HDTenEightyP/NetNews huggingface dataset:
From: chapman@cs.cornell.edu (Richard Chapman)
Newsgroups: alt.autos.antique
Subject: Transmission question, and heaps of praise for Helicoil
Date: 3 Sep 92 17:28:52 GMT
Organization: Cornell Univ. CS Dept, Ithaca NY 14853


Now that I have the '37 Nash running, chassis lubed, brakes working,
etc.  I thought I would take the plunge and go for a drive. I noticed
the following things about the transmission (3 forward speeds and
reverse, no overdrive, shifter lever on the floor). The manual I have
is for a '40 Nash, and at the very least the shifter moved to the
steering column sometime between 37 and 40, so I don't know how much
to trust it. I've never done any transmission work, but I guess I'm
gonna start :-).

0) Fluid level in differential and tranny are good. 
1) Reverse seems to work fine
2) Second and high gears seem to work fine. 
3) In first, I get a sound sort of like a Japanese car in reverse (you know,
the sound like it is winding up the rubber band) and some vibration in the
floor boards. Not really a lot, but as speed increases it gets louder. Goes
away when I shift up into second. Is this normal. I've been watching a few
movies from the late 30's and I've noticed that most of the cars seem
to make this sound when starting off -- or do I need to fix something. 

4) I can downshift from high into second, but when I downshift into first,
when the car is moving, the gears grind. Is this a case of "well, don't do
that then" or is something broken? 

And on a final note, I did get the broken stud in the head, that holds
the thermostat housing/upper-radiator-hose-fitting out, by (1) breaking off
an easy-out in the part that stuck up above the head (2) hacksawing that part
off (3) drilling it out to 21/64's (4) installing helicoil. Heilcoil is a 
gift from the gods, I think. 

Yours,
Richard Chapman
From: lockwood@acidqueen.Eng.Sun.COM (Jim Lockwood)
Newsgroups: alt.autos.antique
Subject: Re: New 1965 Shelby 427 Cobras
Date: 3 Sep 92 17:08:25 GMT
Organization: Sun Microsystems, Mt. View, Ca.
NNTP-Posting-Host: 129.146.12.28

In article <1992Sep3.154521.17685@news.weeg.uiowa.edu> dletcher@news.weeg.uiowa.edu (Drew Letcher) writes:
>I just read this in Fabulous Mustangs and Fast Fords magazine.  Carroll Shelby
>is making "new" 1965 Cobras again.  He was supposed to make 100 427 Cobras in
>1965 to meet racing rules.  He only made 55.  He's had 43 chassis laying around
>with the original paper work since then.  He's contracted to have someone make
>bodies (hand worked from aluminum sheets) and 427 motors with top-loader 4

At least a few of the 427 engines are made from NOS blocks.   Similar situation
exists for some number of the 4 speeds, too.  It appears, though that he is 
having retool to produce some of the parts he needs.  In any event, the vehicles
will be substantially period correct.

>speeds.  How much does he want for one of these "new" 1965 Cobras?  Just
>$500,000.  That's right, half a million dollars.  Of course, his profits will
>go to a heart foundation charity.

This is in line with what  other real Cobras fetch these days, isn't it?  I
certainly don't begrudge the man the money (not that I have enough to even
entertain the thought of buying a Cobra lug nut), since his plan is to use it
for a charitable organization.  


One kinda neat aspect of these NOS Cobras is that since all the manufacturers
paperwork on them was completed in or before 1965, these are real 1965 autos.

And that means they have real 1965 smog systems and meet 1965 noise limits.

Some bureaucrat somewhere is probably working overtime trying to figure out
how to require a cat and mufflers on these beasts.



Regards,

Jim Lockwood - KM6NK
lockwood@acidqueen.eng.sun.com
From: PRAX@SLACVM.SLAC.STANFORD.EDU
Newsgroups: alt.autos.antique
Subject: Re: New 1965 Shelby 427 Cobras
Date: 3 Sep 92 23:41:32 GMT
Organization: Stanford Linear Accelerator Center

Carroll Shelby had one of the first "new" 427 Cobras out on the track
at Portland International Raceway over the 4th of July weekend at the
annual Shelby American Automobile Club's National Meeting. He was giving
rides around the track to people in exchange for donations to the heart
fund.

Oh to have riden around a race track in a 427 Cobra with Carroll at the
wheel.....be still my heart.....
Newsgroups: alt.autos.antique,rec.autos.vw
From: greis@csd4.csd.uwm.edu (Gayla Ann Greis)
Subject: VW accessories sought.
Originator: greis@csd4.csd.uwm.edu
Organization: Computing Services Division, University of Wisconsin - Milwaukee
Date: Fri, 28 Aug 1992 06:32:15 GMT

Those of you who know me know that I am heavily into Vintage VWs, but since
I am posting this to antique too, let me introduce myself...

I restore and show Volkswagens at shows here in the Midwest, and I am always
looking for accessories which were sold at the dealer in years gone by. To
me, this personalizes the car, and sets it apart from other nice restos at
the shows. Mainly I am looking for parts and accessories from the 50s and
60s, although I am into almost anything with the VW on it including toys,
posters, postcards etc... I am a collector, and not a dealer. I don't turn
around and sell what I get ahold of. I photo it, and put it away so I can
put it on display museum style at shows. If you have old VW memorabilia
in any condition that the spouse is making you get rid of, please let me
know, maybe we can get together on it! Sales brochures, ads, owners manuals,
trinkets, *anything* VW... Thanks!

Newsgroups: alt.autos.antique
From: knightf@infonode.ingr.com (Frank Knight)
Subject: Need Louver Sources!
Organization: Intergraph Corporation, Huntsville, AL.
Date: Fri, 28 Aug 1992 14:20:12 GMT

Hello All,
I'm looking for suppliers of aluminum louvers.  I want
to buy a set to replace some 10 yr old ABS ones on
a 1980 Plymouth (Mitsubishi) Sapporo.  J.C. Whitney did
carry them but recently dropped those for this model.
Can someone help me on more sources?

Tks, Frank
From: jws@billy.mlb.semi.harris.com (James W. Swonger)
Newsgroups: alt.autos.antique
Subject: Re: Sticky valves in rarely used engines
Date: 31 Aug 92 18:15:26 GMT
Organization: Harris Semiconductor, Melbourne FL


 To get that much gum deposited implies to me that there's liquid fuel,
not just vapor, in the intake. This in turn implies perhaps a leaking
carburetor or similar problem. When you put it away for storage, you might
want to remove and drain the carburetor, perhaps clean it out and store
it in an airtight container with a bit of solvent (mineral spirits). Maybe
someone else can elaborate on the best, i.e. least amount of gumming-up,
way of storing fuel system parts. 
-- 
##########################################################################
#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.antique
From: brooks@mcnc.org (Ted Brooks)
Subject: Re: Bugatti pricing?
Keywords: Bugatti
Organization: MCNC Center for Microelectronics, RTP, NC
Date: Mon, 31 Aug 1992 13:10:44 GMT

In article <1992Aug30.232053.10014@Firewall.Nielsen.Com> ccullen@ops-2.Naitc.Com (Carolyn Cullen) writes:
>Can anyone suggest a good price info. source on Bugatti's? The 'Old Cars
>Price Guide' doesn't list them. I am aware of the Bugatti club but was
>hoping for some general info quickly. If anyone has any suggestion of 
>current values for 1927 models, please e-mail me.
>

Old Cars Price Guide covers the "average" collectibles as aopposed to the
"exotics" or very rare cars. You'll notice they don't price out Duesenbergs
either. The best way to research them is to review auction prices (Old Cars
Weekly magazine is a good source) or find someone who really knows these
things to appraise it.
 
Ted Brooks
 ______________________________________________________________________
| Disclaimer: The opinions expressed are my own, and do not reflect    |
| those of my employer. Advice is free, but you get what you pay for.  |
|                               ________                               |
|                         _____|  1955  |_______                       |
|                        /      Chevrolet      /                       |
|                       /______  BelAir  _____/                        |
|                              |________|                              |
|______________________________________________________________________|
Newsgroups: alt.autos.antique
From: bob@ncube.com (Bob Kehoe)
Subject: Re: New 1965 Shelby 427 Cobras
Organization: nCUBE Computers, Beaverton, Oregon, U.S.A.
Date: Thu, 3 Sep 1992 23:34:06 GMT

In article <92247.154132PRAX@SLACVM.SLAC.STANFORD.EDU> PRAX@SLACVM.SLAC.STANFORD.EDU writes:
>Carroll Shelby had one of the first "new" 427 Cobras out on the track
>at Portland International Raceway over the 4th of July weekend at the
>annual Shelby American Automobile Club's National Meeting. He was giving
>rides around the track to people in exchange for donations to the heart
>fund.
>
>Oh to have riden around a race track in a 427 Cobra with Carroll at the
>wheel.....be still my heart.....

Well I wasn't lucky enuf to get one of the rides with Carroll that day,
but a few days later prior to the Historics I did about 10 laps with
Camee Edelbrock in her '66 GT-350, following on the heels of Vic
Edelbrock's '63 ex-Bondurant StingRay!  Then in the afternoon I had
the honor of driving Phil Hill around town to a couple of interviews.
Only the 2nd time in my life I've asked for a personal autograph.

A memorable weekend.  Plus, the week prior, I was a passenger with the 
legendary Hershel McGriff in his Winston West Lumina down at the
speedway.

bob
From: brooks@mcnc.org (Ted Brooks)
Newsgroups: alt.autos.antique
Subject: Re: Transmission question, and heaps of praise for Helicoil
Date: 3 Sep 92 20:19:35 GMT
Organization: MCNC Center for Microelectronics, RTP, NC

In article <1992Sep3.184110.18209@spdc.ti.com> achenbac@epcot.spdc.ti.com (Jeff Achenbach) writes:
>In article <1992Sep3.172852.1066@cs.cornell.edu> chapman@cs.cornell.edu (Richard Chapman) writes:
>>
>>3) In first, I get a sound sort of like a Japanese car in reverse (you know,
>>the sound like it is winding up the rubber band) and some vibration in the
>>floor boards. Not really a lot, but as speed increases it gets louder. Goes
>>away when I shift up into second. Is this normal. I've been watching a few
>>movies from the late 30's and I've noticed that most of the cars seem
>>to make this sound when starting off -- or do I need to fix something. 
>
>First gear in most old cars and trucks was straight cut instead of helical
>cut. This results in more efficient power transfer but a whining noise. It is
>really just there to get the car rolling, and second should be able to pull 
>from a very low speed.
>>
>>4) I can downshift from high into second, but when I downshift into first,
>>when the car is moving, the gears grind. Is this a case of "well, don't do
>>that then" or is something broken? 
>>
>
>Don't do that! As well as being straight cut, few if any cars had first gear
>synchronizers well into the fifties at least. Do not try to shift into first 
>if the car is moving at all. If you do, you'll be rebuilding the tranny in 
>no time at all.
>
My $.02 addition to the good advice already given.

Pre-60s transmissions usually used a "sliding gear" for first and reverse
gears. This gear was unsynchronized and slides on the tranny mainshaft to 
mate with either 1st or reverse gear on the countershaft. If the trans doesn't
click or jump out out gear, and it makes about the same amount of whine at
the same ground speed in 1st and reverse, it's probably fine. BTW, if you 
need to shift into 1st while moving, you just have to double clutch it. I do
this on my '55 all the time to make noiseless 1st gear shifts while moving.
This has become a lost art since transmissions went from _fully_ unsynchronized
to _mostly_ synchronized (2nd & 3rd) in the early '30s.

 
Ted Brooks
 ______________________________________________________________________
| Disclaimer: The opinions expressed are my own, and do not reflect    |
| those of my employer. Advice is free, but you get what you pay for.  |
|                               ________                               |
|                         _____|  1955  |_______                       |
|                        /      Chevrolet      /                       |
|                       /______  BelAir  _____/                        |
|                              |________|                              |
|______________________________________________________________________|
Newsgroups: alt.autos.antique
From: dletcher@news.weeg.uiowa.edu (Drew Letcher)
Subject: New 1965 Shelby 427 Cobras
Organization: University of Iowa, Iowa City, IA, USA
Date: Thu, 3 Sep 1992 15:45:21 GMT

I just read this in Fabulous Mustangs and Fast Fords magazine.  Carroll Shelby
is making "new" 1965 Cobras again.  He was supposed to make 100 427 Cobras in
1965 to meet racing rules.  He only made 55.  He's had 43 chassis laying around
with the original paper work since then.  He's contracted to have someone make
bodies (hand worked from aluminum sheets) and 427 motors with top-loader 4
speeds.  How much does he want for one of these "new" 1965 Cobras?  Just
$500,000.  That's right, half a million dollars.  Of course, his profits will
go to a heart foundation charity.

-- 
Drew Letcher            | Specializing in PC network application programming.
Systems Programmer      | DOS, Netware, NetBIOS, IPX/SPX, etc.
drew-letcher@uiowa.edu  | 

Newsgroups: alt.autos.antique
From: eur@dutncp2.tn.tudelft.nl (Eur van Andel)
Subject: Re: Alfa Romeo
Organisation: TU Delft, The Netherlands
Organization: Delft University of Technology
Date: Mon, 31 Aug 1992 10:10:40 GMT

In <1992Aug28.102137.678@hsr.no> paal-sb@hsr.no (Paal Steinar Berg) writes:

>Does anyone out there have Alfas?

I have two, both Giulietta's.

eur
From: JMH@SLACVM.SLAC.STANFORD.EDU
Newsgroups: alt.autos.antique
Subject: Re: Alfa Romeo
Date: 28 Aug 92 14:39:05 GMT
Organization: Stanford Linear Accelerator Center

Yes !!
1973 Spider - Currently undergoing restoration at 215K
1974 GTV - To rust prone to restore but great fun commuter at 195K

Who sez italian cars can't be reliable?


       __________________
      /        __        \     Jim Hodgers
     /        /  \        \    JMH@SLACVM.SLAC.STANFORD.EDU
    /________/ AR \________\   May your faithful saint bernard
    \        \    /        /   run away with your yellow Alfa Romeo
     \        \__/        /    (Found in a fortune cookie)
      \__________________/
       \                /      New economy sized .sig
        \______________/
         \            /
          \__________/


Disclaimer -  Who said I could have an opinion ??? Certainly NOT SLAC!!
Newsgroups: alt.autos.antique
From: goodrich@lynx.larc.nasa.gov (Mike Goodrich)
Subject: Re: noisey rear-end
Organization: NASA Langley Research Center, Hampton, VA  USA
Distribution: usa
Date: Wed, 26 Aug 1992 13:14:38 GMT

In article <BtK1vs.3L4@news.larc.nasa.gov>, mln@sunkj.larc.nasa.gov (Michael L Nelson) writes:
|> goodrich@lynx.larc.nasa.gov (Mike Goodrich) writes:
|> 
|> >I recently replaced a gone bad rear end in my '68 Firebird with one 
|> >out of a '74 Nova from a local junk yard.
|> ...
|> >Opinions ?
|> 
|> Drive a Mercury...  :-)
|> 
|> Michael

I wouldn't even THINK of driving that kind of junk ...     :-)


...mike
Newsgroups: alt.autos.antique
From: achenbac@epcot.spdc.ti.com (Jeff Achenbach)
Subject: Re: Transmission question, and heaps of praise for Helicoil
Organization: TI Semiconductor Process and Design Center
Date: Fri, 4 Sep 1992 13:42:54 GMT

In article <1992Sep3.211505.6053@aio.jsc.nasa.gov> mike@drseus.jsc.nasa.gov (mike) writes:
>In article <1992Sep3.184110.18209@spdc.ti.com> achenbac@epcot.spdc.ti.com (Jeff Achenbach) writes:
>
>>Don't do that! As well as being straight cut, few if any cars had first gear
>>synchronizers well into the fifties at least. Do not try to shift into first 
>>if the car is moving at all. If you do, you'll be rebuilding the tranny in 
>>no time at all.
>>
>>Jeff Achenbach
>>achenbac@epcot.spdc.ti.com
>
>Back when I had my '49 Dodge truck, I learned to double-clutch down into
>first while moving.  You depress the clutch, slip into neutral, let out
>the clutch and raise the engine speed to just the right amount, and quickly
>hit the clutch and drop into first.  If the engine speed is right when you
>do it, it greases in smooth as silk.  This got to be almost second-nature
>after a while.  If you're really good, you don't even have to push in the 
>clutch the second time, just engage the gear. 
>

When I was driving International Cargostars for a living, they had no synchros
in any gear. Double clutching was required shifting up or down. Once you learn
it's easy, but I wouldn't recommend trying to learn in an old car for which 
parts may be expensive or even unobtainable.

Jeff Achenbach
achenbac@epcot.spdc.ti.com
Newsgroups: alt.autos.antique
From: mln@sunkj.larc.nasa.gov (Michael L Nelson)
Subject: Re: noisey rear-end
Organization: NASA Langley Research Center, Hampton, VA  USA
Distribution: usa
Date: Tue, 25 Aug 1992 19:52:39 GMT

goodrich@lynx.larc.nasa.gov (Mike Goodrich) writes:

>I recently replaced a gone bad rear end in my '68 Firebird with one 
>out of a '74 Nova from a local junk yard.
...
>Opinions ?

Drive a Mercury...  :-)

Michael
From: sih@next04epsl.wam.umd.edu (Y Do U Ask)
Newsgroups: alt.autos.antique
Subject: Roots Motors
Keywords: Roots  Motors
Date: 1 Sep 92 20:48:55 GMT
Organization: Workstations at Maryland, University of Maryland, College Park


Hi netters!
	I have got a 1970 Hillman Hunter made by the Roots Motors of  
England. I need to contact them regarding some spare parts.
I heard couple of years ago that Crysler Motors bought that company in  
England. Does anyone know anything  about the company "Roots Motors?" 
	If anyone has any information (i.e. address, telephone number  
etc), please e-mail me directly at "sih@wam.umd.edu".
	Thanx in advance.

Shahed.
Newsgroups: alt.autos.antique
From: mdl@phelixsalt (Michael Lynch)
Subject: Re: Transmission question, and heaps of praise for Helicoil
Reply-To: mdl@phelixsalt (Michael Lynch)
Organization: Bellcore
Date: Fri, 4 Sep 92 12:42:46 GMT

In article <1992Sep3.172852.1066@cs.cornell.edu>, chapman@cs.cornell.edu (Richard Chapman) writes:
|> 
|> Now that I have the '37 Nash running, chassis lubed, brakes working,
 
|> 
|> 4) I can downshift from high into second, but when I downshift into first,
|> when the car is moving, the gears grind. Is this a case of "well, don't do
|> that then" or is something broken? 


I can't respond to the noise question, although I suspect that most of it
is normal.  The vibration, however, is another issue.  The low gear on those
oldies was LOW, and they were noisy.

As for downshifting into first -- I doubt that the '37 nash had first gear
synchro, so it's necessary to match the engine speed with the transmission
speed to downshift to first.  The grinding you hear is normal, but don't
keep it up.  On my Model A I used to disengage the clutch, put a little
forward pressure on the shifter at the first gear position (not enough to
grind...), and work the foot feed until the tranny dropped into gear.  There
was seldom a need to do this, however, because (if memory serves) the top
first gear speed of the Model A was about 8 mph, so it was easier to wait
until I had the car stopped.

Mike Lynch
Newsgroups: alt.autos.antique
From: wlsmith@valve.heart.rri.uwo.ca (Wayne Smith)
Subject: Re: Over-heating and transmission questions.
Organization: The John P. Robarts Research Institute, London, Ontario
Distribution: na
Date: Sun, 30 Aug 1992 04:12:56 GMT

In article <1992Aug28.170449.8172@dg-rtp.dg.com> brownr@hydra.rtp.dg.com (Randy Brown) writes:
>>A mechanic friend of mine tells me it's not unusual for a rebored engine to
>>run hotter than it did before. No exact explanation, but I suppose it's a
>>combination of tightness and increased cylinder volume.
>
>Normally the reason is that you have less (thinner) cylinder wall to transport 
>heat, and therefore it will run hotter.  On some cars, by the time you've done
>an .060 overbore, you're getting close to the strength limit for the 
>cylinder bores, since the walls are so thin to begin with.

If the block is re-bored, then there is more heat than usuall as the rings/
cylinder wall seat and polish themselves.

But in this (my) case, oversized pistons were not necessary (I just honed
the cylinders).  Even if I did a .06 over, these old cast iron slant-6's
have more than enough steel in them.

I would argue that thinner walls by themselves don't lead to more heat
being generated.  More metal creates a bigger sink, but in the end the
heat still gets carried away by the circulating coolant, so for the
steady state condition it shouldn't matter how thick the walls are (?).

If anyone's still reading this, I have a question regarding the head on
my slant-6.  Water enters the engine and circulates from #1 to #6
cylinder before moving up and entering the head through 2 large passages
at the back of the block  (this seems to be the same as some v-8's as
well).   My block and head also have 2 other passages that seem to enable
water to flow into the head without going all the way to the back of
the block first, but these passages are blocked by the head gasket.

Does anyone know 1) why these passages are there and
                 2) what happens if I open one (or both) of them?

Newsgroups: alt.autos.antique
From: brownr@hydra.rtp.dg.com (Randy Brown)
Subject: Re: Over-heating and transmission questions.
Date: Fri, 28 Aug 92 17:04:49 GMT
Distribution: na
Organization: DG-RTP Graphics Group

In article <1992Aug26@mcnc.org> brooks@mcnc.org (Ted Brooks) writes:
>
>A mechanic friend of mine tells me it's not unusual for a rebored engine to
>run hotter than it did before. No exact explanation, but I suppose it's a
>combination of tightness and increased cylinder volume.
> 
>Ted Brooks

Normally the reason is that you have less (thinner) cylinder wall to transport 
heat, and therefore it will run hotter.  On some cars, by the time you've done
an .060 overbore, you're getting close to the strength limit for the 
cylinder bores, since the walls are so thin to begin with.

Randy