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aa/fd

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Everything posted by aa/fd

  1. aa/fd
    If it passes the leak-down and compression tests, look for a broken intake valve spring
  2. aa/fd
    Oven cleaner or wheel cleaner works well for stripping anodizing
  3. aa/fd
    Here is a couple of papers on Water Methanol injection http://www.rbracing-rsr.com/downloads/naca_H2O.pdf http://www.rbracing-rsr.com/downloads/NACA_H2O_2.pdf
  4. aa/fd
    A link for some information http://77e21.info/strokerbuild.htm
  5. aa/fd
    Standard Machine Shop spring shims, come in .015 .030 and .060. Used for setting installed height after a valve grind. There are hardened versions available and they come in many OD's and ID's to fit various heads.
  6. aa/fd
    That's a huge drop 10% with the OEM Tii air cleaner, makes me want to make a change to my 72tii. I seem to recall a post recommending the use of the stock filter as it had some positive effect on output. Apparently that is not true, can't wait to see your follow-up with the video and dyno data. Divide DIN HP by 1.0139 to find the SAE.
  7. aa/fd
    I noticed from the image, first there is no scuffing on the cylinder wall. Generally you see scuffing with tune up related piston failure, be it too lean, over boost, too much compression ect, all result in detonation and piston damage. Heat is the culprit with detonation and is tell-tailed in piston expansion and the resulting scuff marks. It surely looks to be damage prior to assembly and covered up with an anti oil fouling plug "shield" installed to keep the cylinder running. I thought those plug shields had long disappeared from the used car lots long ago along with sawdust in the rear-end. I would assume the machinist must have re-cut or filled the top ring land so they could use the piston.
  8. aa/fd
    I'd highly recommend using a "Timesert" or equivalent thread repair and not a "Helicoil". There is no comparison between the types and repairing the head on or off it is the best method whether it is an M10, Ford Triton, or a nitro burning billet Chrysler head. A bonus if you want the spark plugs to "read" the same Timesert aluminum inserts are available, as well as the standard steel type.
  9. aa/fd
    Any time you get to work with Harold can be a life changing experience. Our association started in the 70's when he was at MSD, continued thru his tenure at SuperFlow now to his own Power Technology Consultants. His knowledge and experience are priceless, plus a great sense of humor.
  10. aa/fd
    http://portland.craigslist.org/wsc/pts/2238465581.html
  11. aa/fd
    Pat, you might want to explore some seat angles other than 45 on your new flow bench. The results can be surprising.
  12. aa/fd
    nicely done
  13. aa/fd
    Torque, engine rotation, and why drag racers pre load the left front, and mount the battery in the right rear forcing more load to the right rear in effort to counteract the forces to the left side. Most of the broken axles in high powered cars show up on the left side until the chassis tuner gets the setup correct.
  14. aa/fd
    If the drive shaft (pinion) turns at all the opposing wheel will turn less because the first pair of diff gears are captured in the carrier housing on a common axle . The second pair of differential gears (spiders) are identical tooth count wise and predisposed to turn an identical amount by design (tooth counts) as they are splined to the axle drive flanges. So as long as the load on each wheel is identical they will deliver the same amount, how ever if one of the wheels becomes unloaded all the power will be delivered there, (path of least resistance) The common LSD resists this energy leak by adding friction plates (or ratchets) between the side gear and the differential carrier. The higher the plate load or ramps the more torque required to turn independently of the other axle
  15. aa/fd
    Although the Cleveland AirMaze filter from the Rolls Merlin is my all time favorite filter, you will have a hard time exceeding the burst rating of the Fram HP filters. We have run SAE 60 through them at 150 PSI for years. They (Fram HP) are constructed for race motors and excessive pressure and do a superb job. I am sure Wix, Mann, Purolator, Motorcraft, and all the rest have had a performance line that is comparable, but they come and go. Fram has been consistently supplying the market for a long time and a lot of races have been won using them. One thing I know for sure they will filter out rod bolts, and not burst or puke the gasket when the relief valve sticks and the oil pressure goes off the 250lb scale in the data logger.
  16. aa/fd
    Growing up with Chevy powered Fiat Topolinos, 392 Chrysler powered Anglias, I have a certain affinity for supercharged V8s in just about anything. Now having said that, the car has appeared here on the FAQ previously, and I still don't get it. The homely little BMW we all like, has been rendered into a retro "butt ugly" 60's gasser.
  17. aa/fd
    Here is a posting (few months back) of stainless Tii Version offered for sale. I have no knowledge regarding this part, just remembered it being available. http://www.bmw2002faq.com/component/option,com_forum/Itemid,0/page,viewtopic/t,345253/highlight,/sid,8d49825daae3138d0d3d469fa47d89e7/
  18. aa/fd
    Neither did your response And either will my reply, but as a fellow Horologist and NAWCC member we can get it back on topic. Compared to replacing the balance staff in Illinois 23J 60 Hour Bunn Special or re-bushing a Model 2 Seth Thomas, Tii clocks should be a piece of cake for you to service and repair. So it is relevant topic after all.
  19. aa/fd
    I highly recommend using a "Time-Sert" rather than a Helicoil if threads are bad. More expensive yes, better yes, and all we ever used on race head repairs
  20. aa/fd
    Toby very interesting, Racer Brown, is a name out of the past and was highly regarded as a cam designer although mostly known for Mopar profiles, his Datsun 510 Asymmetrical cam profiles were ground breaking when released in the 70's. If your interested in cam history and philosophy read Harvey Crane's site full of a lot of good stuff from an old guy who saw the movie http://www.harveycrane.com/
  21. aa/fd
    Schrick costs more period, and until you reach the realm where the stock core will not support the opening area you are seeking save your money. Any proper cam grinder house like Delta can do a nice job, as can most any of the after market cam manufactures. Believe it or not domestic cam guys like Gary at Comp Cams, Bruce Crower, Chase form Crane are very up on all profiles for about any motor. A note of interest Bruce Crower worked at and with Dr. Porsche and Dr. Schrick bringing a lot of the American approach to the continent. Remember Hot-rodders are hot-rodders regardless of the language, and marketing is marketing. Spend your money wisely.
  22. aa/fd
    The car being towed is certainly interesting, looks to be of mid engine design with the driver in the rear
  23. aa/fd

    banning members

    aa/fd replied to gwb72tii's topic in Off-Topic

    +1 I agree and vote to ignore, IP address banning is not a for sure bet http://www.torproject.org/index.html.en
  24. aa/fd
    I think you have a pretty simple request that can be resolved by fabricating a 2 piece linkage to the existing release lever. It all depends on how much time and expense you want to commit. Adding a reasonable spring to allow it to side forward on it's own is not going to defy any laws of physics and eject you through the windshield. Just briefly looking at my car it appears you could use the existing attaching points and not even modify anything other than adding a hole to the release lever to attach a rod end. A mechanical link is simple and effective, but may not be the most appealing visually. An electric solution would be based finding a 12V unit with sufficient stroke to move the lever effectively. A starter type solenoid comes to mind but will require some effort to not be obtrusive looking. Projects like these are fun and the challenge is in the hunt for the solution, which sometimes you never find, but at least you tried. Good Luck
  25. aa/fd
    Everything I have read indicates proper calculated longer runners are a big deal. From the posts you linked, and reference texts available from Jenkins, Riccardo, Yunick, McFarland, Jenvey, and Bettis all concur. Even Side-drafts would benefit from a longer intake.
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