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Definately not. The pump body must be flat and tight on the main cap to hold it in place. Remember the output that then goes to the oil filter passes through there. If it is not tight it will leak like a rabid babboon with diharea.

I would use 12ga to each power to the bulb filaments and 10ga ground. You will have no voltage drop and lights as bright as possible. The OEMs have to take profitability into consideration so they use as small wires as possible. Smaller wire is less Cu and plastic for insulation. If they save...

That is why it is good practice to shut the compressor off at night and drain any water out. You probably do not want the compressor running all night or weekend.

Power wire supplying power to the 30 terminals should be 10ga or 8ga so no voltage drop. You can use one relay to turn power on for the low beam lights. Two relays can switch from lo to hi or just to turn the hi beams on.

I do like fuses coming from the power supply to the relays, just in case. Local Ford dealer had a shop fire a few weekends ago. Service department is totally shut down. Word is they had a truck on the hoist with a wiring issue bad enough they could smell hot wiring. Now how any responsible...

Some young fellas in a small town in Saskatchewan, Canada were into street racing Mopars. One had a Duster 340 with 4 spd trans. He got ahold of a narrowed rear axle for it. The car sat level like off the showroom floor. Another young fella in a small city an hour away had a Charger 440 with a...

IMHO there is nothing wrong with the 273 for the time period. Ford had the 260 and 289 and Chev had bored the 265 to 283. All good engines that got further displacement increases. And they were reliable. The SBM was generally good for 150,000 miles while the Ford and Chev were usually pretty...

Really the only proper way would be to find another block. You could look for a rear main cap from a scrap block. That requires engine removal and complete disassembly to enable align honing the mains for proper alignment of the new main cap. Taking the cap to a machine or welding shop to be...

Lots of those are chinese crap. Easy enough to make your own with Bosch relays and American or European made fuse folders. The less Chinesium we use the better. China is a hostile adversary, so we do not want to support it if possible. Watch the video about Summit removing all Speedmaster products.

Dash lights probably due to less current draw so less voltage drop through the switch. I doubt the tail light difference would be noticable. To really brighten the tail lights you would need to run a fused 10ga wire to the trunk. Three 30A relays. One for the tail lights and one each for left...

Relays are probably 40A, minimum 30A, so the relays should last for decades. Should use circuit breakers on at least the low beams as a blown fuse can leave you without. A circuit breaker will reset and lights come on again. Ran into the circuit breaker kicking out on a Vauxhaul after I...

Shouldn't. Separate circuits. Yes the tail lights are on with the headlights, but are on the marker circuit coming out of the headlight switch.

Gets into copyright and papatent violations. Summit selling it could get them in court. Good decision by Summit.

You are the one that posted about driveability. I replied that there is a lot involved. Now you want to talk WOT at low RPM and high RPM. Like I stated and others have mentioned, driveability is a complex topic and subjective. Give your head a shake and get out of that narrow space you are in.

Dad bought a 64 Valiant, 170 slant with 3on the tree, light blue metalic and rubber mats. I was heart broken when he traded it in 69 and my youngest brother came on the scene. I was just coming up to gettgetting my DL. Would have been an excellent first car.

And you spend little time at full throttle in the top 1500 RPM range. Probably spend more time in the off idle to 3000 RPM range at full throttle with aggressive driving. Even more important is part throttle like say 50% in that lower RPM range where most drive. That is where torque is a factor.

Now there was the qualifier, "among other mods". To properly compare and assert something you need as direct a comparison as possible. About 25 to 30 yarns ago, PHR magazine did a series of tests to compare 383 Chev builds. They rebuilt a 350 and dyno'd it. Then they put a stroker crank in with...

Definately correct. Automotive engines are low duty cycle designs. As you state, the power requirement is low compared to the capability. This is how OEM engines get away with small fillet radius crankshafts and narrow webs between the main and rod journals. Aircraft engines are designed for...

Drivability. HMMM. Yes, well that is a keg of worms discussion and involves a number of topics. Idle quality to many people is the first to come to mind. Generally a fairly smooth idle is desired and is partly the trend to wide LSA's on modern engines. This is compounded by the high port flows...

Red Green Show. Duct tape. Racers call it 200MPH tape to hold damaged fibre glass fenders together to finish a race. :-)

You could try heating the bleeders and then let them cool for a few minutes. That may shrink the bleed screws enough to break loose. If that does not do it, weld a nut on with the ground clamp on the caliper. The current and heat should do it. When you get them out, put a little Copperkote on...

×1.4 on the exchange rate plus on the shipping. Then who knows what the customs thieves may assess to pay for the left dishonourable prime peckerhead of Canada, daesh dustbin turdo's uncontrolled spending habits to enable graft back to his filthy pockets.

Dan, doing research is good. For intake manifolds, generally the factory 4 barrel intake, the Edelbrock Performer or an equivalent dual plane competitor work well on the street. I would spend time finding a car and planning the long block assembly. You need to research piston manufacturers to...

With quench heads you want 0.035" to 0.040" piston to head clearance to achieve the mixture motion intended. With that close gap the flame front does not move into the gap until the piston moves down from TDC. With an open chamber head you do not have the quench generated mixture motion to aid...

Yes. Used it all the time on the turbo mounting studs for transport truck engines and construction equipement. Those at night are visibly cherry red for hours at a time under load. The antiseize has the grease carrier cooked out while the active antiseize component coats the threads and stays in...

Heat expansion in the length of the manifold. Expansion is X thousandths per inch, so on say 3" the expansion will be very little over #s 3 and 5, and 4 and 6, while #s 1, 7, 2 and 8 will be considerably more length change. I believe the conical washers let the manifold move a bit under them so...

Heat expansion in the length of the manifold. Expansion is X thousandths per inch, so on say 3" the expansion will be very little over #s 3 and 5, and 4 and 6, while #s 1, 7, 2 and 8 will be considerably more length change. I believe the conical washers let the manifold move a bit under them so...

Brass nuts will not rust to the stud like steel nuts will. If using the steel nuts I use an antiseize so they can be removed later. The manifold to headpipe nuts are important to do this to. Otherwise you likely need to heat the nut to cherry red and break it loose. Not generally required with...

5/16"? I thought they are 3/8" like the Fords and Chevys. The new design engines went to 8mm which is only a couple of thousandths different to 5/16". The 3/8" rarely broke the bolts like the new ones.

Well, on the torque and HP front, you can have torque without HP, but you can not have HP without torque. Steam engines and electric motors make their maximum torque at zero RPM. Plug that into your HP calculator. Large ship engines only run at about 150 RPM maximum. They may produce 50,000 HP...