HDTenEightyP/NetNews huggingface dataset:
From: hotrod@dixie.com (The Hotrod List)
Subject:      Re: Manifold design
Date: Mon, 11 Jan 93 08:22:20 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 03:22:15
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the foam you are refering too that is used to make molds of the ports
and/or combustion chambers is

                               Dow Corning S-5370  RTV FOAM

this information is from a book by Waddell Wilson and Steve Smith
the title is  Racing Engine Peparation    A complete performance guide
from building to tuning.
its published by Steve Smith Autosports      #S106

i've never used the foam myself, but if somone tries it, i'd like to hear how
well it works...

                                                 G.P.

[There is also a seaweed (!) based compound used in dentistry that 
looks and feels like silicone but is cheaper and picks up the most 
incredibly small detail.  I get mine from my brother the dentist :-)
but there ought to be dental supply places around most significant
towns.  JGD]
----------
Posted by: "G. Peterson" <emory!WSUVM1.CSC.WSU.EDU!97578579>
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: Re: Chevy parts mix and match
Date: Tue, 12 Jan 93 19:24:45 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 14:24:42
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-> 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)).

 Since you're using the 5.56 400 rod, your piston dwell time would be
*reduced* compared to a "regular" 5.7 rod Chevy.  The stroke shouldn't
have anything to do with dwell time.  Offsetting the bores or pins can
fiddle things a bit, though.


-> team even went as far as to have a custom crank made, to stroke a
-> stock bore 305 block up to 351 cid.

 That would be something to see.  According to my figures you'd need
somewhere around a 4.00 to 4.05 stroke for that size, depending on the
overbore.  That'd mean carving the oil pan rail and bottoms of the
cylinder bores for sure, and probably a reduced-base-circle cam and some
grinding on the rods, plus the special stroker pistons.  Yike.
                                   

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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:  Solid Lifters? (fwd)
Date: Fri, 08 Jan 93 02:45:38 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 21:45:30
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In article <5kzrw3#@dixie.com> you write:
>Forwarded message:
>> From hotrod@Dixie.Com Wed Jan  6 17:15:15 1993
>> 
>> -> 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.)
>> 
I've had a slant/six for eight years. It has quite a lumpy cam for a six,
.510 in lift for intake and exhaust with 284 duration. I did not 
experience the problem of seting the valve lash too often. The solid
lifter cam and the adjustable rocker arms don't wear or change that
often. Get a solid lifter cam. You have a much larger choice of grinds.
By the way that engine needed the valve lash adjusted about every 6 months.


----------
Posted by: emory!tfs.COM!johns (John Stucke)
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: Re:  building your own intake....
Date: Tue, 12 Jan 93 02:30:40 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 21:30:22
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One thing with the top-alcohol cars with the injectors vs the blown cars,
the injected ones can run nitro, whereas the blown are still running alcohol
(or so I've seen.)  Sounds like a decent setup anyway...

-- Steve

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Posted by: emory!gte.com!stm0 (Steven McClure)
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: Re: Mo Compression Contd
Date: Tue, 12 Jan 93 03:54:17 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 22:54:10
X-Sequence: 3378
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In article <gs1r3sl@dixie.com> ERIC WEBB <emory!epamail.epa.gov!WEBB.ERIC> writes:
>Our gas prices are the lowest in
>the world, yet we're polluting the air to death.  The only real losers
>that I see are the oil producers, and that is only short-term.  

	I've said this before and I'll say it again:  if you want to REALLY
cut down on pollution, then you have to get on industry (particularly oil
refineries and coke plants, plus black-smoke belching diesels).  Automobiles
are becoming an increasingly fractional part of the problem.  Unfortunately,
they're easily targetted, as big industry has expensive lobbyists and we have
only the (unfortunately) ill-supported NMA.

	Leave cars alone already.

Later,
-- 
Chris BeHanna	DoD# 114          1983 H-D FXWG Wide Glide - Jubilee's Red Lady
behanna@syl.nj.nec.com	          1975 CB360T - Baby Bike
Disclaimer:  Now why would NEC
agree with any of this anyway?    I was raised by a pack of wild corn dogs.

[The thing I have to point out to people, after taking them outside
and asking them to look up at the blue sky and take a breath of fresh air, is 
that there is little air pollution outside a few pathological locales such 
as the LA basin.  Those areas were polluted BEFORE the industrial
revolution for the most part.  The EPA simply has no basis in fact
for the draconian measures being forced on many areas such as 
Atlanta.  The "reason" for forcing Atlantans to pay for expensive 
dynomometer-based testing is the fact that Atlanta is in non-compliance
for not much more than 10 days a year.  Since EPA also acknowledges that
much of the ozone in the area is a product of hydrocarbons emitted
by pine trees, their actions make no sense at all.

On another point, the soot in the exhaust of diesels is not a serious
pollution concern because it settles so fast.  EPA has proposed
visible emission standards for trucks and other diesel users that will
require fairly sophisticated catalytic particulate traps.  Their 
reasons, as listed in an SAE article awhile back, are strictly for
COSMETIC purposes.  In other words, so that people won't have to look
at those clouds.  JGD]
----------
Posted by: emory!phoenix.syl.nj.nec.com!behanna (Chris BeHanna)
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: Octane and CR
Date: Thu, 07 Jan 93 21:04:25 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 16:04:20
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          All this interesting talk about octanes and fuels got me thinking 
          about compression ratios.
          
            I'm planning a 9.3:1 chevy BB (454 bored to 476).  The heads 
          are cast iron.  It should run fine on 92-93 premium gasoline.  I 
          seem to remember some equations which allow approximations of 
          octane ratings for various compression ratios, given certain 
          engine parameters.  For example, the engine has open-chambered 
          heads and flat-top pistons, etc.
          
            How can I approximate the required octane rating for a CR of 
          12.0:1 ? 
          
            I'm curious about the expense.  If I have to run a 50% 
          toluene/gasoline ratio in a 20 gallon tank, this would be quite 
          costly - $25 per tank for toluene!  However, if the requirement 
          was 20% toluene/gasoline, the cost would be almost acceptible - 
          $10.  Thoughts?  
          
          Regards,
          Eric Webb
          
          1986 Mazda 626 Turbo
          1992 Corvette LT1 Coupe
          1968 Camaro restification (money pit)
          I sold my picup truck...mother of all idiots!!

----------
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: Minimum cylinder wall thickness
Date: Wed, 06 Jan 93 21:53:28 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 16:53:24
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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?

 The NASCAR and Pro Stock guys will run with .125, though they don't
like it.  Yunick once mentioned he'd like to see .200, but of course it
isn't possible with the generic Chevy.
                                         

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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: 305 torque
Date: Thu, 07 Jan 93 21:51:06 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 16:51:03
X-Sequence: 3245
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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.
>
> That should do it.  You'ld probably have to relieve some metal about
> the base o the cylinder bores so that the longer throw crank doesn't
> whack them.  At least you have to do this for 350-383 conversions.

>> There's a LOT of difference between Chevy blocks, but given the small
>>bore I'd agree you'd have to notch the bottoms of the bores a bit.
>>Since you may wind up cutting as much as a 1" wide x 3/8" deep x 1-1/2"
>>long slot in a 350 with the stock crank and aluminum rods, it shouldn't
>>be any major deal.  (not that you'd probably have to get that
>>radical here!)  There should be no problem with the cam or oil pan rail.

	You can mail order complete 305s with 400 cranks for less than
$2000.00. Probably less than having all that machine work done and it has
a garantee.


	Pete

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Posted by: emory!ll.mit.edu!psanders (Peter Sanders)
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: Re: Chevy Exaust Maniforl Ques.
Date: Wed, 06 Jan 93 21:09:29 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 16:09:26
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-> : into the block, and bent as required.  You might be able to use a
-> tubing : bender and bend the original dipstick tube away enough as
-> well. :
>
> I wish I could use this solution.  The problem is that the outlet of
> the manifold sweeps within 1/4 inch of the block

 How about just brazing the tube into a convenient area of the oil pan?
That's what I had to do when running a late rear-sump pan on an older
front-sump Ford block.
                                                                                                                     

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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: Watts Link
Date: Thu, 07 Jan 93 21:13:38 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 16:13:34
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          Bob,
            I would call Competition Engineering at 202-453-5200.  They 
          specialize in suspension components, frames, and custom 
          fabrications.
          
          Regards,
          Eric

----------
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: RE: Gasoline and about last nig
Date: Thu, 07 Jan 93 20:46:12 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 15:46:06
X-Sequence: 3238
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          I agree, good posting about octane and fuels!  I've always used 
          MTBE in the past in the event of a "poor" tank of 92.  Some 
          people advocate filling up at half tank to minimize this problem. 
          Anyway, the MTBE was simply to eliminate just a tad of ping.  How 
          can I tune my 92 LT1 to take advantage of the 10% MTBE?  Would 
          the OEM chip know from the oxygen sensor readings?  Do I need to 
          get an aftermarket chip with different advance and fuel ratio 
          curves?  Thanks.
          
[I'll handle idle and cruise but it runs open loop under power so a 
chip change would be necessary.  You'd have to find some chip
maker who knows what he's doing and makes one especially for the
mix.  You MIGHT be able to raise the fuel pressure a bit and compensate,
though I ususally recommend against that because added fuel pressure
slows the opening time of most injectors and that can result in crappy
idle that the ECU can't correct for.  JGD]
          Eric.
          
          P.S. I'm still getting double postings. HELP!
           
[That's cuz you subscribed twice - once in lower case and once in 
upper so my incredibly dumb mail slave got confused :-)  Fixed 
now.  JGD]

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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: guide plates
Date: Tue, 05 Jan 93 19:55:44 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.
To: hotrod@dixie.com
Reply-To: hotrod@dixie.com
Posted-Date: Tuesday, Jan 05 14:55:41
X-Sequence: 3184
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i am installing guide plates and studs in a
pair of sb chevy heads to eliminate a problem
caused by the guide holes in the heads being
worn.  should the guide holes in the head
be drilled out and if so to what size.
dan stanger

----------
Posted by: emory!evolving.com!dxs
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: Gasoline and about last nig
Date: Wed, 06 Jan 93 22:46:21 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 17:46:13
X-Sequence: 3215
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Begin forwarded message:


> [Thanks a bazillion for that post.<  


Yes, a good post for sure. I don't follow the line on MTBE producing  
more energy though. In my case with the Z-28, the opposite is true. 

[MTBE has a high heat of combustion and a high specific energy delivery
factor.  Its intrinsic performance properties are completely disjoint
from how it performs in a vehicle tuned for other fuels JGD]

On the other hand...I filled up with Mobil 92 octane the other day  
after running the gas tank down to the last drop. The Mobil contains  
%10 Ethanol vs. the MTBE I have been using from Texaco. I noticed an  
immediate improvement in drivability with the Ethanol.

[If you'd retuned your engine to take advantage of the MTBE blended fuel
it would have made more power than the ethanol blend.  The interesting
thing about this whole oxygenate thing is that the ethers have been 
used practically from day one in unleaded fuel, particularly the intermediate
and premium grades.  All the latest EPA action has done has been to
require more of it.  To anyone who understands fuels in a performance
context, this development is grand.  MTBE blended fuel is good out of
the pump.  Since MBTE has a blending octane value >>130, its effect
on blending grades of fuel is marked.  JGD]

And then John says.

>"I was involved in racing chain saws (Oh no, not another one....)  "

Care to expand on that???

[The competition is to see who can cut through a log the fastest.  
Alcohol classes typically use 4 ft logs while unlimited nitro burners
use 6 ft diameters.  Typical cut times are under 5 seconds.  My mentor
used to run a nitro saw.  One of the old McCollough gear drives that
had the same engine as their go-kart motors.  Operated it in a
fire suit and mask just like the dragster fellows.  I understand this
sport is still popular in the northwest, but I've not heard of it 
around here in a long time.  JGD]

----------
Posted by: emory!phoenix.az.stratus.com!scol (Scott Colbath)
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: VW transaxles
Date: Wed, 06 Jan 93 22:37:25 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 17:37:22
X-Sequence: 3214
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 While cleaning up earlier, I found a flyer from Kennedy Engineered
Products, dated sometime in 1986.  John posted their current address a
couple of days ago.

 Their catalog listed adapters to mate the following motors to the VW
transaxle:

        VW Dasher, Rabbit Diesel, Audi Fox, '77-'80 Omni/Horizon
        Dodge Colt and Champ (exc. 2000cc)
        Toyota Corolla 2TC 1600
        Datsun 1600/2000
        Renault R16
        Opel 1900
        Volvo B18 and B20
        Alfa Romeo 1300-1700
        Honda Civic ('73-'79)
        Pinto/Cortina 1300-1600-2000 Kent (& Cosworth four)
        Pinto 2000 OHC
        Pinto/M2/M3 Brazilian 2300
        BMW 1600, 2002, and 3.0
        Pontiac Iron Duke
        Chevy Citation 4
        SAAB/Taunus/Ford V4
        Chevy V8, 90 degree V6, inline six
        Datsun Z-car 6
        Buick V6 (early)
        Buick V6 (late bolt pattern)
        Ford Capri 2600/2800, Ranger 2.9/3.0
        Chevy 2.8 60 deg V6
        Buick/Rover 216 aluminum V8
        Ford 289/302/351W/351C, 240/300 inline six
        911, 912, 914, 356 Porsche (clutch adapter)
        Corvair flat-6
        Mazda rotary

 They also make:

 An adapter to put the Buick 215 aluminum V8 to the T350 (either Chevy
or corporate pattern), and it will also work with an Olds Toronado
transaxle.

 Aadapters to put an FE-series (427) Ford big block, Chevy V8, or Buick
V8 (presumably any corporate GM) against the ZF transaxle used in the
Pantera.

 An adapter to put the Mazda rotary onto the Subaru transaxle.

 GM corporate (Buick V6), Buick 215, and Chevrolet (Chevy V6) adapters
to Corvair transaxle.


 They specifically mention the Buick V6 into Porsche 914 swap, and
recommend a company called Moonshadow in Saugus, CA (805-259-1871).
Sounds like a very nice swap, better than the generic Chevy V8.

 Prices were a bit high as far as I was concerned, $200 or more (1986
dollars) per adapter, but on the other hand they looked to be very well
made.

 They also mention the Corvair transaxle is 67 pounds heavier than the
VW and only slightly stronger.  Of course, nowadays the VW guys can make
them take anything you're likely to dish out.
                                                                                                 

----------
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: core plugs
Date: Tue, 12 Jan 93 20:07:38 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 15:07:35
X-Sequence: 3396
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These guys are a great source of used Ford performance parts.  I stopped
in this fall on my way north and cruized their small warehouse of just used
Ford performance parts, everything from a complete BOSS 429 engine on down.
Good place to call if you are looking for hard to find used Ford performance 
parts.
Mike Brattland

----------
Posted by: emory!nprdc.navy.mil!brattlan (CDR Michael Brattland)
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: 351C trivia...
Date: Fri, 08 Jan 93 22:23:42 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 17:23:39
X-Sequence: 3296
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-> But... The latter is also correct. On the XA GT (not HO) the heads
-> were 4V (though they - I am sure - smaller than the US counterpart)
-> with with 2V valves. This is interesting as I had never questioned it
-> before - I must get in contact with some people and find out the
-> "right story".

 Up here, ALL 2V heads had 2.05/1.66, ALL 4V had 2.19/1.71.  The '69
BOSS 302 had 2.25/1.71 the first year, 2.19/1.71 the second year.

 The 351M and 400 used the 2V heads, which are identical and
interchangeable with the 351C-2V, same valves and all.

 I'd be interested in what you find out, though.  Never can tell when
trivia might be useful.
                                                        

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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: '62 Ford Fairlane Windscreen
Date: Thu, 07 Jan 93 03:53:07 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 22:52:48
X-Sequence: 3225
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Steve Baldwin, I have an almost new 3/8" shaded windshield and gasket from my
'62 Fairlane station wagon. I put the glass in ~3 months before it was totalled
in a trffic accident. It is "new" OEM, used factory glass.
I want $450.00 for it, don't know how much shipping would be, I'll check if you want.
Which bonnet emblem do you want? There are a couple of them, I believe that I
have what you want, or I can get it.

Millam
met@(somewhere, look in the header)

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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: WOT Chips
Date: Tue, 12 Jan 93 19:16:24 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.
To: hotrod@dixie.com
Reply-To: hotrod@dixie.com
Posted-Date: Tuesday, Jan 12 14:16:21
X-Sequence: 3390
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-> injectors, it may not be any different. Many times what the
-> aftermarket chips will do is to start the "fuel enrichment" portion
-> of the fuel curve at a lower setting of the TPS. So you get into the
-> fat part of the curve earlier.

 In the context of the Tuned Port (which is the only thing I'm familiar
with) the TPS has to be maxed at WOT before you go off the closed loop.
                                                                

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