to the price listings
> they are all Not Available.  Any help will be appreciated.
> 
> Bill

  Sounds like time to go search the salvage yards!
             TED

Newsgroups: alt.autos.rod-n-custom
From: milliganc@woods.ulowell.edu
Subject: RE: Furd Flat-head
Organization: University of Lowell
Date: Tue, 10 Nov 1992 19:25:29 GMT

The performence of a flat-head, now there's a contradiction of terms!!  I know
that this is the engine that has been heralded for years, by some.  I have a
couple in my yard.  One (a '47) powers an electric welder generator, not my
choice it came that way.  Another is in an ALLARD (You've probably never heard
of it).  Oh,yeah, then there's the one i've planted geraniums in the cylinders.
I also know of one being use as a boat anchor.  Flat-heads run hot, when they
run.  In the early '50's a fully dressed up flat-head would get about 260 h.p.
The *stock* Cadillac engine was doing that........oh,well, there are those who
love them... I hope you hear from them, to.
                               Happy Motoring,
				KILROY 
Newsgroups: alt.autos.rod-n-custom
From: (Eric Youngblood)
Subject: Re: Buick big blocks
Reply-To: Peon w/o Email priv (Eric Youngblood)
Organization: Bell-Northern Research, Richardson, Tx
Date: Mon, 09 Nov 1992 15:42:19 GMT

In article <1992Nov9.133730.4363@mlb.semi.harris.com>, jws@billy.mlb.semi.harris.com (James W. Swonger) writes:
|>
|>  If you have the ST-400 trans, the gizmo that switches the torque 
|> converter pitch could have a big effect on off-the-line behavior and
|> idle. It's a switch mechanism mounted on the intake, driver's side rear.
|> You should be in high-stall at idle and WOT, low stall at part throttle.
|> Staying in low stall all the time will make your idle hard to live with;
|> permanent high-stall will keep you slipping as you cruise.
|> -- 

Is there a converter like this for the TH350/400 tranny's?  I am reluctant to
put a high stall converter in my street driven TA.  The low stall speed really
kills off-the-line launch but I can pass a few gas stations.

Anyone know?

$0.02
Ericy
Newsgroups: alt.autos.rod-n-custom
From: leif@tde.lth.se (Leif Olsson)
Subject: Re: '49 Chevy Exhaust
Organization: Applied Electronics, Lund University, Lund, Sweden
Date: Thu, 5 Nov 1992 08:16:52 GMT

If you have very little space for your exhaust manifold you should try
the originals from a Chevy Monza. They even fit in a Vega! They look
low power but are better than they look.

Leif
--
===============================================================================

Leif Olsson 
Department of Applied Electronics         email: leif@tde.lth.se
Box 118
S-221 00 LUND
SWEDEN
Newsgroups: alt.autos.rod-n-custom
From: jyoung@Cadence.COM (John Young)
Subject: Re: Anyone want a HOG?
Organization: Cadence Design Systems, Inc.
Date: Wed, 11 Nov 1992 17:33:24 GMT

In article <1992Nov2.160157.15286@noose.ecn.purdue.edu> bill@ecn.purdue.edu (Bill Drake) writes:
>In article <1992Nov2.031649.3387@vela.acs.oakland.edu>
>rwruther@vela.acs.oakland.edu (Richard Rutherford) writes:
>>Does a 1958 Eureka Hearse (Cadilac commercial chassis) have any rod value?
>>I have one. It has limited antique value due to it's '61 engine. Does anyone
>>out there in net-land think this would look neat chopped and channeled?
>>-- 
FU%&IN-A!Hack the roof,slap some rims on it,gloss black, w/red interior.
smooooooooooooooooooth...
		John"Pontiac"Young(some kind of .sig to come)>
From: joes@sw.stratus.com (Joseph Spriano)
Newsgroups: alt.autos.rod-n-custom
Subject: 74 Laguna crome needed
Date: 3 Nov 92 10:29:35 GMT
Organization: Stratus Computer, Inc.

Hi yesterday I posted an article about my/bros 74 Laguna 454.

Well I wonder if someone can help me out. I need some crome for around
the back 2 windows. These were missing when we got the car (dont know why)
But none the less I would like to put them back on to keep it factory.

Anyone have a catalog /name or number of a place that might sell this stuff?
and maybe a $$$ on it? 


Either e-mail me or post it.


Thanx for any help


Joe 
-- 
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Newsgroups: alt.autos.rod-n-custom
From: nitram@tellabs.com (Marty Hewes)
Subject: Hammered roof on a Bronco II?
Organization: Tellabs, Inc.
Date: Fri, 6 Nov 1992 14:59:38 GMT

Am I sick?  Should I have my head examined?  I'm getting bored
with my '82 Z-28.  Every kid in town has one.  I'm contemplating
chopping 3" out of the top of my Bronco II.  Damn thing is too
tall anyway.  I have torches and saws, but no time.  Anybody
know anybody around Chicago who does this kind of thing?

				       Marty Hewes
				       (708) 665-6671

Newsgroups: alt.autos.rod-n-custom
From: rodder@ccwf.cc.utexas.edu (Jon D. Rodder)
Subject: Re: Advance Tuning (Gas or Springs?)
Organization: The University of Texas at Austin, Austin TX
Date: Tue, 10 Nov 1992 07:29:04 GMT

In article <1992Nov09.171252.29041@bnr.ca> Peon w/o EMAIL priv (Eric Youngblood) writes:
>
>Well now that the season has turned cooler I have been contemplating my 
>seasonal distributor spring change. (I can run a *very* aggressive centrifigal
>advance curve during cool weather)  This improves the power output and results
>in better acceleration times.  I am wondering if instead I should just switch
>to lower octane gas (I currently use 93 octane) in that the lower octane will
>burn faster thus creating peak pressure sooner similar to advanced timing with
>high octane.
>
>Will lower octane have this affect or am I just trying to get out of some work?

Well, you'd be saving a few bucks by using cheaper gas, but it isn't
going to give you more power.  Automotive grade gasoline burns at pretty
much the same rate regardless of octane rating.  If your just interested
in better acceleration, rejet the carb and then bump the timing.
Denser air means you need bigger jets to keep the same A/F ratio, but
I don't know how much bigger.

-- 
--=< Jon D. Rodder ----- rodder@ccwf.cc.utexas.edu >=-- 
    \    IRC-Op at tramp.cc.utexas.edu (Rodder)   /
     \    89 Jeep Wrangler - 258/PIECE OF JUNK!  / 
      \        79 Rx-7 - 12A/Holley 4bbl        / 
       \________67 Camaro RS - 350/4spd________/ 
Newsgroups: alt.autos.rod-n-custom