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i hope that quote wasnt aimed at me. i have always tried to answer any question i have been asked. if it was u know what u can do with it.

been a long time since i asked this question and didnt mean to hi-jack the thread but looks like there would be an answer out there somewhere

i quit nascar when they banned the hemi. came back when dodge got back in. now dodge is gone and this piece of crap on hamlin. i was backing off because of dodge leaving i guess this basically ends it. 12 years of drag racing in the 60s-70s and saw the same things. we left then because of money...

ten years of working at chry. dealership for a start. 1966 chry. 5 times, 4 ring and pinions still had the noise between 42 -50 mph. had factory rep by my side for part of them. only got paid for one set-up so u know what we went through back then. about a month later chry sent out a bulletin to...

look at the wire winding on the rotor. if it is basically full of wire it is 40 to 60 amps. if they are 1/4 in. or better below the lowest groves in the side of the rotor it is 30 amps.

floating pins make it a whole lot easier to blue print an engine. sometimes one has to change piston on a rod to get correct deck height. when this old man was racing many years ago that was the first thing i did.

before trashing the trans it has to come out any way pull the front drum and inspect where the steel rings run in the drum and the grooves in the stator support. these trans will tolerate very little wear in these 2 places.

well if dodge does quit then this old man will do just like he did the last time find something else to watch or do. i will give the new female a shot just because a woman is trying but if she doesnt change that altitude she has wont be rooting for her either.

does anyone sell the instructions on how to build the reverse pattern valve body for the o.d. chry. transmission. used to build the 3 speeds when i worked at the dealer in the 60s-70s. one could buy the instructions from chry then. dont know how many i did but it was a bunch. it really isnt hard...

good filtering system, build a small safe pre-heater to heat the in coming oil to about 220-230 degrees it will burn in just about any kerosene furnace or boiler. i did it for about 30 years. i built a 1/4 in. double wall heater with a dry house trailer type water heater element. it would hold...

torgue wrench on a torgue flite? what is that????????????????

pull the joint, clean the plug well, coat with jb weld and problem solved

had them off and on since 1974. the eye problem is always the start. had the worst one about 8 years ago and found out that chocolate has been my problem all those years. old man is a chocaholic. hardest thing i have ever tried to do was give up oreos BUT i did now once in a while the eye...

wont get into the argument of what are if someone did something wrong on a torgue-flite but will say if one cannot make a torgue flite live they are in the wrong business.

dang this is scary stuff. raced mopars in super-stock for years even built a few racing trans for modified and rails and never had this problem. none of my tranmissions had the low-reverse ban apply. guess it is better to be lucky than good

it takes longer to jack up the car than to change the seal with the rite home made tool. grind a shallow curved hook on a flat blade screw driver. pop the seal out, large c-clamp, block of wood against the pan, 15/16 socket over seal, squeeze seal into place and re-install linkage. made some...

i have been running it in my 90 ctd with 518 that i installed in 99 with about 80 k on the trans with no problems. i have even run it in the gm ods with NO problems that i could blame on fluid.

for those interested all of my racing transmissions were stock off the shelf parts except for the 5.0 lever, extra springs in 3rd clutch drum and a reverse manual valvebody. a buddy ran a 65 ply. 440 low 10s hi 9s 1/4 mi. 3600 lbs. would carry front wheels a ft high. he swears 700 passes. pulled...

i have used type-f fluid in all my torgueflites since 1967 as long as it doesnt have a lock converter with absolutely no problems. type-f seems to cause more clutch chatter in the lock-ups. i even used it for years in gms slip-o-matics with no problems. my 90 diesel with 518 in it has about 80k...

this old man is self taught so the only thing i can offer is what ever one buys should be more than one thinks they need when buying. i have been laughed because i bought more that i needed at the time. about half the time i would run into something that i wish what i had was bigger, stronger or...

i used to have the specs to make stage 2 heads out of stage one but i lost them. there was absolutely no difference in performance in stage 2 and stage 3. before the flames start i HAD the specs. from chry. had a hell of an argument with herb mc/clandess over that. old man has to eat crow over...

there are 2 converters for the 6 cyl. a high stall and a low stall. if one uses the high stall 6 in a v-8 it will usually stall about 400 rpm high than the high stall for the v-8. tried it on my sons 340. took out 340 high stall and added 6 cyl high stall and it did work. these are factory...

if it goes forward in neutral one is out of luck. the forward clutch pack is welded together and will have to be rebuilt.