Ran up to Wildcat Auto Wrecking yesterday and got a replacement 1967 wiring harness, heater box, and a 14" SBP rim ( the previous owners put 14's on the car and left the spare as a 13"....).

Rewired the car today (even had to 'rewire' the Electronic VR and EI mods I had made), everything is back in order (and I have Dash lights...all of them!!!...). I will need to replace a couple of bulbs that 'blew' during the magic smoke incident, it was getting dark so I haven't plugged the heater box electrical in yet (but did install it, and put a new core in it...)....

Hopefully I'll get some time this week to complete everything, and finish breaking it in (Still haven't refilled since going to Wilsonville...so mileage would be nice to figure out for a first estimate)...


more soon,

-D.Idiot

Next up on the list, new windsheild...and gasket, and trim, and clips...and...

I'm almost done getting the engine broke in (few more miles, an oil change, a relash, etc...then time to flog it).

I suddenly realized the car is like that old Johnny cash song...

It's got a 67 body, 73 pedals, 73 carb, 67 exhaust, 74 tranny, 79 engine, 76 linkage, 74 head, 70 VR, 74 EI...


-D.Idiot

If I get the chance to get the oil change, I'll post the baseline results this weekend...

I'm now in the 'Beater' Drag catagory with Ceej...

My best G-tech run on my usual 'test track' was 19.51 seconds... This is down from 18.6-18.8 last year (I haven't dialed in the timing yet, I also was 100 lbs heavier this time loaded with tools and a spare tire...).

Time to replace the EI distributor with something more aggressive than the 15R 1973/74 suprise under the hood...

One thing I did notice is that stock exhaust, and a 1 barrel carb are 'geared' toward the stock cam profile no matter which way it goes, the stock cam with better exhaust and a bigger carb tends to 'drop out'/ go flat about 4000 rpm... and the package goes the other way too, putting a restrictive exhaust and 1 barrel carb on a warmed over engine tends to 'peter out' in the 3500-4000 rpm range too...(just can't breathe to that point)...


more soon,

-D.Idiot

Looks like things are on the line, my 'all town' driving is now at 15 mpg (about right), I haven't done a 'all highway drive' to see what mileage that will be. I'm due for an oil change and a valve relash as the 225 is done with the break-in/shakedown period...

This weekend, I'll scrounge the parts up from the 1974 FD Exhaust/'Super Size' Exhaust project and get some couplers so I can get some numbers for what an exhaust upsize is worth in mileage/power vs. $$$ spent...

Currently Beater Valiant in her best G-Tech Run converted over to 115 hp, and about 257 ft/lbs of torque at peak...

-D.Idiot

"Can't wait to see if we blow the spiders out of the poor 7 1/4" rear using that progressive Holley 2305..."

Today Pick a Part in Turner was able to get me a couple of OEM but used (well used) 1979 Super Six Distributors for the next phase of Beater Valiant's ongoing project (I notice that they have the same part number but different OEM Vacc. pods... the one from a D-100 has an 8.5 stamped arm, and the one from a Volare has the 11X stamped arm). Currently I get 15 in the city on average, and 21 on the highway, but the Holley 1920 doesn't like things (even with the #58 main jet) it tends to 'chug' in the transistion phase between 15-1800 rpm (and at about 15-12" on the Vacc. gauge)...

I'm putting the old 'powerpipe' from the 1974 'Chevy Duster' together (not the headers everyone's all nibs about, it's basically a copy of a 1976 Feather Duster pipe with no cat conv. and a turbo muffler that I had made 4-5 years ago... it was good for about 1-2 mpg increase on the highway and better power on that car) and gonna install it next to see if anything improves currently...

I think I'm going to try going 'the mileage route' first and install a Feather Duster distributor, EGR, Holley 1945, and reinstate the 1976 FD vacc. system... I'm sure the power will go down, I'm sure I won't get the legendary 36 mpg, since the car will be 'similar' to a 1975/early feather with 9" drums, 3 spd on the floor manual (and the '67 Valaint is a few hundred pounds lighter than the 1976 Feather Duster due to Federal Crash Standards....)

I'll get a mileage count and power count with that one, then next I think we'll step up to a Super Six since the larger exhaust will be installed, we might as well increase the carb to help things along (it is screaming for more carb and exhaust...)...

Things are slowing down at work (waiting for the post Holiday 'belch' where everybody wants their stuff 'NOW'), so this will let me have some time to Christmas Shop and get some changes and results done (last time this happened I put the Hpak on the Duster...sheesh!)

more soon,

-D.Idiot

32767 Goto 10



Got off work early today (it's cold and every wants heat now, then it's fixed, then no one wants you around...).
Went to my buddy's tow yard and he welded the Powerpipe back together...

Then I went home and spent an hour or so uninstalling a rusty noodle stock exhaust pipe... and installing a much fatter powerpipe...

Pipe has a nice lower tone of exhaust and shouldn't Tee off the neighbors at 5 in the morning (unlike fast idle and cold Hpak Duster)...

I will fill up and post MPG increase results as I get to work, I will also make it a point if I get of early to get another G-Tech run in, so we can tell if unrestricting the exhaust is worth some power vs. $$$...

I do know from watching the tach, that the torque band is a bit better as the clutch can now motivate the 2.94 geared car at 1300 rpm without stalling or hiccuping vs. 1800 rpm...

Stay Tuned,

-D.Idiot

So far the bigger exhaust pipe makes it really easy to get up to the 4-4500 rpm band when just spooling it up for 'fun', but the in town mpg still remains in the 13-15 mpg average range (I think removing the lazy 1973/74 timing curve would cure some of this and keep it in the 15 range).

I had updated the firmware on the G-Tech pro and notice that I will have to 'correct' the ratings as they are 'real' rear wheel measurments and not at the 'flywheel' type (optimistic) results.

The last November run I did with 'stock' exhaust should be:
73.8 HP @ 3304 rpm
162.7 ft/lbs of Torque @ 1942 rpm

19.481 @70.90mph for a good 'middle line' run (of several runs 'both ways' to negate weather factor.


This morning with the 'fat pipe':
78.9 HP @3169 rpm
152.2 ft/lbs of TQ @2300 rpm

19.061 @74.03 mph

So a bigger pipe gets a bit more top end (or lets the exhaust exit better so the back pressure doesn't kill the intake charge during the exchange during overlap), I probably could have made a better 'power run', but these 'baselines' are run the same/shift at the same point so I can see what changes in the power band (I'm sure there is more since at the 3/8 mile mark the BV was at 90mph and still rising).

Next I'm going to run a Feather Duster setup (EGR and All) and see about getting some "MPG", then we'll go back to testing 2-barrel setups as time for upgrades allows.

I'm suspecting that some of the limiter on 1/4 mile times is definately the 2.94 rear gearing (have to feel sorry for the 2.45/2.76 crowd), it's great for highway travel, but definately the lower drag gears will throw the car quicker and get the rpms back up faster between shifts...

Next update as I get the next set of parts together and 'installed'...

Im following.....its good stuff

_________________
Yeah....Im the one who destroyed this rare, vintage automobile.....

This makes me want to buy a g-tech and make some runs !

_________________
225, pushbutton 3spd
'63 dodge dart hardtop

I got off work a bit early today and decided I had enough time to 'goof up' the BV a bit.

I dug through my mounds of 'stuff' and found most of the items needed to convert BV to an FD...

I decided to take it slowly, I retained mt 1973 Holley 1920, and the old stock brown label 1973 EGR. Installed the vacc. amplifier/'hockey puck' (out of a few choices)... I pulled a crusty old FD distributor out of the pile, and the vacc. adv. can has had it, replaced with a nice new VC-208 care of Standard Motor Products... Sadly both of my EGR's have perished (both must have holes in the diaphragm, since they don't hold a vacc. when using a hand pump...).

I have one Holley 1945 that looks to be good for a later rebuild (and is probably calibrated properly for al this 'stuff').

I drove around doing some errands on the '1/2 FD', and have found that:

1) it has a really nice 'leanout' spot on the transistion circuit (chugs good)
2) I haven't gotten it to ping yet even with the heavy handed advance of the distributor...

3) Distributor is set @ 12BTDC
Actually driveway vacc. adv. can delivers:
6 degrees adv. @ 5" vacc.
about 17 deg. adv. @ 8"
and 24 deg adv after 10"

The distributor mech adv. is very stiff (and almost 'static') in the normal driving RPM/ Load range...
10-14 degrees advance at 800 rpm to about 1500, then it's 16 degrees until the 1 barrel wheezes out @ 3-3500 rpm...

so in essence, I'm at 32 deg adv. @ idle at the stop light (or so), and about 52 degrees anytime else (unless I floor it and the vacc. advance goes away).

4) This setup is a bit nicer in the 'light' 3000 lbs with me in it car, vs. my parents 'stock' 3500 FD with me in it...but, it definately doesn't get out of it's own way unless 3/4 to full acc. pedal is used... I'll see how things are with the Holley 1945 as it's jetted a bit richer (61's vs. 58's), and get a highway trip in, then probably head toward getting the super six on before work picks up again...

-D.Idiot

So far the FD 'partial upgrade', wasn't too successful, with all that timing all out all the time, it eventually started developing a 'nasty' miss. Fillup MPG for all in-town says I improved a whole 1.5 mpg (so 16-16.5 ish).

The miss didn't help on pulling out into traffic, so I have yarded the EGR stuff, and pulled the vacc. adv. and installed a VC-239 (so I kind of have a short throw governor and a long throw vacc. adv. can...), power is about the same, but it tends to idle better and has stable power through the RPM bad, as well and better pickup under load.

I thought about trying the Holley 1945, but may just bypass it for the super six...

-D.Idiot

My wife and son went over the mountains this morning to visit grandma and assorted relatives as well as go play in the snow...

So I came home to an empty garage and some room and quiet enough to 'play'.

So I started prepping for the 'next' step in the 'upgrade pile', I pulled my matched supersix 'stack' off of the old '74 duster road oiler engine, and found it to be out of alignment by .011 on all the exhausts compared to the intake runners... so tomorrow morning, hot tank and plane it...

I found I have now run out of stock super six BBD's and had to pick one of 3 318 carbs I have left in the 'box' of carbs out of them I had 2 1977 318 carbs and one 1974 318 carb, I'm hoping the 1974 version with only one hole in one plate will be about right compared to the 'one hole per plate' emissions friendly and altitude compensated 1977 bretheren...

So our donor was stripped down and put in the basket and left to 'stew' in 3 gallons of 'Pearl' solvent (tolul, etc...).

Probably get around to the conversion in a couple of weeks when things settle down at work and I have a spare weekend to 'dial it in'...

-D.Idiot

OK so I got up this morning, didn't know what to do so I rebuilt a BBD...
Luckily with some parts off a super six BBD I got from the 'junkyard' I had a complete nice BBD to install...

Not wanting to stop there and like all Oregonians we love to do stuff in the rain/snow... SO...

Off went the Holley 1920, off went the 1 barrel stack....

On went the super six stack I just got back yesterday from the machine shop... replaced the stack gasket and the exhaust donut....

After fiddling and freezing some more the whole thing was complete... (along with having to replace another air cleaner temp sensor that was dead...).

Like everything 'new' it fired up after a few cranks, some kind 4 letter words of encouragement, and one back fire...

Fast idle was good, the new standard motor parts choke pull off works great, warmed up very quickly (and is much more noisy than the 1 barrel 'buzz'...it kind of now has a 'drone' for an exhaust note)...

Tuned the carb in for a nice idle at 800-900 rpm with best vacc. at 20" Hg... Took it around the block twice felt ok, except for a high rpm 'skip' (the thing 'can' wind up to 5000 rpm with 'no' problem)...

THat's when it decided to mess with me, it died on 'lap 3' 1 block from the house, and acted like it had no acc. pump shot....pull the pie tin, yep, no pump shot in the bore...Hmmm... no gas in the fuel filter too....

Note to self check stuck 'new' tank sending unit. Walk back to house, get 5 gal gas can, take finicky Hpak duster to get gas...

Will have to 'tech' it when I have some time and daylight... so far I get a 'miss' above 2300 rpm under load... will determine if 'carb', timing', ignition, or $%^$^$^.!!!!


more later, maybe I'll get some dry pavement so I can get another 'bench mark'... I also have to turn the car over to the glass shop next week for a new windsheild...FYI it's against the law to have any cracked glass forward of the driver in the State of Oregon...

-D.Idiot

Took the Hpak duster to work today (it grumbled to life, and then treated me to a 'bad bushing wanderlust' on the road, followed by the tune of..."I'm heavy, the clutch needs changing...")

I got off work early and tweaked the BBD and found:
1) I had to adjust the linkage a bit more than the 'stock settings' to get it to run right (I have about 27" of vacc. at fast idle, and it sits around 22-24 at normal low idle...I now like the fact that at cruise to acceleration it goes from 15 to10" instead of 15 to 6 like the 1 barrel does...)
2) The engine really wants more 'carb' (you know things are bad when you put the super six pietin on the carb and it lowers the rpms by about 500 at idle...)
3) Runs good, the rear is starting to not like the 3000 rpm take offs...will have to get a couple of runs for data
4) Filling the Valiant never looks good at the pump... filling the tank for about 13 gallons every two weeks makes my eyes bug out ($40+ of gas)
vs. averaging out the amount with the little tank the Hpak duster 'per week has ($18...that doesn't seem too bad..oh wait that's per week...dang it!)

-D.Idiot

Took the Hpak duster to work today (it grumbled to life, and then treated me to a 'bad bushing wanderlust' on the road, followed by the tune of..."I'm heavy, the clutch needs changing...")

I got off work early and tweaked the BBD and found:
1) I had to adjust the linkage a bit more than the 'stock settings' to get it to run right (I have about 27" of vacc. at fast idle, and it sits around 22-24 at normal low idle...I now like the fact that at cruise to acceleration it goes from 15 to10" instead of 15 to 6 like the 1 barrel does...)
2) The engine really wants more 'carb' (you know things are bad when you put the super six pietin on the carb and it lowers the rpms by about 500 at idle...)
3) Runs good, the rear is starting to not like the 3000 rpm take offs...will have to get a couple of runs for data
4) Filling the Valiant never looks good at the pump... filling the tank for about 13 gallons every two weeks makes my eyes bug out ($40+ of gas)
vs. averaging out the amount with the little tank the Hpak duster 'per week has ($18...that doesn't seem too bad..oh wait that's per week...dang it!)

-D.Idiot