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Messages - pbf777

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The Lounge / Re: Holley
« on: November 24, 2020, 07:47:51 PM »
     Randy, stay away from the obscene news stands!       ::)


1969-1970 Shelby GT350/500 / Re: What type of rear end do i have? LOL
« on: November 24, 2020, 07:34:51 PM »
   ....................., take a feel of the rotational effort "before" you loosen the pinion nut. This is so you can "carefully" tighten the nut after replacing the seal itself. That is because this diff has a "crush sleeve" and it is VERY easy to over tighten the nut and destroy the bearings. A slight increase in drag is OK but not too much tighter nor any looser that it was/is.

      Follow Randy's outline or you'll be sorry!        ;)

      To take this process a few steps further, one can use a dial-type or even a beam-type torque wrench for the "rotational-effort" reference, that is if you haven't done a bunch of these and have "the feel".  The factory "drag"/"resistance" effort as referenced is with the pinion assembly removed (5 bolts) from the pig (and this is the correct and best process), on the bench with new bearings and races, was 15 inch pounds in rotational resistance, that being after the increased break-away effort.  With used bearing components one should not attempt this number, but rather as Randy said: "a slight increase" is probably warranted to take-up for acceptable wear.          :)

      Should you choose to remove the pinion assembly don't toss the steel shim, as this is not a gasket to be replaced!  You wouldn't believe how many requests I've gotten from people over the years wanting a new gasket, and had thrown the odd one away!  I would just pull out the stack of shims of some twenty different thicknesses and say pick one!      ::)
      Also the pinion nut is intended as a one time use item, as it is a "crimp" interference fit nut for retention, and often the flange face gets damaged (galled) which makes reuse also a bad idea.  But if the nut appears to be in good condition, I would recommend the application of "Red" Loctite on final assembly.

      And to be clear, no matter what your buddy or neighbor, who knows allot about cars says, there is NOT a torque value for tightening the pinion nut!        :o


The Lounge / Re: Holley
« on: November 23, 2020, 02:58:01 PM »
     It's the sign of the times, this industries' market is poor and these companies are unhealthy and being made available at at seeming attractive values; but in my opinion, this perhaps only to those unknowing of the current market trends or in hopes of an upswing in the future?           :o   

     I dunno?......................        ::)


The Lounge / Re: Boosted Buick goes boom
« on: November 16, 2020, 07:40:09 PM »
     It's just a "YANKEE" thing (I swear there's something in the water up there!    :o   ), see it all the time; after all, when they retire from up there, they all move down here to Florida.............and then tell us all about how they did it better up north!        ::)



The Lounge / Re: Boosted Buick goes boom
« on: November 16, 2020, 01:04:19 PM »
IMHO, he should be taking that '86 to more of a turbo-Buick shop for repair.

     +1!       ;)

Those cars are amazing with the power they put out AND live ! Hemi made 500 hp. Buick with a good tune an minor upgrades would be there very easily.

      Not to be at odds with anyone; but it just goes to show what a turbo can do to change an otherwise turd, into a revered diamond.  And this comment is based on the familiarlarity gained having several of these engines thru our shop.           ;)

      YUCK!  The thing (engine, as I wont get into opinions of body styling) looks just like what it started out as, a cheap grocery getter, but then it got a TURRRRRBO!  But then, I guess it doesn't matter what it looks like, or how it gets' it done!        :o


The Lounge / Re: Pictures of Carroll Shelby
« on: November 12, 2020, 10:41:26 AM »
I'd give a $100 bill, for his thoughts in this photo at reply #499!!

     At one time my conquest was Le Mans, I'm stuck at this damned stupid car show,...............this gettin' old is a bunch of chicken shyt!        ::)


     Looks like stock type "styt".        ;)

     And, I think I might agree:

  Check your casting numbers. I believe those are 84 heads NOT 74. In '74 press in studs were still being used.


I think you have to take the head off to check the numbers?

     The actual casting numbers are located under the inlet port casting area viewable with the intake manifold removed and the use of a mirror and flashlight.  Casting date codes are under the valve covers.        ;)


1967 Shelby GT350/500 / Re: 67 GT500 pilot bushing part number
« on: October 30, 2020, 04:25:27 PM »
     I think your over-complicating this somewhat, as really it's simple:  You apparently need a standard, not some "conversion" something a rather, for something your not working on, but rather a standard "Oilite" sintered bronze FE Ford application bushing, original part number I believe was B8A-7600-A or Pioneer #PB-50-B, and there are others, which should generally be found to be approximately .500" +/- in length.         
     Other processes involving measurements are excessive efforts if dealing with O.E.M. components otherwise, but if determined, an overall bellhousing depth, flange face to flange face, minus the overall input shaft length measured from transmission case face, and minus the crankshafts', with bushing installed length of intrusion into the bellhousing area measured from the back of the block, should provide the overlapping distance which would prove to be distance that the transmission pilot intrudes into the said bushing.          :P


Up For Auction / Re: 6S1341 - On Bring A Trailer
« on: October 30, 2020, 11:54:26 AM »
     Hopefully, it doesn't fall victim to the quick-and-dirty "REBODY" program.          :o

     It might prove interesting to see how long before it reappears in a "restored-original" condition for sale again.             :-\


1967 Shelby GT350/500 / Re: 67 GT500 pilot bushing part number
« on: October 30, 2020, 11:34:54 AM »
     The "Oilite" bronze bushing listing for the 390 is the same 1.850" O.D. for the crankshaft fitment as are all of the light automotive intention FE's and the earlier (pre '72) 385 series engines, this being the difference to the S.B.F. dimension of 1.375" O.D., and the I.D. of .670" +/- is shared with all Ford "Top-Loader" 4spd. applications.        ;)


Up For Auction / Re: 6S1341 - On Bring A Trailer
« on: October 24, 2020, 07:19:21 PM »
Without significant bracing , that car won't survive rotisserie  mounting , never mind an acid dip .

     If it gets' loaded on the tail of the transporter and a bumpy ride a significant portion might be missing upon delivery!       ::)


Replicas and Tribute / Re: Stewart Warner 240A fuel pump
« on: October 23, 2020, 11:24:43 AM »
   I have run with it on and off and without it in the system at all. It makes about a +1 MPH difference when on so I keep it , using  it in high gear when fuel demand is critical. That's one good thing about drag racing , it tells you via the time slip if your modifications help or hurt.

     I think that means your using 110% of your fuel delivery capacity without it, and I'm sure you know, that could prove to be one of the bad things about drag racing,.......when your told you hurt something!       :'(

     And yeah, they're old technology, but they have proven do work reliably (if you have a good one) and if applied in a reasonable application and with a proper execution of installation they can provide that which may be required, and still impart the nostalgic presentation one might desire.         8)     


Replicas and Tribute / Re: Stewart Warner 240A fuel pump
« on: October 22, 2020, 08:40:36 PM »
They were pretty poor like 80.

     If that's G.P.H.?  I think your being awfully kind there Randy; or is that with the 18 volt battery system?        :)

     I think they were probably rated more likely around 50 to 55 G.P.H. (and I'm not sure whether that was "free-flow" (probably   :-\  ) or at pressure, and if so at what pressure, as it was an adjustable pressure unit?); and this equates to something in excess of 300 lbs. per hour of fuel, which at the old stand-by value of one half pound fuel per hour per horsepower would indicate the pump was tapped-out at anything approaching 600 H.P. or more; and this would have been in the best of installations I'm sure.     

     As I remember (in the "old-days"  ::)  ), in the real world, the practice was that one pump was sufficient perhaps to 400 H.P. +/- applications but after that you went with a dual pump installation, again, in reasonable executions of installations, which still would prove to compromise the claimed performance obviously available under only "ideal" conditions.           :)


The Lounge / Re: New Production Speed Record 331 M. P. H.
« on: October 22, 2020, 11:54:54 AM »
Life insurance policy included as well??? ;)

Does it come with a sixteen point roll cage and a drag chute? 8)

     At these speeds it needs ejection seats equipped with parachutes, drivers' side being standard and an optional passenger side if you think you'll be able to get anyone to ride-along at these speeds!

     Now yes, as in the movie Goldfinger where OO7 says: "Ejector seat, your joking!"  ::)  , it might be so, but if at three hundred miles per hour speeds the even better than average human driver there may be a point in time at which they may find themselves just closing their eyes and saying "Oh-Shyt", and at that point the future isn't going to appear very bright; and although bailing out might be only a feeble last ditch effort, it might perhaps be better than none at all!      :-\


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