Recent content by HPP

Typically, lower mount alternators use a shorter belt which has a lower propensity to roll or fly off at higher rpm.

Median is the true middle of a set of numbers and not a mathematical middle. I don't know if your map is new listings with asking price or sold houses. In either case, there are nearly twelve over $1m and sixteen under $1m. That's a pretty fair split. How that compares with earning potential...

There is a Hooker Super Comp set that do not wrap around the center link, #5115. But these are no longer in production and you'll have to find em at swap meets and I don't know if they will fit an A body.

Yea, but AC trucks tend to have wiring issues in the firewall bulkhead. Overall, its a really good deal, but once you get it home, check out that area and behind the fuse block to make sure it hasn't melted through and shorted any wires.

Toe out in turns is ackerman that is designed into the front suspension. To eliminate this, you would need to have the outer tie rod end exactly behind the lower ball joint and a line between them would need to parallel to the centerline of the car. This is impossible to achieve using stock A...

Glad to see I'm not the only one seeing these lately. Some, with motion, are even more suggestive of their content. Some, like above, seem to have a picture that is not consistent with the text of the ad. One was fairly graphic, despite being pixilated. They seem most prominent on the...

True, the simple act of driving up a curb at an angle will put enough angularity in the axle travel that the top of the tire may contact the wheel tub. I've never seen a tire deflect enough at the leaf spring height to ever make contact with the spring and be a problem. There simply isn't...

All Mopar E bodies, 73-79 B bodies, and F/J/M bodies all have springs with splayed mounting layout. E bodies are narrower in front mounting, the other are all narrower in the rear. This type of layout provides increased roll resistance and reduced roll steer compared to a parallel layout. So...

'74 360. +.030 bore, stock stroke, mid 90s high swirl LA heads, KB190 pistons, Hughes cam, Air Gap intake, Milodon Pro Touring pan. This same engine was in my drag car running high 12s in Denver with a TM6 and a much larger cam. I haven't tried it with the new intake and cam, but my cylinder...

Its a R5P7 engine in a former Sterling Marlin Cup car chassis that was reskinned as a Superbird with a few steel panels and some fiberglass parts.

Hmmmm. I do have a tunnel ram and a box of old AFBs sitting on a shelf. Probably have a couple of 500 cfm units in there. I'm not worried about good street manners with mine as it is being used to introduce the kids to bracket racing and will probably live its life between 3500-5000. Although...

Got a similar '74 318 I'm preparing to throw into one of my cars and wanted to bump it up a bit in the "oomph" department, so I've been contemplating similar changes. Don't want to really get into a full rebuild with it, just a quick get it running better than it was when it came out. After...

Agreed, I'm unsure what is best. I've seen the commentary from the experienced road racer around 2" being optimal, yet to get here he did major modification to the spindle. Much of my reference material refers to 4" as being optimal and says there can be drawbacks from going too low. I will...

Correct. A taller spindle produces a similar effect as a longer stud ball joint. However, since a spindle also has inclination built into it, a spindle change can also impact camber gain, upper control arm length, dynamic caster change, roll center migration, etc. I believe the stock spindle...

I'd love to, but I'm all outta F spindles. If anyone would like to sell me a pair cheap, I'd be happy to include them in the layout. They are only .375 taller than the stock spindle pictured, so they wouldn't be significantly different, but it would look different as the stock spindle I have...