HDTenEightyP/NetNews huggingface dataset:
From: hotrod@dixie.com (The Hotrod List)
Subject: more 351 stuff
Date: Fri, 01 Jan 93 19:17:17 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.
To: hotrod@dixie.com
Reply-To: hotrod@dixie.com
Posted-Date: Friday, Jan 01 14:17:11
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My post about the 351 SVO block from Summit - 0.060 over - should have read
"maximum overbore of 0.060".  Most of the other blocks (the ones that are
$1,200 and up) can be bored to 0.125 oversize.

When I re-read Dave Williams' reply, it looks like he also made a few 
suggestions about the do-it-yourself EFI.  Thanks, Dave.  Sorry about the
buildup of useless Great Malfunction stuff in your garage.  Can't help you,
though...


Mike Jamison

----------
Posted by: emory!mars.lerc.nasa.gov!edwlt12 (Mike Jamison (ADF))
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: Ken Duttweiler blown Ford
Date: Tue, 29 Dec 92 19:14:19 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.
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Posted-Date: Tuesday, Dec 29 14:14:13
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                          SUBJECT:  Ken Duttweiler blown Ford
Here's the Torque/HP Dyno table for the blown Ford motor that Ken did:

RPM   Torque   HP
==============
3619  352.8   243.1
3700  356.5   251.2
3800  362.2   262.0
3900  370.9   275.4
4000  380.9   290.1
4100  392.1   306.7
4200  408.1   326.3
4300  425.5   348.4
4400  438.6   367.4
4500  451.3   386.6
4600  456.3   399.7
4700  461.3   412.8
4800  464.9   424.9
4900  474.5   442.7
5000  485.0   461.7
5100  483.9   469.8
5200  486.0   481.2
5300  493.9   498.4
5400  505.4   519.7
5500  514.7   539.0
5600  519.0   553.4
5700  521.5   565.9
5800  523.8   578.4
5900  535.5   590.4  * Torque peak
6000  533.9   598.4
6100  527.5   612.8
6200  528.6   623.9
6300  525.2   630.0
6400  523.6   639.2
6500  518.6   641.8
6600  512.1   643.5
6700  507.0   646.8
6800  507.2   656.6
6900  510.0   670.0
7000  514.0   685.0
7100  517.3   699.2
7200  520.3   713.3
7300  517.5   719.2
7400  517.2   728.6
7500  512.8   732.3
7600  513.0   742.3 * HP peak
7679  504.2   737.2

The resulting graph shows a very flat torque curve above about 4800 rpm.  (CC
had a typo in the HP column at 6400 rpm - 693.2 vs. a more reasonable 639.2). 
Pretty impressive, especially considering that it is a 0.020" over 302!

-- Ken Mosher
-- Buick Grand National:  A *BOOST* of Buick Performance

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Posted by: "KEN MOSHER" <emory!imd.sterling.com!Ken_Mosher>
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: Re: Buick -->> volkswagen
Date: Wed, 30 Dec 92 23:44:16 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.
To: hotrod@dixie.com
Reply-To: hotrod@dixie.com
Posted-Date: Wednesday, Dec 30 18:44:13
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I should have guessed it would be you!!!! :-)

[I resemble that remark!!! :-) JGD]

I can check my very recent KEP catalouge (Kennedy Engineered Products)
when I get home tonight.  I believe the Buick engine has a transaxle
adapter available, but I don't recall which Buick engines.
Also, a recent issue of Dune Buggy and Hot VW's had an article on KEP
and another company....I'll dig it out and report back to you.  The
article showed KEP sizing up the SHO (Yamaha) engine to a VW transaxle
:-) :-)

[Thanks, I'll go out and pick up a copy of DB&HVW.  JGD]
----------
Posted by: Bill Ingram <emory!sequent.com!ingram>
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: Solid Lifters?
Date: Mon, 28 Dec 92 22:40:38 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.
To: hotrod@dixie.com
Reply-To: hotrod@dixie.com
Posted-Date: Monday, Dec 28 17:40:35
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-> Well the rebuild on my 351W is under way and I'm hoping to finish
-> soon. As for the cam:  should I try to go with solid lifters?  My dad
-> wants me to put a solid lifter cam.  Would this be wise?  All
-> opinions and info would be greatly appreciated.  Thanks.

 Do your heads have provision for adjusting the valves?  That is, they
have straight studs instead of the necked-down studs?  If so, there's no
reason not to go to a solid cam.

 Solid lifter cams typically have much faster opening rates than
hydraulics, won't pump up at high revs, give you fresher breath and
whiter teeth... er... anyway, the only problem you might run into is in
actually selecting the cam.  Duration figures for solids run a little
larger than an equivalent hydraulic, so the figures on the cam will look
bigger than you expect.  Call Sig Erson at at 702-882-1622 or Comp Cams
at 901-795-2400 or 800-999-0853 and let them pick the cam.
                                   

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Posted by: emory!chaos.lrk.ar.us!dave.williams (Dave Williams)
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: Re: Chevy 194
Date: Fri, 01 Jan 93 19:43:41 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.
To: hotrod@dixie.com
Reply-To: hotrod@dixie.com
Posted-Date: Friday, Jan 01 14:43:28
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-> > for the 194 Chevy six in the storage shed.  Only 30,000 miles
...
-> Don't do that! Just deck it out fifties style: Fenton headers,
-> Offenhauser manifold with 3 deuces, finned aluminum everything else.

 Yeah, but the 194 was the first "new generation" six, introduced in
1962.  Hard to be real fifties with that.  You're probably thinking of
the 216 and 235, which hauled around millions of old Stovebolt Chevies
and their hifalutin' Corvette cousins.  Remember, the first year
Corvette used the Blue Flame Six.  It's a mighty piece of iron indeed,
as heavy as most big blocks.

 Which brings me to a question - I *had* considered putting a manifold
and stuff on it, because gas mileage really sucks.  14.5 highway.
Mainly it's the one barrel downdraft Rochester carb, the one that looks
like a Porta-Potti.  Works about as well, too.  Yuk.  Anyway, someone
used to make a 3x1 manifold for the 235, but I can't find one anywhere.
Clifford Research doesn't make one, nor does Offenhauser.  Man-A-Fre
used to, and I thought they had gone out of business long, long ago...
but I just read something about Man-A-Fre just the other day.  Does
anyone have an address?
                                               

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Posted by: emory!chaos.lrk.ar.us!dave.williams (Dave Williams)
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: Re:  using O2 sensor for carb tuning
Date: Tue, 22 Dec 92 18:08:53 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.
To: hotrod@dixie.com
Reply-To: hotrod@dixie.com
Posted-Date: Tuesday, Dec 22 13:08:50
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Speaking of sensors. My brother and I plan to work on a top secret
project of our own. If this involves a gas burner rather than a diesel
I will need some info on knock sensors. Such as how they work, are
they generic (i.e. can be adapted to any engine) or do they have to be
designed for a particular engine? How are they adjusted? etc. etc. etc.

[Hit your nearest SAE archives.  Tons of articles on Knock sensors.
Particularly look at the annual publication "Sensors and Actuators".  JGD]

Does PE plan to do any articles on this subject? Oh BTW how can I
subscribe. I have only glanced at the sample but it looks great.

[Of course.  There should have been a subscription envelope in your
sample.  If not, email me and I'll send you another.   Or subscribe
by sending $24.95 for a year to Perfomance Engineering Magazine, 
PO Box 669728, Marietta, Ga 30066 JGD]

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Posted by: emory!hamlet.ctd.anl.gov!shaffer
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: Small but fast
Date: Wed, 30 Dec 92 01:42:38 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.
To: hotrod@dixie.com
Reply-To: hotrod@dixie.com
Posted-Date: Tuesday, Dec 29 20:42:32
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            The 283 Chevy SB engines can move a 3200 lb car down the 1320 
          in less than 12 seconds.  Displacement is great, but proper 
          machining and part combinations are the most important things.
          
            As usual, rarely can you make one change without having to make 
          at least one other to reap benefits.  For example, if you install 
          4.11 gears on a car with 25 inch tires, you could end up with a 
          trailer queen unless you make transmission gear changes.  Nothing 
          like cruising down the interstate at 4500 rpms. :-)
             

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Posted by: ERIC WEBB 919-541-7896 <emory!epamail.epa.gov!WEBB.ERIC>
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: No Subject Line
Date: Tue, 22 Dec 92 18:18:31 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.
To: hotrod@dixie.com
Reply-To: hotrod@dixie.com
Posted-Date: Tuesday, Dec 22 13:18:28
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        Reply to:   history of hot rodding
has anyone been following the history of hot rodding as told by Tex Smith and
in its second installment in the Goodguys Gazette???

also, John, how does one get a subscription to PE????



----------
Posted by: hotrod@dixie.com
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: Re: Chevy 194
Date: Wed, 30 Dec 92 17:33:00 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.
To: hotrod@dixie.com
Reply-To: hotrod@dixie.com
Posted-Date: Wednesday, Dec 30 12:32:56
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Dave Williams writes:
> 
>  What the heck.  At least I can sell them, which is more than I can say
> for the 194 Chevy six in the storage shed.  Only 30,000 miles on a major
> rebuild (line bored, decked, etc) and nobody wants it.  Maybe I can
> stand it on end and mount a mailbox on the end.  Lots of people around
> here with mailboxes on crankshafts, but I've never seen one using a
> whole motor...
>                            
> ----------
> Posted by: emory!chaos.lrk.ar.us!dave.williams (Dave Williams)
>  
Don't do that! Just deck it out fifties style: Fenton headers, Offenhauser
manifold with 3 deuces, finned aluminum everything else. For guys building
nostalgia rods and kustoms, that's the hot ticket (OK, the warm ticket).

Hmmm, I wonder what I could put it in...
--
Dave Tartaglia    indy@immacc.prepnet.com             === ZZ-|O\- .. _   
                                         VAROOOOM!......=(_)-=======(_)===

----------
Posted by: Dave Tartaglia <emory!immacc.prepnet.com!indy>
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: Re: using O2 sensor for carb tuning
Date: Wed, 23 Dec 92 19:30:30 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.
To: hotrod@dixie.com
Reply-To: hotrod@dixie.com
Posted-Date: Wednesday, Dec 23 14:30:26
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Just as a side note, using the sensor showed how *very* lean the emissions
certified Holley 650 is calibrated from the box. At cruize the carb was
delivering a miezerly 20:1 A/F.  During hard accelleration the ratio would
only climb to about 14.0:1.  I jetted up 2 steps primary & secondary and it
now delivers about 18:1 cruise and 12:1 at WOT.  What a difference!  The
engine *really* comes alive with the additional fuel. Yikes!

$0.02
Ericy


      *---------------------------------+---------------------------*
      | Eric Youngblood                                             |
      | Bell-Northern Research    _                                 |
      | Richardson, Texas 75082 _| ~-                               |
      |                         \,  _}                              |
      |                           \(    +---------------------------|
      |                                 |   Peon w/o Email privs    |
      *---------------------------------+---------------------------*

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Posted by: (Eric Youngblood)
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: Rack & Pinion retrofit for old 'Stangs
Date: Wed, 23 Dec 92 19:21:02 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.
To: hotrod@dixie.com
Reply-To: hotrod@dixie.com
Posted-Date: Wednesday, Dec 23 14:20:58
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-> Ditto on the information for an adaptor kit to put late model r&p
-> steering on an early Mustang/Cougar/Fairlane/etc. I have a 1969

 Unless you found a rack wide enough you'd have bump steer problems.
You'd certainly have clearance problems and a couple of U-joints in the
steering shaft.

 Best bet is to look for an integral power steering box from some model
before Ford went mainly to the racks.  You may have to have the Pitman
arm modified, drill new mounting holes, and possibly use a different
steering shaft from the rubber joint down to match with (possibly
different) splines.  The only real hassle would be the Pitman arm, and I
bet if you can't find a local front end shop to heat and bend it, you
can find a street rod or truck place who can do it by mail.
                                

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Posted by: emory!chaos.lrk.ar.us!dave.williams (Dave Williams)
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: Ken Duttwieller does a FORD
Date: Mon, 28 Dec 92 22:13:03 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.
To: hotrod@dixie.com
Reply-To: hotrod@dixie.com
Posted-Date: Monday, Dec 28 17:12:57
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                          SUBJECT:  Ken Duttwieller does a FORD!
In the Jan. 93 issue of Car Craft there is an article telling how Kenny
Duttweiller (of Turbo Buick fame) is doing a project for CC.  The unusual
aspect of this project is that he is doing a FORD (*gasp*) motor!  Kind of a
shock to us Buick fans :^)

Anyway, CC is trying to make a '92 Mustang GT screamer ... their goal is to run
200 mph on street tires with a 5.0L based small-block, without "cheating"
(nitrous), and without anything protruding above the stock hoodline.

The article goes on to tell that Kenny figured that 550-600 hp would be
necessary to make a 3000 pound Mustang go 200 mph, so he wanted to build a 750
hp motor to ensure that he has enough reserve.  This allows him to run the
motor in a pretty safe operating range (not the ragged edge) and still reach
the 200 mph goal.

Kenny decided on a Vortech centrifugal supercharger.  Looks just like a turbo,
only the exhaust housing is replaced by a drive pulley.  The article goes thru
all the reworking that Ken did to make the motor stand up to the challenge and
then shows some of the one-off stuff that he fabricated for the project. 
Finally, they show the dyno results which show 742 hp @ 7500 rpm with 535
ft-lbs of torque @ 5900 rpm.  The torque curve is very flat above about 5000
rpm ... Kenny basically says it is easy getting "only" 700 hp out of this combo
... he's used to more radical setups!

Overall, pretty interesting .... I wonder how much of this will be marketed as
the hot set up for the 5.0 Mustang guys in the future?

-- Ken Mosher
-- Buick Grand National:  More *POWER*!  More *BOOST*!  Urrrrr! Urrrrr!

----------
Posted by: "KEN MOSHER" <emory!imd.sterling.com!Ken_Mosher>
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: Re: 302 parts compatible?
Date: Fri, 01 Jan 93 18:27:21 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.
To: hotrod@dixie.com
Reply-To: hotrod@dixie.com
Posted-Date: Friday, Jan 01 13:27:17
X-Sequence: 3141
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Hey Mark Jose, my mailer won't recognize the address you list so I'll
reply to the list.
Can you dig me up a set of the 351C aussie rods cheap?

***************************************************************
Millam E. Tackitt                        met@naucse.cse.nau.edu

1967 Cougar XR-7 271/289 4spd/CR 4spd
1968 Galaxie XL-GT 345/390 3-dueces and an Auto 
1953 3/4 ton Chevy pickumup truck
1968 Galaxie XL-GT 345/390 Auto (SPORT console)
1969 Mustang Mach I 427 dual quad, 4-spd.
***************************************************************

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Posted by: emory!naucse.cse.nau.edu!met (Millam Tackitt)
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: Re: iron to aluminum glide conversion
Date: Fri, 01 Jan 93 20:57:52 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.
To: hotrod@dixie.com
Reply-To: hotrod@dixie.com
Posted-Date: Friday, Jan 01 15:57:48
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hotrod@dixie.com (The Hotrod List) writes:


>i have a 56 chevy that has a iron glide and i want to convert
>it to a aluminum one or a turbo 350.  due to the failure of
>my iron glide and high cost of rebuilding it by someone else
>and my lack of time i think that the fastest way is the conversion.
>first are there the same mounting holes on a aluminum glide as on
>the iron ones?  if not does anyone fabricate a crosspiece that
>goes in without drilling or welding to the frame (so i can put
>the iron one back in at a later date).  any other advice?
>thanks
>dan stanger

>----------
This is a trick post, designed to flush out the old croaks, right? :-)

If your 56 is stock (engine block, crossmember, etc) your problems are 
going to include starter and mounts. If you have theoriginal mount setup,
(2 front ones off the front of the block, 2 rear off the bell housing
area of the ironglide) you are gonna have to change to the newer style.
Hope the block is not an early specimen with no bolt bosses cast in. 
Next problem is changing to the new (2 bolts UP) starter. Let us know
more info-- A T350 would certainly make a nice improvement in street
performance.

Jim Davies

----------
Posted by: emory!fraser.sfu.ca!jimd (Jim Davies)
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: Chevy Exaust Maniforl Ques.
Date: Wed, 30 Dec 92 20:17:55 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.
To: hotrod@dixie.com
Reply-To: hotrod@dixie.com
Posted-Date: Wednesday, Dec 30 15:17:52
X-Sequence: 3132
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	Well let me tell you my dilema. I have a 1980 Monte Carlo that I just
put mildly modified 305 into. The engine I removed was a 267. The swap went 
great except for one thing, the dipstick went through the oil pan on the 267,
but goes through the block right below the head on the 305. The original 
manifolds go straight across the exaust ports and then down. In other words, I
can't fit a dipstick around the manifold.

	This car is my daily driver so I want cast iron manifolds. Iv`e looked
in junk yards at all the Monte Carlos but they all seem to have the same 
manifolds. The type I need just need to drop down an inch or so before going
into the common collector tube. But I need a manifold with the same overall
height so I don't have to cut up my exaust system.

	Has anyone had a similar problem? Does an SS have the previously 
described manifolds?.

	Any suggestions or comments would be appriciated.

	Thanks

	Pete

	P.S. I would like to aviod pulling the engine or oil pan at all costs.

----------
Posted by: emory!ll.mit.edu!psanders (Peter Sanders)
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: Re: Any alternatives to a Datsun differential
Date: Wed, 23 Dec 92 19:39:58 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.
To: hotrod@dixie.com
Reply-To: hotrod@dixie.com
Posted-Date: Wednesday, Dec 23 14:39:55
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In article <kmfrk9q@dixie.com>, you write:
> 
> -> ratios.  Concours West in SOCAL might help you.  I am seem to recall
> -> reading somewhere that the JAG differential is infact a Dana 44
> -> internally.  Most I believe are posi from earlier e-type Jags also.
> 
>  I don't remember the model number any more, but I've also been told (by
> a Brit rod builder) the Jag uses Dana guts.
>                                                                                          
> 
> ----------
> Posted by: emory!chaos.lrk.ar.us!dave.williams (Dave Williams)

Yes.  I worked at Dana for about three years, and the Jaguar wing does use
standard Dana 44 components (diff, ring, pinion and side gears).  This was
true of late model Jag wings (say '72 thru '79), but if I'm not mistaken, Jag
has since stopped using a Dana manufactured wing.  I could be wrong, but I
don't believe they're buying parts or assemblies from any of the U.S. reqional
assembly facitilies;  they may however be getting them from a Dana overseas
RAF which would mean the parts would still be standard.

jeff

-- 

-----------------------------------------------------------------------------
Jeff Chambers,,			|     phone: 216-433-8612
NASA Lewis Research Center     	|    
Cleveland, Ohio  44135         	|     email: edjac@tweety.lerc.nasa.gov 
-----------------------------------------------------------------------------


----------
Posted by: emory!tweety.lerc.nasa.gov!edjac (Jeff Chambers)
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: Re: 302 parts compatible?
Date: Tue, 29 Dec 92 02:06:33 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.
To: hotrod@dixie.com
Reply-To: hotrod@dixie.com
Posted-Date: Monday, Dec 28 21:06:29
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-> >"or B&A is coming out with an intake to put Windsor heads on the
     Cleveland"

> Why would you want to do this?  I always thought the strong part of
> the Cleveland was mainly its heads.  Thanks.

 That's exactly what I thought when they told me that.  The story,
however, is that they've had a number of requests for such an item,
mainly from people who want to run the Dart heads on the 9.2" deck
Cleveland style SVO block.  Steel cranks are available to fit the
Cleveland, while all Windsor were cast.  It's still .200 higher than a
Chevy, so they can stuff in long rods without much trouble, though
they're standard on the Windsor, etc.  The Windsor-style Dart heads are
also considerably smaller than the Cleveland heads, and it'd be easier
to slide them into a tight place on a 9.2 block than a 9.5 block.

 Hey, people asked them to make it, and since Gary runs "made as you
order" it's no problem.  He's thickening up the head flanges on the
standard Track BOSS casting so he can cut it down to Cleveland height.
Voila!   <grin>
                                 

----------
Posted by: emory!chaos.lrk.ar.us!dave.williams (Dave Williams)
Newsgroups: alt.hotrod,wiz.hotrod