HDTenEightyP/NetNews huggingface dataset:
From: hotrod@dixie.com (The Hotrod List)
Subject: 302 rev. limiter
Date: Wed, 06 Jan 93 20:15:52 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.
To: hotrod@dixie.com
Reply-To: hotrod@dixie.com
Posted-Date: Wednesday, Jan 06 15:15:48
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I've got to admit, this is the most intersting group I've read in a long
while (we can't subscribe to alt.sex here, can't imagine why :)).

The injected 302 *does* have a rev limiter (the EEC-IV, actually).  The 
system is set to shut off the fuel at 6,450 rpm.  No big deal on my GT, since
it's about time to shift at 5,200 rpm or so (stock heads, no porting or
polishing - yet).

Solid lifter cam:  I'm going with solid lifters for my 351C.  The cam profile
is 306 degrees (260 @ 0.050) with 0.629 lift, both intake and exhaust.  I
figure it should bring out the full potential of the 4V closed chamber heads.

My recollection of the intake/exhaust valve size for the 4V 351C heads is:

2.19 (intake) 1.71 (exhaust).  The 429 BOSS had something like 2.26 intake.

Oh, yeah, the solid lifters.  I had a '74 Capri V6, and only adjusted the
lifters when I replaced the valve stem seals.  The rule is:  a little clatter
isn't bad, no noise *is*.  I guess if you're worried about the 0.001 mark
in your 14 second quarter mile time, you'll be adjusting the valves every
weekend.  You'll probably be the guy using a grinder to bore the cylinder
walls out, too :)

As for me, *my* reaction time is *way* less consistent than the car's.  As a
data point, I've got an '88 Mustang GT, run slicks (MT 26/8.50's), and the
car runs 14.59's to 14.65's.  It's run like this from about 15,000 miles on.
With 98,000 miles on it, the results are *still* the same (better, actually,
since I've bumped up the timing to about 16 BTC, pulled off the intake baffle,
put in a 160 degree thermostat - though I don't think that does much good
in the summer, the radiator seems *barely* able to keep the temp to 180 on a 
hot day).  Guess running Mobil 1 from 10,000 miles on hasn't hurt, either :)

John DeArmond:  I've notified the "keeper of the VAX" of the multiple mail
problem.  Hope it's fixed by now.  Let me know if it ain't.


Mike Jamison

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Posted by: emory!mars.lerc.nasa.gov!edwlt12 (Mike Jamison (ADF))
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: Re: Chainsaws (Oh NO!)
Date: Fri, 08 Jan 93 22:32:26 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.
To: hotrod@dixie.com
Reply-To: hotrod@dixie.com
Posted-Date: Friday, Jan 08 17:32:23
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>  This sounds like OLD GROWTH TIMBER.......and SPOTTED OWLS!!!!
> A word from the Great NorthWest :-)
> Not to be taken seriously, JGD!!!

Yep, that hot-rod Chevy V-8 powered chainsaw doesn't take long to get 
through a spotted owl...

-- 
---
John R. Lupien
lupienj@wal.hp.com

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Posted by: emory!wal.hp.com!lupienj (John Lupien)
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: Re:  351C trivia...
Date: Mon, 04 Jan 93 17:38:27 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.
To: hotrod@dixie.com
Reply-To: hotrod@dixie.com
Posted-Date: Monday, Jan 04 12:38:24
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Hmmm, I can't remember if I said this already, buy American Science Surplus 
has a variety of step drills -- good ones -- from the surplus market

They are about $4 each.

[You have any contact information on these guys?  JGD]

	 Frank E Perdicaro, Systems Admin, etc.		Xyvision Color Systems
      Legalize guns, drugs and cash...today.		101 Edgewater Drive
   inhouse: frank@marvin, x5572				Wakefield MA
outhouse: frank@contex.com, 617-245-4100x5572		018801285

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Posted by: emory!uunet.UU.NET!contex!marvin.contex.com!frank (Frank Perdicaro)
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: Re: Mo Compression Contd
Date: Tue, 12 Jan 93 21:24:43 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.
To: hotrod@dixie.com
Reply-To: hotrod@dixie.com
Posted-Date: Tuesday, Jan 12 16:24:39
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Chris BeHanna writes about going after the major polluters rather
than the little ones.

According to propaganda published by the state of California,
about 50% of air pollution (however they define "pollution")
comes from mobile sources.  Of the mobile sources, automobiles
contribute half of the amount.  Since the automobiles outnumber
all other mobile sources by a large amount that means that the
automobiles produce very little per car.

If you have ever visited Long Beach (where a lot of oil
refineries are) you would be amazed at what the air smells
like around there.  It reminds me of chem lab when I was working
with hot sulfuric acid.  There's plenty to be gained by working
on the stationary sources, even though things like airborne
sulfates are not typically included in government figures.


Later in the article John goes on to comment about deisel
pollution and specifically mentions soot.  There are many
other components in diesel exhaust besides soot.  To me, the
most interesting are the particulates and the aromatics.  At
the present time these are not counted as pollutants.

The EPA has been quite upset that hydrocarbons in the atmoshpere
exceed EPA limits in some areas where there is no population.
As John notes, the turpentine from the pine forests causes the
air in those areas to exceed EPA limits *without any contribution
from mankind*.  I suppose the EPA answer is to cut down the
forests.

The EPA represents a political problem.  It looks as though the
new administration will attempt to elevate the EPA to higher
levels.  This would be a good time to cultivate your Congress
person and your state senators and teach them that the EPA
could use some fixing.  If the EPA continues to have an uncontrolled
hand then we could all find ourselves in a jam.

Bob Hale                                      ...!ucsd!btree!hale
...!btree!hale@ucsd.edu                       ...!ucsd!btree!hale@uunet.uu.net


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Posted by: emory!ucsd.edu!btree!hale (Bob Hale)
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: RE: 351C trivia...
Date: Fri, 08 Jan 93 06:39:22 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.
To: hotrod@dixie.com
Reply-To: hotrod@dixie.com
Posted-Date: Friday, Jan 08 01:39:05
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G'day Dave,
 
[Still having fun casting?? :-)]
 
> Be it as it may, people like Mario Rossi and Jack Roush didn't part
>with large amounts of folding money for heavy-duty Australian cylinder
>blocks just to impress the guys in the pits.  Gapp & Roush were so tight
>with money they ran a four door Maverick for years.  (you want a laugh?
>See a four door Maverick staging against a Camaro sometime)
 
Just to prove your point on the strength of the 351C here is a paraphrase
of what Brad Girwood (engineer, ex-racer and builder of TOUGH motors) said
about them a while back:
 
 "The basic Cleveland has an oiling problem. The factory has overcome a
  lot of that with the SVO performance gear, where the ooiling
  system's re-routed. Another common problem is that the bores are
  very, very thin. In 1969, Ford pioneered the technique of 'thin wall
  casting', meaning they could cast the blocks as thin as 130-thou..."
 
 "That's great if you're making them, but not real good for life. They
  can split bores in normal applications, so as soon as you bolt on a
  supercharger you're worsening the problem..."
 
 "The solution: buy an Australian (also known as a NASCAR) or Ford SVO
  block, worth around AUS$2500..."
 
Believe me this guy knows what he is talking about because he has
built some monster racers and his workshop is flat-out building custom
motors (mainly Ford) for Rods & Racers.
 

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Posted by: Mark Jose <emory!werple.apana.org.au!speednut>
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: Re: 302 rev. limiter
Date: Thu, 07 Jan 93 22:27:10 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.
To: hotrod@dixie.com
Reply-To: hotrod@dixie.com
Posted-Date: Thursday, Jan 07 17:27:06
X-Sequence: 3249
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-> Thought about a 3/4 inch cam, but that would end up costing roughly
-> $400 more, being a roller cam.  Do Harley's idle??? :)

 What's a 3/4 inch cam?


-> That's the biggest reason for electronic port injection.  It probably
-> *won't* idle with a normal old carb.

 Grumpy Jenkins says he gets his Pro Stock motors to idle at 750 RPM
even with 290 degree@.050 cams in them.  Of course, he *did* admit
they'd spent a lot of time getting it to work right, and that it was
mainly a psychological ploy used against their competitors.  (Naw, it
*can't* have a baaaad cam, listen to it idle...)

 You realize you won't be able to run closed loop with a big cam, since
the overlap will freak out the oxygen sensor at low RPM?  Of course, the
proper solution is for the box to go to open loop at idle and low RPM,
then switch back to the oxygen sensor when revs get into the correct
range, but noooooo.....  why do I keep getting the feeling that
aftermarket EFI is still in the dark ages?
                                                                                               

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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: Minimum cylinder wall thickness
Date: Tue, 05 Jan 93 21:25:24 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.
To: hotrod@dixie.com
Reply-To: hotrod@dixie.com
Posted-Date: Tuesday, Jan 05 16:25:18
X-Sequence: 3187
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 Does anyone have an idea of the minimum acceptable cylinder wall (and
max) thickness for different levels of compression, boost, etc.? Do 
folks just grind it and then sleeve it if it breaks, or what? 

 Also, at what level of compression/boost does O-ringing become advisable?
And are O-rings available for anything but standard Big 3 engines? 

----------
Posted by: emory!mlb.semi.harris.com!jws (James W. Swonger)
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: Re: Detonation - how to fix
Date: Tue, 12 Jan 93 07:55:44 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.
To: hotrod@dixie.com
Reply-To: hotrod@dixie.com
Posted-Date: Tuesday, Jan 12 02:55:23
X-Sequence: 3383
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>See the previous "home brew" octane boosters ... you'll notice that one
of the
>best combinations is good base stock gasoline (92 octane unleaded) with Toulene
>added.  Toulene is what gives racing gasoline that characteristic aroma (which
>immediately means RACING to me!).
 
Hey, it couldn't have been timed any better - I sort of felt like an
idiot [no comments please] asking about it only later to see al this tech
stuff being posted. Thanks, it was very helpful.
 
 
>I've mixed Toulene with 92 octane gasoline quite a few times to make my own
>Unleaded high octane street gas.  Works great and allows me to run my
race chip
>with about 19 pounds of boost around on the street with no detonation ( I
>normally run 20 pounds at the track ... that one more pound requires leaded
>racing gas ... amazing how that one last pound makes such a difference octane
>requirements).
 
So it is better to mix it in the tank rather than inject it direct? This
is basically what I need to know. What I am assuming, but I will defer to
those with more knowledge, is that injection is better because of the
ability to use it only when required rather than all the time. Added to
this, is it a good mixer with petrol. That is, adding to a tank will
ensure it disperses evenly?
 
 
Cheers,
Mark.

[If you can control the mixture, injecting the toluene only when needed
is the way to do it.  Lots cheaper.  I'd built an ECU before my fire
last year that would do just that.  dual injectors per cylinder, two
fuel systems and code that would vary the ratio in response to a 
knock sensor and a map.  I'll do it again when I get time.  JGD]
----------
Posted by: Mark Jose <emory!werple.apana.org.au!speednut>
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: Re: Chevy parts mix and match (Was: Ford vs Chevy bashing)
Date: Tue, 12 Jan 93 01:11:25 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.
To: hotrod@dixie.com
Reply-To: hotrod@dixie.com
Posted-Date: Monday, Jan 11 20:11:22
X-Sequence: 3360
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> 
>  How about a 329 the hard way?  3.73 305 bore, and a 3.75 stroke 400
> crank.  You'd have to have the mains cut to the standard large journal
> diameter, but they do that all the time for 383s.  At least one company
> is making their own 383 cranks now too.
>
I've seen quite a few of these...  it was a very popular setup in the SAE
NGV Challenge (increased piston dwell time to compensate for the
slower burn of natural gas, less cubes than a 383 (for economy)).  One
team even went as far as to have a custom crank made, to stroke a stock
bore 305 block up to 351 cid.
 
> ----------
> Posted by: emory!chaos.lrk.ar.us!dave.williams (Dave Williams)
>  
> 
> 
> 


-- 
Jon Lusky
lusky@gnu.ai.mit.edu

 79 Rx-7 12A/Holley 4bbl
 67 Camaro/350/4spd (under construction)
 89 Jeep Wrangler/258 (currently self destructing)

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Posted by: emory!gnu.ai.mit.edu!lusky
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: HP absorber thought
Date: Tue, 12 Jan 93 18:59:07 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.
To: hotrod@dixie.com
Reply-To: hotrod@dixie.com
Posted-Date: Tuesday, Jan 12 13:59:02
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-> Heres a 4:30am idea reguarding the wasting of horsepower..
-> has anyone looked into the use of boat props?

 John and I have discussed that, and the question of cavitation came up.
I probably need to find a prop maker (anyone have any addresses?) and
see what the designers of the things say.


-> discussion is the torque measurement technique..   my idea was to use
-> a torsion bar out of a large Chrysler. plot the torque vs degrees on

 No problem.  I found an appropriate inline shaft torque sensor for
around $100, which I figured was cheap enough.  Beats the heck out of
mounting the brake itself on gimbals and using a spring like inna ole
days.
                                        

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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: Buick EightInnaRow
Date: Tue, 12 Jan 93 21:07:49 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.
To: hotrod@dixie.com
Reply-To: hotrod@dixie.com
Posted-Date: Tuesday, Jan 12 16:07:46
X-Sequence: 3403
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Thanks Dave for all the info on Buick Eights. That went into my keeper file.

The lately lamented Tex Smith's Hot Rod Mechanix (May-June 1989) ran an
article on a neat Buick Eight powered '32 Ford roadster Bonneville job. 
OOOH Baby! 

The car is owned by Mel Tull of Atascadero, Cal.  The 356 cubic inch engine
was milled and the head modified by Mel. It has a wicked looking set of 
custom headers. It's hooked up to a Corvette 4 speed and a Mustang rear.

According to the article, Mel is working on an overhead cam conversion based
on an unnamed Japanese 4 cylinder head. Apparently the bore spacing was
identical to the Buick, so he just spliced two 4 cylinder heads together!     

This is one of those cars that once seen is never forgotten.

For fans of in-line engines, there is an organization devoted to them:
Inliners International. Lots of neat stuff for Chevy/GMC, Hudson, Buick,
Packard, U-name-it. I believe that it was founded by "Twelve-Port" Charlie
Baker, who resurrected the 12-port Howard head for GMC sixes. 
II has a new address which I don't have at the moment.  If anyone has it,
please post. Thanks.

----------
Posted by: Dave Tartaglia <emory!immacc.prepnet.com!indy>
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: Re: 215 cid Olds V8 question
Date: Tue, 12 Jan 93 03:25:16 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.
To: hotrod@dixie.com
Reply-To: hotrod@dixie.com
Posted-Date: Monday, Jan 11 22:25:06
X-Sequence: 3375
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In article <t81rcff@dixie.com> you wrote:
: 
: -> Since this and other motors are aluminum, do standard engine
: -> enamels hold up well?
: 
:  CRETIN!  GEEK!  YOUR FATHER WAS A HAMSTER AND YOUR MOTHER SMELLED OF
: ELDERBERRIES....    <snort, grumble, outrage>
: 
:  Given posession of an all-aluminum V8, the only reasonable course is to
: lovingly polish it to a mirror finish, then spray with clear
: polyurethane.  <grrr....>

Ha!  How do you *really* feel about this Dave??   :^)  8-)

DER

=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=
 Don Robinson    (602) 752-6466     Internet:  vlsiphx!donr@asuvax.eas.asu.edu
   ** Any resemblance between the above views and those of my employer, **
   ** my terminal, or the view out my window are purely coincidental.   **

----------
Posted by: emory!mammoth.UUCP!donr (Don Robinson)
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: Oxygen sensor
Date: Wed, 06 Jan 93 21:44:41 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.
To: hotrod@dixie.com
Reply-To: hotrod@dixie.com
Posted-Date: Wednesday, Jan 06 16:44:37
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-> direct mount piezo pressure sensors that will work and NGK makes a
-> spark plug containing a pressure tap so more conventional piezo

 That reminds me - is there any inexpensive source for borescopes?  The
fiber type seem to run several thousand dollars.  Does anyone make an
articulated rigid model with mirrors?
   

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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: Rollin, Rollin, Rollin
Date: Thu, 07 Jan 93 21:41:39 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.
To: hotrod@dixie.com
Reply-To: hotrod@dixie.com
Posted-Date: Thursday, Jan 07 16:41:36
X-Sequence: 3244
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>> If you are the same kind of person who would put a dual-point
>> distributor in instead of some kind of HEI just so you can adjust the
>> points every weekend, then go for it.  IMHO, you should probably look
>> into a roller cam and lifters (Unless you LIKE yanking the valve
>> covers every 2-4 weeks to set the valve lash.)

> Unless you have something drastically wrong, the valve covers probably
>don't need to come off more than once a year.  Chrysler has made
>gazillions of solid-lifter slant sixes, and for all I know they still
>do.

> *Real* roller cams are all solid - nobody grinds anything good for the
>usual OEM hydraulic goobers.
                                                        
Dave, for general street use, I think the roller hydraulic lifters are a better 
choice.  So do the big three (granted their lack of foresight delayed EFI, OHC, 
DOHC, and multiple valves by 10-20 years).  I can't think of any Detroit iron
which employs solid lifters anymore.  But, perhaps someone else can.

Street/strip profile hydraulics reduce friction, flex, and maintenance, and 
produce similar power to solid roller lifters with the same profile.

You have to grind extremely radical rates before a solid lifter can produce
significant power increases over a hydraulic lifter.  So, if you're racing
your beast,  a solid roller lifter might be a better choice.  It won't live
as long as a street/strip hydraulic setup, and neither will the rest of the 
valvetrain, but that's racing.

In *mild* defense of OEM roller cams, GM puts in a reasonably good hydraulic 
roller cam in its LT1 350.  The duration is fine, but I thought the lift was
conservative at .450.  I swapped the flat-tip 1.5 ratio rockers, for 1.6 ratio
roller rockers.  This increase lift to .480, so I didn't need new springs. I
think this is a super street cam.   

However, Competition Cams sells a hydraulic roller grind which produces .530
lift and good idle characteristics.  The kit comes with teflon seals, locks,
retainers, and a conical heavy-duty spring so you don't have to enlarge the
spring pockets.  I put this cam into a late model L98 Vette modified to flow 
air much better than stock.  With the new chip and cam, the car produced 
at least as much torque and power as the LT1.

So, you're right: if you really want power, go to a good aftermarket cam
maker.  They make them for a living, and have all kinds of profiles to meet
your needs.

Regards,
Eric 

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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: core plugs
Date: Tue, 12 Jan 93 04:30:23 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.
To: hotrod@dixie.com
Reply-To: hotrod@dixie.com
Posted-Date: Monday, Jan 11 23:30:05
X-Sequence: 3382
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 While researching something else, I cam across the following:

Ford Power Parts                engine stuff                    01/83
14504 S. Carmenita
Unit C
Norwalk CA 90560

 They sell 1-1/8 NPT internal hex drive stainless steel core plugs for
the Ford 351C.  They also have the taps, though no prices were
mentioned.


 Interestingly, they also sell some unusual rods.  These are plain 351C
rods which have been redrilled, tapped, and rebored for 7/16x2" 427 Ford
rod capscrews.  I'm not convinced capscrews are stronger than through
bolts in this application, but at least it takes care of clearances
between the bolt head and cam or cylinder wall.
                                                                      

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