Messages

Hands down  + 1

      Except for the stupid proprietary "Fork-Finger-Counter-Weights", those get a big........... "THUMBS-DOWN"!       

      But, they have proven to be of excellent marketing value!         

      Scott.

With engine idling, climb on top of engine and look into venturi.

     When doing this just don't choose to snap open the throttle, as if it should choose to back-fire,.............well, it can be a little toasty for the eye brows!        

     Don't ask me how I know!     

     Scott.

     I really like these period engine photos, as often even with the greatest of efforts in old race car restorations it just seems to often these things are exhibited just not as they actually were and also often with more modern components managing to be included in the engine compartment.
     But the purpose of my posting is that as much as I like this photo, but the execution in the Heim Joint or spherical rod ends utilized for the function of the throttle linkage just stands out as a potential failure (a.k.a. a F#@k-UP!); and this provides an opportunity to point out to others something not to do.  Namely this being the excessive exposure of the threaded sections of the rod-ends to the hex-links as this makes for weakness of the connector assembly enhancing the possibility of bending, and or perhaps failure do to just a lack of reasonable tread engagement of the link.     

     Just food for thought; and it was just buggin' me each time I looked at it!   

     Scott.

................ the outer bearing on a 31 spline carrier has larger dimension which would require smaller (slim line) bearing for use in a 28 spline case. Normal outer bearing if used in a 31 spline carrier, slim line used in 28 spline carrier.

    Not exactly.  As I recall, the earlier ('57 thru say '65 +/-) 9-inch carriers used a smaller I.D. bearing of 1.625" with an O.D. race of 2.891"; which I presume proved to provide insufficient material thickness of the bearing snouts to support the increased power as time passed and particularly with the larger bore I.D.'s for the 31-spline applications, so then 1.781" I.D. was adopted ('64 or so thru the end of production) for either the 28- or 31-spline fitments with a 3.062" O.D. this also often referred to as the "Big-Bearing", but then later ('69 +/- thru the end of production) the 2.891" O.D. returned, this leading to the so-called "slim-line" bearing, but more frequently referred as the (later) "Small-Bearing", as used with either the 28- or 31-spline axles.   

    Or something like that!     

    Scott.

    P.S. Since Randy beat me to it while I was hen-pecking I'm just adding some more B.S.     

Is the side gear in a 28-spline 9 inch housing same outer diameter as a 31-spline side gear in same housing?
Will 28 and 31 spline axle gear fit in same half?

     In my experience yes, as I have changed many a 28-spine carrier housing to 31-spline; but this does require boring the bearing support snouts up in diameter to allow the larger axle shaft to enter the carrier to engage the 31-spline side gear.     

     Scott.

Wouldn't that be the same as saying Bass Pro Shop is also guilty if someone shoots someone using a Gun they just Bought from them the day before?

    Not a all!   

    Now, perhaps if they chose to sell "Saturday-Night-Specials" for multitudes of their true market value, say 'on line' ('FREE' freight to L.A. or Chicago!  ), with the illusion, but not the statement, that they are going to fail to process, or just loose the paperwork (ATF Form 4473), making the weapon untraceable,..............well, who do you think they would be attempting to do business with?   

    It's not just the act of having sold the product that may at some point in the unforeseen future be involved in an illegal act, but rather the perceived intent of the practice in the act, and the fact of the change this may have in the business relationship and with whom.  This does prove to be somewhat of a difficult subject to define, but 'REASONABLE' interpretation is what is required, this from an educated, moral and just society, which we may be suffering from the loss of at this point.     

    I think, and I'm willing to bet as do many others, that the only reason someone is willing to pay something far greater than the normally anticipated value for, and that for what purpose the seller has placed the auction reserve of, is not the "scrap", but rather the added value of the............ paper-work,............ which this value is capitalized upon by doing what illegal act?!     

    Scott.

Bidding got to 5,300  The reserve was not met.  Copart is rerunning it.

     It may not be illegal to auction off scrap, but with a reserve in excess of the obvious scrap metal value, it makes one wonder: aren't they (Copart) with the successful sale of this........thing, going to be complicit in the illegal activity of, although will be lauded as something else, but more simply and accurately described as "V.I.N. swapping"?       

     The legal train of thought here is as follows; in the process where one party purchases a "thing" from another for far less than the apparent true value, then the receiving party may perhaps have the responsibility of being concerned as to whether the selling party actually has legal title to such.  And failure here depending on further circumstances may get one a free ride wearing some not so comfortable bracelets on the taxpayer's dime.  So if, in this case Copart, who should be very knowledgeable as to the true market value of scrap, chooses to market this thing for a multitude in excess of its' true scrap value, who are they attempting to do business with?     

     Scott.

Actually you should use a silicone dielectric grease such as Motorcraft XG-3-A or equivalent.

      Yeah, but not everyone just happens to have such as frequently laying about as WD40 which will provide for the easing of spark plug boot and terminal installation just fine.     

      Now, if this were for ones' off-road vehicle which you were planning to submerge underwater, well............I probably would work a little harder at protecting and sealing things up better!     

      Scott.

     If your having difficulty with the process of the boot slipping over the spark plug, spritz a little WD40 in the terminal boot and it will slip on easier, this also allowing one to better feel the terminal 'click' in place.     

     Scott.

   If only people were honest Bob. At least the vin has been exposed when it does come back we'll know.

     It is about to donate the necessary numbers and paperwork to "create" its' rebirth from some "re-body" clone thing.  What does one think the current seller is counting on! And then it will be dumped into the market place for an unknowing if only casual purchaser.   

     Scott.

    She's a great grandma now. Gravity has taken it's toll.

     Randy,  dog-gone-it, your little reminder is spoiling the enjoyment!     

     None of us are what we once were, but just don't remind me!   

     Scott.

................. oil's ability, or inability, to keep additives in suspension,

     Within the oils' chemical composition of "additive-packages" this concern falls under the responsibility of the "binders".       

     Scott.

I typically add the ZDDP sold additive to along with the oil during a oil change.This procedure satisfies my concern about the missing properties in the modern oil used in flat tappet engines.

     Just to pass along a comment in two separate communications I have had with 'real' oil engineers on this topic; this being that in reality it is not known (without testing), and highly doubtful when realizing what is required to accomplish, that any store bought additive is doing anything but taking money out of our pocket, and then just laying in the bottom of the oil pan!      The idea that one can just pour some foreign chemical composition additive into some complex refined oil product and be successful in achieving the desired effect is going to be definitely questionable.    

     This regardless of any claims made on the label!   

     And as a note: realize that the composition of ZDDP, although found in, is not technically considered a lubricant, in the typical sense, but rather is a sacrificial metal additive package to aid in extending the lubricant's otherwise more limited capability.     

     Scott.

     

     Do realize, I didn't say I wasn't a proponent in the use of anti-seize in this instance, just pointing out that there are conflicting opinions, each with potential merit.     

     Scott.

IF the stress loadings are that close on the fasteners that anti-seeze dangerously effects that, then I say the bolt is underengineered for the application.

    If by "stress loadings" you are referring to the difference in the turning effort during torquing and resultant increase in clamping load, greater tension load and stretch value applied to the fastener?; that is all likely true but that is not as related to me the real concern.     

    Rather, as relayed to me repeatedly, it's a simple concern for the very reason one wants to apply anti-seize, a reduced effort in the removal of said fastener!  I think this opinion probably arose with the earlier use of the press-formed steel wheels which tend to flex, perhaps more than the engineering intentions (later renditions are superior     ), this tending to 'work' the fasteners attempting to maintain the clamping of the wheel to the hub.   

    Evidence of this is witnessed with the fatigue cracking often in close proximity of or directly emanating from the lug holes of the wheels.  This even more so with the introduction of the radial tire which caused addition flexing of the rim, and was addressed with redesign for them once it became apparent.     

    Scott.