HDTenEightyP/NetNews huggingface dataset:
From: hotrod@dixie.com (The Hotrod List)
Subject: No Subject Line
Date: Mon, 11 Jan 93 20:37:41 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 15:37:37
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Over the past year or ten, I have been thinking about putting together
a street car that my wife and I would like.  The coming 1995
Massachusetts smog laws make this more important.  I have basically 
settled on my drivetrain, but would like some ideas about what body
shell to put it in.

My intent with this car is to drive it.  I want ok gas mileage, and
good power, but mostly I want good maintainability and
understandability.  My driving will be commuting to work, and
occasional trips.  I like drive about 75 - 100 mph on the highway, and
have been doing so, with only a few tickets, since high school.  I
expect to continue to.   No drag racing, but I might run the Silver
State Challenge one day.

I have settled on GM, pre 1966.  I'd like to be in the small block
era, so the initial range is 1955-1966.  It seems all 55-58 cars cost
way too much, so I mostly rule those out.  A ChevyII nova is too
small.  My dad likes 64 chevells, but I do not want one, and they are
expensive.  So, I a looking mainly at 60-63 mid sized 4 door GM.
I'd like no power doors, windows, mirrors, brakes, steering.
No expensive radios.  I am not impressed by paint.

Drivetrain, etc., would be about as follows.
383 cid stroker small block at about 1 hp/cid, vac. sec. 4bbl.  GM HEI
   ( see first b/w page Summit catalog )
T700R4 with USGear EOD to a ~2.73 Ford 9": 4 link/panhard
Tranny cooler, 3 core radiator, dual electric fans, 85 A alternator.
Remote tranny and engine oil filters.
Split circuit brakes w/proportion valve; disks and drums. 15" steel 
wheels with BFG TA tires.
I will likely use good quality stainless steel for the whole dual
exhaust system, and may install cats.

In sum, nothing radical, just decent power and drivabilty that has 
been modernized.

Perhaps by 1995 there will be a less expensive aftermarket EFI I can 
install.

I would like specific suggestions, with reasoning, for a body to put this 
stuff into.  I would even more like a suggestion for 2 cars to get, with 
one of them being a '80s with all the modern pieces swappable to the old one.  
Please keep the discussion short if possible.  Thanks.

If anybody has a finished, or near-finished car to fit my needs, I'd be 
interested in that, too.
	 Frank Evan Perdicaro 				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

[You might want to take another look at 50's cars if you like the body
styles.  Prices are WAY down now that the "investors" have gotten
blown out.  I could have bought as many restored 57 Chevys at the 
Daytona Auto show as I could haul home for <<$8,000.  JGD]
----------
Posted by: emory!marvin.contex.com!frank (Frank Perdicaro)
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: Thu, 07 Jan 93 22:00:09 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 17:00:06
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Dave Williams on The Hotrod List (hotrod@dixie.com) wrote:
: 
:  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.

Do you know what company is making their own?  I am on a budget and want
to price shop.

:  Now you might ask, "Where would I get pistons for such an alien and
: bizarre combo as a quarter-inch-stroked 305?"  Why, your friendly TRW
: source, just ask for good old part number L2468F.  You'll need to use

So what application are these pistons *really* for?

: the 400 rods as well, and the harmonic balancer and flexplate (though
: someone does sell a bolt-on counterweight for a standard 305 flexplate).
: TRW lists the conversion in their catalog.
: 
:  With 3.75x3.75, you'd have all the torque you could want.

Yes, YES!!  Thanks Dave!!  I think I will be starting to scrounge parts
very soon.

I have heard/read that "square" engines have their advantages.  Wonder
why more manufacturers don't use them?  Seems they would be more efficient
in general.

Thanks again!

DER

-- 
=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=
 Don Robinson    (602) 752-6466     Internet:  vlsiphx!donr@asuvax.eas.asu.edu

   ** Any resemblance between the above views and those of my employer, **

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Posted by: emory!marble.UUCP!donr (Don Robinson)
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: 215 cid Olds V8 question
Date: Fri, 08 Jan 93 00:26:17 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 19:26:10
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I've been reading this discussion on octane boost with interest.
I am in the process of rebuilding my 215 v8 which has been bored
out .060" and am using pistons for a 10.25 compression ratio.  The
heads have not been done yet, but I plan to install hardened valves
and seats to tolerate unleaded gas.

The question I have is fuel requirements.  Will the oxygenated fuel
be the way to go and if so will I have to play with 4bbl (Quadrajet?)
to get it to run.  What octane will be required, will 92 be enough?

I guess while I'm wasting bandwidth, what are some reasonable mods
to make to this 31 year old design...oh the plan is to reinstall it
in a stock '62 Cutlass convertible, so I would rather not get too 
bizzare.

Thanks 
Doug Linden

p.s. Speaking of fuels - my wife gave me an unrestored antique gas
pump for christmas.  Any body got some suggestions on neat looking
brands (logos) that I might use for the restoration?

----------
Posted by: emory!mvutd.att.com!dpl
d.p.linden
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: Re: Mo Compression
Date: Tue, 12 Jan 93 01:28:20 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 20:28:17
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> 
> 
>           I wonder why Detroit and Bowling Green can't get together with 
>           Big Oil and the EPA and start producing high compression engines 
>           again?
>           
>           With proper design, higher compression gives more power and uses 
>           less fuel.  What about mass producing oxygenates, like MTBE, to 
>           raise octane rates of premium to 100?  This would result in 
>           cleaner, more efficient, and more powerful engines.  Who would 
>           lose?  We would probably pay higher prices, but we already have 
>           the lowest rates in the world.

I read a blurb a while back on the new LT1...  apparently, GM could have
gone higher with its CR, but with the very fast burn high tumble heads
(for HC and NOx emissions), the rate of change of cylinder pressure was
high enough to make the enigne sound like a diesel, something most consumers
would find rather unpleasant.  I've heard several natural gas engines
that sounds like this, but they were running upwards of 14:1 compression
(but natural gas burns slower than gasoline, and they weren't using the
high tumble heads).


-- 
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: engine brakes
Date: Mon, 11 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: Monday, Jan 11 15:46:09
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-> My question: why is this not a more common method (i.e., light oil).

 Cavitation for one, RPM for another.  Most of those pumps are designed
for fairly low RPMs.  Hooking a wailing 500hp, 7500 RPM motor to one
means gearing down, which multiplies torque, which makes the problem
worse.


-> [I imagine a couple of those huge pumps like used on garbage pumps
-> would absorb 500 hp or so.  JGD]

 Even if they were about right, they'd be expensive.  I can do some
checking, but I don't have much hope.
                                                                        

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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 Fairlane Windscreen
Date: Fri, 08 Jan 93 07:00:16 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 01:59:53
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G'day Steve,
 
 
>In the process of my current touch-up / total rebuild, the panelbeater
>cracked the windscreen and naturally said not to worry and that he would
>pay for it. The problem is that the panel work is going to be around
  [...]
>If any of you have a bored moment over the next few days, would you
>mind making a few local calls for me. If I have a contact number, I
>can take it from there. Random calls to the US from here soon mount
>to $$$ that could be better spent depleting oil reserves.
 
Why not call Australia - there is sure to be someone here who has some
of the parts you require and it's a lot cheaper than calling the US.
 
I will see if I can find out off the local GT club whether there is a
club/association for Fairlanes to see if they have a source for a
windscreen.
 
Good hunting!
 
Cheers.
 
>The car is a four-door, '62 Fairlane 500.


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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: Sun, 10 Jan 93 23:33:10 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.
To: hotrod@dixie.com
Reply-To: hotrod@dixie.com
Posted-Date: Sunday, Jan 10 18:33:06
X-Sequence: 3338
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In article <0jxrx9-@dixie.com> hotrod@dixie.com writes:
>
> I've had several of the V6s and several of the fours, all solid lifter.
>I checked a couple of the sixes, but I can't recall *ever* having to set
>the valves.  The valvetrain on the V6 was one of the things Ford did
>right - enormous lifter base diameter to allow radical profiles with low
>pressure, tiny pushrods shorter than an MTV attention span, and rockers
>mounted on a steel shaft, just the way God intended.  No screw in studs,
>guide plates, winky rocker balls, or stud gridles necessary, thank you.
>----------
>Posted by: emory!chaos.lrk.ar.us!dave.williams (Dave Williams)

I had to fix the valve train of such an engine when a spacer spring
between the rocker arms broke.  Of course the car ran like shit the
5 miles I had to drive to bring it home.  But then, I've since been
told that the way to permanently cure the spacer spring problem was to
make some solid aluminum spacers.  Too bad the car died a sudden death
before I got my hands on a lathe.

eyc
-- 
>:<  Me:  Eugene Chu (Mr. Butterfly)        | Radar Science & Engineering  >:<
>:<  chu@hanauma.jpl.nasa.gov               | Jet Propulsion Laboratory    >:<
"T'is better to light a single candle than to curse the darkness"
But t'is so much easier to curse the darkness.

----------
Posted by: emory!hanauma.jpl.nasa.gov!chu (Eugene Chu)
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: Oxygen sensor
Date: Thu, 07 Jan 93 09:46:24 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 04:46:17
X-Sequence: 3228
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Bob Hale writes:
( text deleted)
> You must be careful to avoid leaded fuel and silicone.  Lead or
> silicone will destroy the sensor and render it useless.  Make sure
> that any RTV used in the engine or around the sensor is rated as
> sensor-safe.
 

I asked about this before Christmas and got the answer that leaded fuel
will damage the sensor. My next question is how long the sensor will survive
if I use leaded fuel. Will I be able to tune an engine once, several engines,
or non at all?

I prefere to use leaded fuel since I have old heads without hardened seats.

Leif

===============================================================================
Leif Olsson 
Department of Applied Electronics         email: leif@tde.lth.se
Box 118
S-221 00 LUND
SWEDEN

----------
Posted by: emory!tde.lth.se!leif (Leif Olsson)
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: Car Smog or Tree Smog?
Date: Tue, 12 Jan 93 20:16:08 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 15:16:05
X-Sequence: 3397
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>>Our gas prices are the lowest in
>>the world, yet we're polluting the air to death.

  No offense to any of us who find this puzzling, but I seriously wonder
what logical validity petro prices in other national markets has in
the pollution debate.

  I understand the "more expensive gasoline ==> less citizens driving
==> less air pollution" line of reasoning (although I feel this is very
debatable).  However, the "gas costs $4 in Europe" line is a commonly used
defense for State manipulation of the petro market for pollution control,
which strikes me as a simplistic band-aid approach with no real effect.

> 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.

  As far as LA is concerned, John is right.  The original Gabrielino name
for the Arroyo Seco (an area in the San Gabriel foothills in northeast LA)
is translated as Smoke Canyon, because of the photochemical haze.  Automobile
emissions do compound the geographic problem, though.

  Ron "Smoke Head" Rader

ron rader, jr  rlr@bbt.com OR ...!mcnc!bbt!rlr 
      walking through this world of lies, with a heart made out of stone
      I looked deep into my eyes, and I knew I was alone, all alone - BF
**Opinions are my own and do not necessarily reflect those of BroadBand Tech.**

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Posted by: emory!bbt.com!rlr (Powdered Toast Man)
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: Re: 305 torque
Date: Tue, 12 Jan 93 19:41:56 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 14:41:53
X-Sequence: 3393
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-> I will be sure to let you all know what I learn from the folks at
-> Crane and Comp Cams.  Anyone else I should call?

 Don't forget Sig Erson.  And don't forget you can get custom grinds
from Sig and Comp - Sig wants $10 extra, Comp a little more.  Make sure
you have all pertinent information ready:  the engine specs, weight of
the car, axle ratio, tire diameter, trans type, whether you'll be
running headers or manifolds, and what RPM range you're expecting to
operate in.  Be honest now!

 Given the state of the art, it may well be that your exact purposes
might be better served by a flat tappet grind than a roller.  In that
case, you're going to have to flip a coin between what's probably an
optimum cam with (maybe) short life vs. a not-quite-right cam with
(probably) longer life.
                                   

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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: Try this one on for size
Date: Wed, 06 Jan 93 22:28:43 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 17:28:40
X-Sequence: 3213
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-> Pulled the head and saw that an entire cylinder was missing!  It had
-> apparently broken off at the deck and disintegrated.  The piston - or

 Duh.  Sounds like trouble, kemosabe.

 What kind of pistons?  I'd check the ring grooves *very* carefully on
the others.

 Could I persuade you to pick the pieces out of the oil pan and mail
them to me?  I'm working on an article about catastrophic engine
failure, and it sounds like a nice subject for a photograph.  <grin>
                                                                                              
[I'll see if he still has 'em.  Maybe I ought to go over and take 
some pix too, huh?  This is a completely stock motor, BTW, plucked
fresh out of the junk yard and dropped in.  The sad part is it has
yet to move the vehicle.  JGD]
----------
Posted by: emory!chaos.lrk.ar.us!dave.williams (Dave Williams)
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: 351C trivia...
Date: Fri, 08 Jan 93 06:49:30 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 01:49:15
X-Sequence: 3271
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>-> Standard Australian 351C - 300 duration and .500 lift
>
> WOW!  Duration is an essentially meaningless term, but that's a lot of
>lift.  Even the high performance US engines never got that much.
 
Yep this is what the standard XA GT HO got. Not bad - it was a mean
mother that could get to 13s on the 1/4 (that was Ford's own results
which are always way under)
 
Other (more sedate motors) had far less lift - what I don't know - it
varied drastically from car to car, from option to option. I will find
out what the "average" cam was though - it will be an interesting
knowledge session.
 
[The XA GTHO really rocked - any wonder with that cam..]
 
>->     302 & 351 (2V, 4V Australian) 51.61 - 52.07 mm (2.032-2.050 in)
>
> That touches on something I suspected.  Did the Oz motors get 4V
>intakes on the "2V" heads, or were they 4V heads with 2V size valves?
 
The standard everyday motor only ever had 2V heads - the only time you
were "lucky" enough to get 4Vs was on the GTs. And yes, they were
actually 4V heads/valves. They were about to introduce the aluminium
head when they dropped out of Touring Car racing - end of monster
motors!
 
> Sounds like you either had 2V heads with a 4bbl (sounds like a damned
>nice setup!) or 4V heads with 2V valves (bizarro!)
 
The former is correct. Even the 302 had 351 2V heads on the Fairmont
range of cars.
 
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".
 
Cheers.
 

----------
Posted by: Mark Jose <emory!werple.apana.org.au!speednut>
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: Re: octane stuff
Date: Thu, 07 Jan 93 23:12:50 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 18:12:44
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> Bulk stuff has to be delivered to a business address ... what a pain!  I can
> still get Toulene in gallon increments from parts stores and (some paint
> stores!), but it costs $6-$8 per gallon... just as well buy the race gas @
> $3.50 per gallon.
> ----------
> Posted by: "KEN MOSHER" <emory!imd.sterling.com!Ken_Mosher>

Hmmm.  My dad's a dry cleaner. His cleaning solvent is delivered in 55 gal
drums. It's called "Perclorethylene" (trichloroethylene).  You don't
suppose...

----------
Posted by: Dave Tartaglia <emory!immacc.prepnet.com!indy>
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: Re: 2 speed powerglides
Date: Wed, 06 Jan 93 07:30:03 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 02:29:55
X-Sequence: 3193
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FYI:  2 speed powerglides were also used in 60-69 corvair and in 61-63
pontiac tempest/lemans.  in both cases the PG was in between the rear
wheels (a transaxle), but on the corvair the engine was bolted directly
on (rear engine) while the pontiac had a front engine.  i had a 63 lemans
once, with a 195 cid slant 4 (that's half a bank of a 389 v-8) with a
stock rochester q-jet, and the original 2.25" ID cast iron exhaust pipe
that ran from the exhaust manifold in a straight shot to just before
the right-side halfshaft, where the usual soon-to-rust curve pipe did
the rest to the muffler.  the pipe was, as i recall, about 1/8" wall
and was quite heavy.  it was built to last the life of the car, and then
some.   the car handled well at low speeds, accelerated poorly (0-60 in
13 sec, or so), got about 20 mpg (mostly to high school driving), and
i experienced severe swing axle tuck-under only once...... very exciting.
i think my corvair will handle much better.
     -----------------------------------------------------------------
    |    R  2	      Real Monza !	     kdrolt@athena.mit.edu    |
    |    |__|				     grad student !!  :(      |
    |    |  |	'64 Chevrolet Corvair        mit ocean engineering    |
    |    1  3	       Convertible	     underwater sound         |
     -----------------------------------------------------------------

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Posted by: emory!Athena.MIT.EDU!kdrolt
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: EPA and Fuel
Date: Sat, 09 Jan 93 04:21:29 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 23:21:17
X-Sequence: 3314
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          As soon as Carol Browner takes the EPA helm (and kicks the 
          current numbnut political appointees out the door), I think I'll 
          pass along some of the octane/higher compression engines ideas.  
          She isn't on EPA EMAIL yet, but I think it would be prudent to 
          wait until she settles in anyway.  I'm outspoken sometimes, but 
          usually not stupid. :-)
          
          Meanwhile, why don't the fuelmeisters out their think of the best 
          octane boost ideas.  The thrust should be on cleaner exhaust. 
          This can be added to the basic argument that higher compression 
          engines are more fuel efficient. 
          
          In case you don't know, Clinton will elevate the EPA, now an 
          independent Agency, to a Cabinet level Department (as Bush, our 
          "environmental" President promised).  Portions of other 
          independent Agencies and Departments will either merge into the 
          EPA, or disappear.
          
          Anyway, counsel of the EPA head will be directly at the ear of 
          the President.  So any good ideas she likes....
          
          Regards,
          Eric 

----------
Posted by: ERIC WEBB 919-541-7896 <emory!epamail.epa.gov!WEBB.ERIC>
Newsgroups: alt.hotrod,wiz.hotrod