Stop in for a cup of coffee
That look's pretty nice right now Tim
My reproduction TSM doesn't have the color codes
:BangHead:
I'm feeling good about the idea of Park cable adjustment and low/reverse adjustment are what is needed. The timing of the fault coinciding with the cooler line change may be a red herring...
Have you lokked throug the Master Tech index for additional info? I know they had several sessions on Torqueflights and shift/kickdown linkage after the rear pump was dropped but not sure about early models.
Only negative indicator were the shavings in the pan which was disconcerting.
As far as I could see, that was just normal wear of the clutches and friction linings.
was doing well until about 3:30 when I smashed a finger when taking apart the engine hoist.
Oh well.
Anyone have any thoughts about EFI vs a 4500 Dominator .
They both will need tweaking.
For most uses Tuner and Whitener recommend getting rid of the intermediate circuit on the Dominator.
EFI is a whole other headache. It will require a new custom made electric system.
As far as I'm concerned the big advantage of EFI is that fancy If-Then conditions can be programmed in combination with controlled timing for less harmful emissions.
For some enthusiasts (racers, hot rodders, etc) they like being able to make changes by plugging in a computer and reprogramming. A good carb setup on a good engine runs itself. There's a charm in that too.
It’s because carbs are now bringing a premium in used shape considering Holley and Edelbrock both are 8-12 weeks behind on inventory
Shh Dont tell anyone, the old carbs are generally better.
