HDTenEightyP/NetNews huggingface dataset:
From: lmd1191@zeus.tamu.edu (Lee M. Daniels)
Subject: Re: British cars
News-Software: VAX/VMS VNEWS 1.41    
Keywords:  british
Reply-To: daniels@lmsbvx.tamu.edu
Organization: Council of Crystallographic Triumphs
Date: Sat, 7 Nov 1992 16:38:00 GMT

Several notes regarding the british-car e-mail list have been posted with 
the *wrong* address - or at least an out-of-date address

=%to request to be added to the list and thereby receive e-mailings, send your
=%request stating same to:
=%british-cars-request@hoosier.utah.edu
                            ^^^^^^NO LONGER VALID

Send requests to join the british-car mail list to:
            british-cars-request@hoosier.cs.utah.edu
                                         ^^NOTE DIFFERENCE
     Alternately, requests may be sent to:
            british-cars-request@autox.team.net

Happy Motoring-

Lee M. Daniels - Laboratory for Molecular Structure and Bonding - Texas A&M
   daniels@lmsbvx.tamu.edu  |  DANIELS@TAMLMSB.BITNET  |  (409) 845-3726
From: ulfg@Student.DoCS.UU.SE (Ulf Gustavsson)
Newsgroups: alt.autos.antique
Subject: Re: British cars
Date: 5 Nov 92 14:17:14 GMT
Organization: Dept. of Computer Systems, University of Uppsala, Sweden.
NNTP-Posting-Host: sofia.docs.uu.se
In-reply-to: scottv@rs6414.ecs.rpi.edu's message of Wed, 4 Nov 1992 18:18:37 GMT


 
 Sure, I am allso a fan of British cars. I own a 1969 Triumph 1300 FWD.
 Does anyony out there know anything about this car? I baught the car two
 years ago and it is in a pretty good condition, but it is a little rusty.
 I need to do some minor repairs and because of that I need some spareparts,
 new front wings, a new generator and some other stuff, but it is rather hard
 to find these parts in Sweden because Triumph made this model only between 
 1965 to 1970 so it doesn't excist a lot of them here. 
 
 
 Ulf Gustavsson
 ulfg@student.docs.uu.se
Organization: Penn State University
Date: Tue, 10 Nov 1992 08:49:38 EST
From: Karl Nordstrom <KXN2@psuvm.psu.edu>
Newsgroups: alt.autos.antique
Subject: Re: HELP 1962 Falcon
 <1992Nov09.162259.9223@eng.umd.edu>

rex@eng.umd.edu (Rex Root) says                                                :
>
>Karl Nordstrom <KXN2@psuvm.psu.edu> writes:
>>
>>I didn't know that the falcon came with a V8.  Was it the 260?  When I heard
>>of people swaping in a 289 engine, I assumed it was because they didn't come
>>with a V8.
>
>Don't you remember the Falcon SPRINT?  Hi-performance 289, 271 HP with 4 spd.

Sorry Rex, I was only five years old.  Besides, the falcon I want is the
stationwagon with a v8.
Newsgroups: alt.autos.antique
From: adh@cbnews.cb.att.com (andrew.d.hay)
Subject: Re: HELP 1962 Falcon
Organization: AT&T
Distribution: na
Date: Tue, 10 Nov 1992 10:51:31 GMT

In article <1992Nov09.162259.9223@eng.umd.edu> rex@eng.umd.edu (Rex Root) writes:
"Don't you remember the Falcon SPRINT?  Hi-performance 289, 271 HP with 4 spd.

the '63 sprint came with a _260_...  denise mcluggage raced one at
monte carlo that year & thought it was a hulking brute with a monster
engine (well, compared to a mini... ;^).

-- 
		+--------------------------------------------------------------+
Andrew Hay	|	I am not an expert,				       |
a_d_hay@att.com	|			 but I play one on the Internet!       |
		+--------------------------------------------------------------+
Newsgroups: alt.autos.antique
From: pva@lesti.hut.fi (Pekka A Valtonen)
Subject: Parts for Studebaker 1938???
Organization: Helsinki University of Technology, Finland
Date: Thu, 12 Nov 1992 21:00:38 GMT


	Hi,

	Does anybody know a place where one might find information
	and parts for Studebaker 7-A 1938. Particularly Im interested
	of brightwork, engine and brake parts, all stuff like that.
	If you have any addresses or hints, please let me know, thanks.

						Pekka

	PS. oh yeah...the car is a 4D sedan....X

-- 
  These are endless galaxies which are yours.	    ##
  You can journey to infinity through the endless   ##  Pekka Valtonen
  passages of the cosmos. Even better, 		    ##  pva@vipunen.hut.fi
  this all belongs to you. This is your mind.	    ##  k34403r@taltta.hut.fi
Newsgroups: alt.autos.antique
From: rex@eng.umd.edu (Rex Root)
Subject: Re: HELP 1962 Falcon
Date: Mon, 09 Nov 92 16:22:59 GMT
Organization: Project GLUE, University of Maryland, College Park

In article <92310.153539KXN2@psuvm.psu.edu> Karl Nordstrom <KXN2@psuvm.psu.edu> writes:
>keithd@versyss.com (Keith Doyle) says:
>I didn't know that the falcon came with a V8.  Was it the 260?  When I heard
>of people swaping in a 289 engine, I assumed it was because they didn't come
>with a V8.

Don't you remember the Falcon SPRINT?  Hi-performance 289, 271 HP with 4 spd.
Newsgroups: alt.autos.antique
From: larry@labrador.fishkill.ibm.com (Larry Pieniazek)
Subject: Re: British cars
Date: Thu, 05 Nov 92 17:15:55 GMT
Reply-To: lar@vnet.ibm.com
Organization: IBM East Fishkill
Keywords: british

In article <v#h12=-@rpi.edu>, scottv@rs6414.ecs.rpi.edu (Vaughan K.
Scott) writes:
> 	Are there any British (Jag, MG, A-H, TR) motorheads out there?  I am
> one myself and would like to get a discussion going.
> 
> Vaughan Scott
> scottv@rpi.edu
> 

Dunno if I'm a motorhead but I do have a '70 2+2 E-type, british racing
green in colour (of course!) that I dearly love, and a 76 Midget that
is in need of some TLC.


-Lar

',',',',',',',',',',',',',',',',',',',',',',',',',',',',',',',',',','
`,` Democrat:    Give us your money. _We'll_ solve your problems. `,`
`,` Republican:  Give us your money. We'll ignore your problems.  `,`
`,` Libertarian: Keep your money. Solve your own problems.        `,`
',',',',',',',',',',',',',',',',',',',',',',',',',',',',',',',',',','

Don't blame ME, I voted Libertarian!

#include <std_disclaim.h>
Newsgroups: alt.autos.antique
From: hinz@picard.med.ge.com (David Hinz Mfg 4-6987)
Subject: Re: British cars
Organization: GE Medical Systems, Magnetic Resonance
X-Newsreader: TIN [version 1.1 PL6]
Distribution: na
Date: Fri, 6 Nov 92 12:49:01 GMT

andrew.d.hay (adh@cbnews.cb.att.com) wrote:
: 
: a more interesting swap imho would be the saab turbo 4.  it's
: basically the same engine as the tr7 4; saab and triumph were partners
: in developing it, back in the late '60s.

While the SAAB engine and the Triumph engine both are derived from the same
stock, they now bear very little resemblance to each other, due to the
divergent evolution process.  SAAB got rid of the slanted head bolts (!)
and basically beefed up the engine, and it's gone through 2 major
revisions since the original design.

Not to say, however, that it wouldn't fit.  The current motor and 
ancillaries is not much bigger (if any) than the original.  And, how else
can you get 175 HP (stock) out of 2.0Litres of extremely robust engine?

--

Dave Hinz  -  Opinions expressed are mine, not my employer's.  Obviously.
Don't blame me; I voted for Perot!                hinzd@picard.med.ge.com 
SAAB - Because you get what you pay for.             Pherrets are Phun!!!
Newsgroups: alt.autos.antique,rec.autos.tech
From: drew@ladymacb.cs.colorado.edu (Drew Eckhardt)
Subject: Re: Old cars, emissions, engine size and carb tuning...
Organization: University of Colorado at Boulder
Distribution: na
Date: Sun, 8 Nov 1992 06:07:26 GMT

In article <1992Nov6.071001.22666@julian.uwo.ca> wlsmith@valve.heart.rri.uwo.ca (Wayne Smith) writes:
>Given that to cruise at x MPH you need y Horsepower, is it true that
>an engine of smaller displacement can produce y horespower more
>economically than an engine of larger displacement? (I'd like to
>keep the comparison limited to 196x circa engines and technology, no
>fuel injection or multi-valved cylinders).

In highschool, it seemed that friends with TA's and Cameros with 
smaller engines got better mileage than friends with larger 
engines.  These guys would drive by the family church and lay a fifty foot 
strip of posi patties on the pavement so they'd have something to brag 
about on Sunday, so that might not be saying too much.


>A lot is said about "tuning" an older vehicle to reduce its emissions.
>But unless I'm mistaken, the only tuning that can be done on a carb is
>the idle mixture.  If so, how can a carb be tuned for off idle mixtures?
>I would think (or hope :) that most of the time, the car is not idling,
>but is actually in motion.

You can rejet carbs.  Generally, this is very straight forward 
with the main jets (ie, you can change them with a screw driver),
although the secondary jets on some carbs may be fixed.

>If you "enhance" your engine by going from a 2-barrel carb to a 4,6,or
>8 barrel carb, you generally seem to decrease fuel economy.  Is this
>because a 2 barrel carb makes the engine run leaner than a 4 or 8
>barrel carb?

You don't have a decrease in fuel economy if you use the right
carb.  In fact, you could even see an increase in economy.

Most four barells generally use a progressive linkage. The 
primaries, used for "normal" driving, are tuned for economy.  
If you need extra power, the secondaries kick in.  On the otherhand,
most American two barells don't, so the same metering system tries 
to get it right for all conditions from just off idle to WOT.

Bad mileage happens when people throw a Holly 850 Double Pumper on 
a small block.

>Does the ideal carb exist?  (ie a carb that will run an engine at
>what ever stochiometric ratio the designer wants, over a given range
>of rpm and load)?

Fuel injection, set up with an airflow sensor of some sort, 
oxygen sensor in the exhaust for feed back, and computer controlling 
the amount of fuel based on airflow, load, etc....

-- 
Microsoft is responsible for propogating the evils it calls DOS and Windows, 
IBM for AIX (appropriately called Aches by those having to administer it), but 
marketing's sins don't come close to those of legal departments.
Boycott AT&T for their absurd anti-BSDI lawsuit.
Newsgroups: alt.autos.antique
From: eab@msc.edu (Edward Bertsch)
Subject: FORSALE:  79 Cadillac Seville
Organization: Minnesota Supercomputer Center, Minneapolis, MN
Date: Thu, 12 Nov 1992 02:04:25 GMT


I know it's not 20 years old, but I'm told this is a collector's
car already.

'79 Cadillac Seville
        97,000 Arizona miles on the body (no rust, very clean),
        engine rebuilt 5,000 miles ago.  The interior is also
        very clean, and has all original equipment.  This is
        said to be a collector's car in Cadillac circles, and
        from what friends in the auto business tell me, '78 and
        '79 were excellent years for big American sedans.
        It's got a 5.7 liter 350 cubic inch V8.
        This is a 4 door car with tinted windows, AM/FM
        8 track (!) original equipment, power windows, mirrors,
        antenna, trunk, cruise control, automatic headlights,
        climate control, driver and passenger map lights as
        well as dome light, arm rest for back seat, power
        seats for driver and passenger.  The car is turquoise
        blue, with wire wheels.

send offers/request for more info or appointment to inspect to
email below, or call my voice mail number - 612/645-0168

--

Edward A. Bertsch (eab@msc.edu)   Minnesota Supercomputer Center, Inc.
Operations/User Services          1200 Washington Avenue South
(612) 626-1888 work               Minneapolis, Minnesota  55415
(612) 645-0168 voice mail         [DISCLAIMER: MY OPINIONS; NOT MSCI'S]
From: 3langon_b@spcvxb.spc.edu
Newsgroups: alt.autos.antique
Subject: 1971 Chevelle MuscleCar for Sale
Date: 12 Nov 92 18:50:27 GMT
Organization: St. Peter's College, US

********************************
*                              *
*           FOR  SALE:         *
*    1971 Chevrolet Chevelle   *
*      ( A Real Musclecar )    *
*                              *
********************************

	FOR SALE:
		1 1971 Chevrolet Chevelle with the following:

	   Engine: 406 c.i.d. Chevy Small Block (cylinders bored .030)
		   Forged 10:1 Flattop pistons w./ forged Manley rods
		   Forged Steel Crank (cut .010)
		   Edelbrock Torker Cam (.234 deg centerline @ .050)
			(about a 292 advert.dur.)
		   Edelbrock Triple Strength valve springs
			w./ Competition Cams Roller tip rockers
				(.480 lift)
		   Moroso High - Volume Oil pump
		   Edelbrock Fuel Pump
		   Edelbrock Open plenum intake manifold
		   Holley 4-barrel 750cfm dp carburetor
		   Cyclone Header pipes
		   
	In this configuration, the engine is easily street-driven, and
	has the punch of about 390-410 HP and 480-490 Torque lbs. for
	the driver who takes his rod down Englishtown or some racetrack.

	The Turbo-Hydromatic 350 transmission however, needs to be rebuilt.
	It has a Shift-kit in it which is still good, but the converter and
	guts of the trans are shot, but can be easily rebuilt.  If you're 
	interested, I can get another trans, and the original 350 engine,
	so please ask.  The Positraction rear is only 3.23:1 gear ratio, but 
	can modified.  The interior in the car is practically mint, including
 	the stock shifter console.  There is only rust on the driver side
	rear quarter, and some pitted spots in the trunk.

So far I've gotten some really good offers on the car, but no one has shown
up.  I'm asking $2,000.00 for the car as is, but if you do have cash and 
show up, I'm willing to negotiate.  For responses, E-Mail me at the following
address or just reply to this message.

				3LANGON_B@spcvxa.spc.edu
Organization: Carnegie Mellon, Pittsburgh, PA
Newsgroups: alt.autos.antique
Date: Tue, 10 Nov 1992 15:28:30 -0500 
From: Catherine Barbara Saum <cs20+@andrew.cmu.edu>
Subject: 40's-50's pick-up truck

I am looking for (pref: PA , OH, or Northern IL, area)
an old pick-up. (pref. running)
Will restore myself
If you know of one, or where I could get  in touch with someone who has
one (junkyards even),please let me know.
Thanks.

-Cathy
****************************************************
Cathy Saum "Ouisey"........V.P. Carnegie Mellon Riding Club
3404 Juliet St.........................cs20+@andrew.cmu.edu.
Pgh, PA 15213.........'82 Yamaha  SECA XJ650 (on hold)
(412) 683-6454.........................'64 1/2 Mustang (351 V8) 
****************************************************
"Go dat vay real vast. If something gets in your vay, turn."
		-Better Off Dead
Newsgroups: alt.autos.antique
From: scottv@rs6412.ecs.rpi.edu (Vaughan K. Scott)
Subject: Re: old tires, etc
Date: Thu, 12 Nov 1992 20:44:22 GMT

	I've got the bead broken no problem, it's just getting it over the 
edge of the rim.  Someone suggested I use a sawzall on the belt, which 
sounds good.  The rust on the rims isn't bad, just UGLY, and the beader
will take off more of the rust more quickly than a wire brush.  Thanks for
the suggestions, though.  I may yet need to try it.

Vaughan Scott
scottv@rpi.edu
Newsgroups: alt.autos.antique,rec.autos.tech
From: wlsmith@valve.heart.rri.uwo.ca (Wayne Smith)
Subject: Old cars, emissions, engine size and carb tuning...
Organization: (this space for rent)
Distribution: na
Date: Fri, 6 Nov 1992 07:10:01 GMT

Given that to cruise at x MPH you need y Horsepower, is it true that
an engine of smaller displacement can produce y horespower more
economically than an engine of larger displacement? (I'd like to
keep the comparison limited to 196x circa engines and technology, no
fuel injection or multi-valved cylinders).

A lot is said about "tuning" an older vehicle to reduce its emissions.
But unless I'm mistaken, the only tuning that can be done on a carb is
the idle mixture.  If so, how can a carb be tuned for off idle mixtures?
I would think (or hope :) that most of the time, the car is not idling,
but is actually in motion.

If you "enhance" your engine by going from a 2-barrel carb to a 4,6,or
8 barrel carb, you generally seem to decrease fuel economy.  Is this
because a 2 barrel carb makes the engine run leaner than a 4 or 8
barrel carb?

Does the ideal carb exist?  (ie a carb that will run an engine at
what ever stochiometric ratio the designer wants, over a given range
of rpm and load)?
From: jtchew@csa3.lbl.gov (Ad absurdum per aspera)
Newsgroups: alt.autos.antique
Subject: Re: HELP 1962 Falcon
Date: 6 Nov 1992 12:45 PST
Organization: Lawrence Berkeley Laboratory - Berkeley, CA, USA
Distribution: world
NNTP-Posting-Host: 128.3.254.198
News-Software: VAX/VMS VNEWS 1.41    

>I didn't know that the falcon came with a V8.  Was it the 260? 

The "Sprint" Falcon did indeed come with a 260, and, I think, 
better suspension and brakes.  I'll venture (pending a flood
of E-mail, surely) that the 260 made its way into the first half-
year or so of Mustangs also.  Then the 289 replaced it throughout
as Ford's smallest V8, 'long about 1965 or so.

The Comet "Caliente" was the Mercury equivalent, but I don't think
it was offered until the 289 had appeared.  The "Comet" name was
soon moved from the Falcon platform to that of the midsized Fairlane;
I think the last Falcon-based Comet offering by this upscale division
was in '64 or maybe even '63.

The thought of a '64 V8 Falcon convertible occasionally tempts me
(its styling fits one of the holes in my head, and its mechanicals
are still like those of a Mustang).  But I don't have a garage and
my wife says that if I restore a car on cinder blocks in the backyard 
I'll find my clothes in a Hefty bag on the doorstep, unless of course 
it's one of the makes, models, and years that SHE fancies. :)

--Joe
"Just another personal opinion from the People's Republic of Berkeley"
Newsgroups: alt.autos.antique,rec.autos.tech
From: mgolden@cwis.unomaha.edu (Brian Golden)
Subject: Re: Old cars, emissions, engine size and carb tuning...
Organization: University of Nebraska at Omaha
Distribution: na
Date: Fri, 6 Nov 1992 10:23:41 GMT

wlsmith@valve.heart.rri.uwo.ca  writes:
> If you "enhance" your engine by going from a 2-barrel carb to a 4,6,or
> 8 barrel carb, you generally seem to decrease fuel economy.  Is this
> because a 2 barrel carb makes the engine run leaner than a 4 or 8?

No, actually a 4 barrel carb has slightly smaller primary jets than a 2
barrel carb.  This is because a 2 barrel has to use the same jets for idle
to 4500+ rpm.  A 4 barrel only uses the primary jets for part of that
before the secondaries kick in.  So it depends on your driving habits.  If
you do a lot of idling or highway driving, then a 4 barrel will give you
slightly better fuel economy, along with the increased performance.  If
you race, or do a lot of stop and go traffic, then a 2 barrel will give
you beter gas mileage, but at the expense of the power.  You decide.

Mike Golden - mgolden@cwis.unomaha.edu

Newsgroups: alt.autos.antique
From: petebre@elof.iit.edu (Brent A. Peterson)
Subject: Re: HELP 1962 Falcon
Organization: Illinois Institute of Technology, Chicago
Date: Wed, 11 Nov 92 03:31:56 GMT

In article <92315.084938KXN2@psuvm.psu.edu> Karl Nordstrom <KXN2@psuvm.psu.edu> writes:
>rex@eng.umd.edu (Rex Root) says                                                :
>>
>>Karl Nordstrom <KXN2@psuvm.psu.edu> writes:
>>>
>>>I didn't know that the falcon came with a V8.  Was it the 260?  When I heard
>>>of people swaping in a 289 engine, I assumed it was because they didn't come
>>>with a V8.
>>
>>Don't you remember the Falcon SPRINT?  Hi-performance 289, 271 HP with 4 spd.
>
>Sorry Rex, I was only five years old.  Besides, the falcon I want is the
>stationwagon with a v8.



   I do remember a story about a guy who raced shelby mustangs and put a 289
 from a GT350 in a falcon wagon they used as a service car.
       -Bp
From: ted@drycas.club.cc.cmu.edu
Newsgroups: alt.autos.rod-n-custom
Subject: GREAT new group!
Date: 13 Nov 92 06:04:41 -0500
Reply-To: ted@drycas
Keywords: AMC
Distribution: world
Organization: Carnegie Mellon Computer Club

To whoever started this new newsgroup:
  Thank you!  Thank you!  Thank you!

Also to everyone, sorry I didn't edit out some of the lines in my
replies, I don't have a good editor here...<sigh>

And lastly, any AMC buffs out there???

           TED

           ted@drycas
           tedodson@ualr

Newsgroups: alt.autos.rod-n-custom
From: mshar@mentor.cc.purdue.edu (Mike Mshar)
Subject: Re: Advance Tuning (Gas or Springs?)
Organization: Purdue University Computing Center
Date: Wed, 11 Nov 1992 19:24:48 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?

No, this should work quite well. Maximum engine power is obtained when the
gasoline is igniting on the threshold of knocking or pinging. You might get
more power by sticking with the 93 octane and advancing the timing, but if
you do gain anything it will not be much. 

For example, the best 0-60 times I have ever gotten in my Monte Carlo was
when I had 87 octane Amoco gas with the timing advanced as far as it could
go. (BTW the engine is a near stock 305). Different engines have different
requirements, but unless you have a high compression engine, the 87 should
work just fine. 

Mike

-- 
|       Michael G. Mshar        | My Life-Long Goal: To keep common sense    |
|   mmshar@mn.ecn.purdue.edu    | alive and keep the idiots from taking over.|
|  mshar@mentor.cc.purdue.edu   |     \\President, Nice Guys Anonymous//     |
|____>>> United States Steel, Mechanical Engineer, Technical Services <<<____|
Newsgroups: alt.autos.rod-n-custom
From: young@gdfwc3 (Mark Young)
Subject: Chevy Transmission Mods - How do I ..
Organization: General Dynamics, Fort Worth Division
Distribution: alt
Date: Tue, 3 Nov 1992 23:29:50 GMT


I want to put a 5 speed manual in a `61 Chevrolet "Apache 10" Pickup.

How can I determine whether a modern Chevrolet 5 speed manual (from an '89 or later Pickup) 
will fit in the place of a '61 Pickupt's 3 speed manual?  I realize that there are several 
things to consider:

1) whether the 5 speed will bolt to the existing bell housing and mate to the clutch 

2) whether the 5 speed will align with the existing mounting brackets
 
3) whether the transmission box length will allow it to work with the existing drive shaft.

Is there a way to answer these questions?

Are there books that list drive shaft/transmission/bell housing/engine compatability?

Has anyone seen an article discussing this conversion? 

Any info would be greatly appreciated.

Thanks,

Mark Young
From: met@naucse.cse.nau.edu (Millam Tackitt)
Newsgroups: alt.autos.rod-n-custom
Subject: Re: Anyone want a HOG?
Date: 12 Nov 92 11:11:10 GMT
Organization: Northern Arizona University, Flagstaff AZ

In article <1992Nov11.173324.21543@Cadence.COM> jyoung@Cadence.COM (John Young) writes:
>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)>

That is a GREAT idea. Do the chopped, channeled, lowered and louvered
number. Maybe a later model 504cid wedged into the back!

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

1967 Cougar XR-7 271/289 4spd/CR 4spd
1968 Galaxie XL-GT 345/390 Auto 
1953 3/4 ton Chevy pickumup truck

newly aquired:
1968 Galaxie XL-GT 345/390 Auto (console)
1967 Cougar XR-7 (will become a race specific version of above)
***************************************************************
Newsgroups: alt.autos.rod-n-custom