
oldsmobile-digest        Monday, June 21 2004        Volume 01 : Number 4926



pro/con Q. about a 355 / 350 / 3.73
Re: nos reproductions
Without Driving off a Cliff: Summary
Turbo 200 Shifting at 4500RPM
Extra 79 Cutlass Rear Bar
Fathers day present
Re: Without Driving off a Cliff: Summary
Re: pro/con Q. about a 355 / 350 / 3.73
Turbo 200 Shifting at 4500RPM
Re: Without Driving off a Cliff: Summary
Olds pics from 1350 car show in Mission
MLP: GM assembles 96 years of history under one roof
RE: Extra 79 Cutlass Rear Bar
RE: Turbo 200 Shifting at 4500RPM
Date:   Mon, 21 Jun 2004 10:41:42 -0500
Re: Turbo 200 Shifting at 4500RPM
High efficiency radiator core, was RE: F-85, no longer my daily driver
Testing...again
Adjusting/Setting P-Brake Booster Clevis
Re: Testing...again
Re: Adjusting/Setting P-Brake Booster Clevis
Re: Testing...again
Re: Testing...again
4-core in 3-core tanks!
Fuel Pump operation
66' hood latch available
RE: 4-core in 3-core tanks!
Re: Turbo 200 Shifting at 4500RPM, weight details needed

----------------------------------------------------------------------

Date: Sun, 20 Jun 2004 22:30:43 -0400
From: OctoberLibra@webtv.net (7129 6105195)
Subject: pro/con Q. about a 355 / 350 / 3.73

Hello, I have an 84 Cutlass with an older 350-(5)w/about 325hp and a
th350 high stall conv. 'n B&M  shiftkit... with a 2.56 open rear... the
car pulls at 70+ mph... 
  I don't really do a lot of highway speeding or 1/4 mile racing... just
cruising mostly in town

But I do also have a rough 86 SS w/a 350 2004r, 'n a 7.65 3.73 posi, 'n
I've been thinking of swaping rears...

 What would you do or not do and why...??  thanks 

------------------------------

Date: Sun, 20 Jun 2004 19:40:10 -0700
From: geo.aigel@sbcglobal.net
Subject: Re: nos reproductions

Dan:

Your computer seems to be about a week fast.

No dealings with that company here, but I wanted to point out that seat 
cover kits are only made by two companies. Actually WERE only made by two 
companies. I think John Nasta has mentioned that PUI is now the only one 
that makes kits for olds. I have such a front seat kit from PUI and am very 
happy with it. All vendors now sell the same thing, so shopping around can 
be a good thing.

George

At 10:44 PM 6/26/2004 -0400, you wrote:


>Has anyone ever dealt with NOS Reproductions in Ontario?
>http://www.nosreproductions.com/
>If so, what was your opinion on product quality, service , etc?
>
>I got some seat covers from them with the 69 Cutlass I bought  about 5 years
>ago. The covers came with the car so I didn't have any dealings with them.
>The quality of the seat covers seems OK.

------------------------------

Date: Sun, 20 Jun 2004 21:34:47 -0600
From: eric <aksoe1@sasktel.net>
Subject: Without Driving off a Cliff: Summary

OK, good points all around, Here's what I know now:

1)  Measured odometer to be about 3.5% out, so 26.9 is around 26 MPIG.

2)  Mileage is a measured fill to fill with great care to fill at same 
station both by me in exactly the same way (to the brim at second lowest 
speed, then one more time to the brim at lowest speed of the pump).  I 
would always even this way allow one MPIG variance unless achieved 3 
times in a row.

3)  I have a heavy foot, so my town and city mileage aint that good, but 
It does go where you point it in a hurry (and thats what I have it for).

4)  I Rev at 1800 RPM at 70mph, and I'm going to try 15 inch rims to 
drop that again.

5)  After working on Ski-doo carbs, I'm sold on the idea of a leaner 
Summer Carb.  Is their somewhere I can look to see what jets/needles 
different years of Carbs came with, as I have a reasonable selection to 
choose from.  Or can I just order one size or 2 size leaner jets ? ??????

6) Distributor timing makes sense.  I've always ran mine advanced and 
time by ear, but their must be a better way.  I was told 10 degrees 
initial, but I'm far ahead of that....  What does everyone else do.  
What is the specs for a 75 455 HEI.

Thanx again

Eric Aksomitis

------------------------------

Date: Sun, 20 Jun 2004 21:41:48 -0600
From: eric <aksoe1@sasktel.net>
Subject: Turbo 200 Shifting at 4500RPM

OK, working out the kinks in the Turbo 200 R4 behind the 455 in the 71 
Cutlass.  The 455 is a 74 455 with better Cam and Dual exhuast.  
However, High rev's are not the ticket to this motor's power.

I have the Throttle position cable cranked, so at WOT in the car, the 
Tranny cable is pulled completely out.  This gives a good no-slip shift 
even under Full acceleration.

The problem is it shifts at 4500 to 5000 RPM.  I know from experience 
this is way to high.  I'm guessing 3000 to 3500 is lots (mind you only a 
stopwatch will tell for sure).

At any rate, can one adjust this without reducing the line pressure.  Or 
is there a point where the pressure is maxed, and one can safely slide 
the cable back without losing the pressure.  Forgive me if I'm using the 
wrong terms here, but the long story is I want no slippage and an early 
shift, preferably adjustable if possible.

Thoughts / URLS / details appreciated  !!!!!

Thanx

Eric Aksomitis

------------------------------

Date: Sun, 20 Jun 2004 23:02:08 -0500
From: bcroe@juno.com
Subject: Extra 79 Cutlass Rear Bar

Hmm, I'm trying to pack for moving, and here is this brand 
new ADDCO 1" 78-84 Cutlass (292) rear sway bar I don't 
need.  I think it's too heavy unless you have the extra stiff 
front one too; I'm using a lighter factory rear bar.  

Bruce Roe

------------------------------

Date: Sun, 20 Jun 2004 23:54:08 -0400
From: "Dan Roethel" <droethel@rogers.com>
Subject: Fathers day present

Picked up a 455 Olds motor today for Fathers Day.
I'm pretty sure it is a 69 Toro motor. Here are the particulars if anyone
would like to verify.
Intake : 4 barrel Toro type. Number on manifold: 404522, big letter "M" on
the front
Block 396021F ( Stick type F) Block serial number 39M287797
Heads: C heads ( Left Head has number at rear R10805 5)
One step closer to getting the 69 Cutlass back on the road!

------------------------------

Date: Sun, 20 Jun 2004 20:46:00 -0700
From: Kevin & Casey Olund <kcolund@shaw.ca>
Subject: Re: Without Driving off a Cliff: Summary

> 5)  After working on Ski-doo carbs, I'm sold on the idea of a leaner
> Summer Carb.  Is their somewhere I can look to see what jets/needles
> different years of Carbs came with, as I have a reasonable selection to
> choose from.  Or can I just order one size or 2 size leaner jets ? ??????
>

I run a 72 primary in sumer and a 74 for winter. I just change the jets myself.


> 6) Distributor timing makes sense.  I've always ran mine advanced and
> time by ear, but their must be a better way.  I was told 10 degrees
> initial, but I'm far ahead of that....  What does everyone else do.
> What is the specs for a 75 455 HEI.
>

On my 350 I run 20 degrees mechanical advance (distributor) set to 38 degrees total at 3000 rpm. Leaves the car idling
at 18 BDC. I run a 16 degree vacuum pot off of ported vacuum (not manifold). Total advance (all in) is 54 degrees at
3000 rpm. Can't help on the stock specs. This may seem like alot but one of the advantage to the long rod is the extra
dwell time it affords, which usually functions well with lots of advance.

Kevin

------------------------------

Date: Sun, 20 Jun 2004 20:48:13 -0700
From: Kevin & Casey Olund <kcolund@shaw.ca>
Subject: Re: pro/con Q. about a 355 / 350 / 3.73

>  What would you do or not do and why...??  thanks 
> 

 If you're gonna do any highway runs, swap the gears and the trans so the o/d is there to keep the revs down.

Kevin 

------------------------------

Date: Sun, 20 Jun 2004 23:24:51 -0500
From: bcroe@juno.com
Subject: Turbo 200 Shifting at 4500RPM

I mentioned before, you can change governor weights to get 
shifts anywhere you want.   I've done this on plenty of 
THM400s; it should work on 200s.  Bruce Roe

20 Jun 2004  eric <aksoe1@sasktel.net> writes:

> The problem is it shifts at 4500 to 5000 RPM.  I know from 
> experience this is way too high.  I'm guessing 3000 to 3500 
> is lots 

> At any rate, can one adjust this 

------------------------------

Date: Mon, 21 Jun 2004 04:23:10 +0000
From: Steve Harrison <k0xp@dandy.net>
Subject: Re: Without Driving off a Cliff: Summary

At 09:34 PM 6/20/2004 -0600, you wrote:
>Is their somewhere I can look to see what jets/needles 
>different years of Carbs came with, as I have a reasonable 
>selection to choose from.  Or can I just order one size or 2 
>size leaner jets ? ??????

http://members.dandy.net/~k0xp/Oldsmobile/QJet/QjetTuningHelper.htm

You can buy primary rods/jets and secondary rods from several places like
http://www.carbsunlimited.com/ or Edulbrook.

SteveH

------------------------------

Date: Mon, 21 Jun 2004 01:09:12 -0400
From: Cutlass7276@netscape.net
Subject: Olds pics from 1350 car show in Mission

Hello
Went to a car show today in Mission, there was 1350 cars.
It was BLAZING HOT again today.
These were some Olds i saw there.
Guess how many 58 Olds there were..... 1 :)
 http://images.andale.com/f2/115/106/3596099/1086832787250_0620_009.jpg
  http://images.andale.com/f2/115/106/3596099/1085724468183_0620_010.jpg 
 http://images.andale.com/f2/115/106/3596099/1085878511878_0620_012.jpg 
 http://images.andale.com/f2/115/106/3596099/1086891313111_0620_011.jpg 
 http://images.andale.com/f2/115/106/3596099/1087052654960_0620_002.jpg 
 http://images.andale.com/f2/115/106/3596099/1088184849608_0620_004.jpg 
 http://images.andale.com/f2/115/106/3596099/1086298996951_0620_003.jpg 
  http://images.andale.com/f2/115/106/3596099/1088116138740_0620_005.jpg 
 http://images.andale.com/f2/115/106/3596099/1086451652664_0620_007.jpg 
  http://images.andale.com/f2/115/106/3596099/1089315922871_0620_006.jpg 
My Mom/granma
 http://images.andale.com/f2/115/106/3596099/1089414500408_0620_008.jpg 
oh and one twisted non Olds sjot
 http://images.andale.com/f2/115/106/3596099/1087569217412_0620_001.jpg 
A car show that big is almost too much.
Ya cant get around in time to see them all proper in the blazing sun.
Randy(much redder neck now)H.
Maple Ridge B.C.

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------------------------------

Date: Sun, 20 Jun 2004 22:48:17 -0700
From: Scott Alfter <scott@alfter.us>
Subject: MLP: GM assembles 96 years of history under one roof

I saw this while looking for some other stuff:

http://www.detnews.com/2004/autosinsider/0406/14/b01-180780.htm

  GM assembles 96 years of history under one roof
  Heritage Center opens in Sterling Heights

  Like an inveterate pack rat, General Motors Corp. has accumulated a lot of
  "stuff" over 96 years, including hundreds of classic, concept and just
  plain strange vehicles, memorabilia and millions of pages of engineering
  specs, operating manuals and other documents.

  For years, it was scattered in different locations, making it hard to take
  advantage of the treasure trove of automotive history in GM's many attics
  and garages--until now.

  Tonight, the automaker opens the GM Heritage Center, an 81,000-square-foot
  facility north of the Tech Center that is equal parts archive, museum,
  meeting center and catering hall.

  [...]

  The collection now on display includes the first Cadillac Coupe de Ville
  and Eldorado, the last Pontiac Firebird and Chevrolet Corvair, the first
  Chevrolet Vega, a 1931 V-16 Cadillac and a 1949 Buick Roadmaster. Each car
  has a story.

  A 1903 Oldsmobile Pirate, for example, set the land-speed record for cars
  in its class that year at a whopping 54.38 miles an hour.

  The 1905 Osceola concept car was the first closed-cab passenger car and
  had the first tilt steering wheel.

  Along with the cars on display is a collection of kitschy reminders of
  past promotional excess, including a giant neon-lit Oldsmobile sign in the
  shape of a rocket found at a Kentucky dealership.

The sign of which they speak has been brought up on this list not too long
ago, IIRC.

  _/_  Scott Alfter (scott@alfter.us)
 / v \ '77 Cutlass Supreme Brougham
(IIGS( http://alfter.us/            Top-posting!
 \_^_/ rm -rf /bin/laden            >What's the most annoying thing on Usenet?

------------------------------

Date: Mon, 21 Jun 2004 08:26:14 -0400
From: Mearl Francis <Mearl.Francis@TRACO.COM>
Subject: RE: Extra 79 Cutlass Rear Bar

Good Morning Bruce
How much do you want for the bar?
Thanks
Mearl   Mearl.Francis@Traco.com

- -----Original Message-----
From: bcroe@juno.com [mailto:bcroe@juno.com] 
Sent: Monday, June 21, 2004 12:02 AM
To: oldsmobile@chebucto.ns.ca
Subject: Extra 79 Cutlass Rear Bar

Hmm, I'm trying to pack for moving, and here is this brand 
new ADDCO 1" 78-84 Cutlass (292) rear sway bar I don't 
need.  I think it's too heavy unless you have the extra stiff 
front one too; I'm using a lighter factory rear bar.  

Bruce Roe

------------------------------

Date: Mon, 21 Jun 2004 09:37:50 -0500
From: "Mike Schlottman" <mschlott@spe.org>
Subject: RE: Turbo 200 Shifting at 4500RPM

Are you saying that it is shifting at 4500 to 5000 at WOT?  If so, this is about right.  3500 RPMs would be a realy low WOT shift point.

     mike

Mike Schlottman
Sr. Systems Administrator
Society of Petroleum Engineers
222 Palisades Creek Drive 
Richardson, TX 75083
972-952-9382


 > -----Original Message-----
 > From: eric [mailto:aksoe1@sasktel.net]
 > Sent: Sunday, June 20, 2004 10:42 PM
 > To: oldsmobile@chebucto.ns.ca; aksoe1@sasktel.net
 > Subject: Turbo 200 Shifting at 4500RPM
 > 
 > 
 > OK, working out the kinks in the Turbo 200 R4 behind the 455 
 > in the 71 
 > Cutlass.  The 455 is a 74 455 with better Cam and Dual exhuast.  
 > However, High rev's are not the ticket to this motor's power.
 > 
 > I have the Throttle position cable cranked, so at WOT in the 
 > car, the 
 > Tranny cable is pulled completely out.  This gives a good 
 > no-slip shift 
 > even under Full acceleration.
 > 
 > The problem is it shifts at 4500 to 5000 RPM.  I know from 
 > experience 
 > this is way to high.  I'm guessing 3000 to 3500 is lots 
 > (mind you only a 
 > stopwatch will tell for sure).
 > 
 > At any rate, can one adjust this without reducing the line 
 > pressure.  Or 
 > is there a point where the pressure is maxed, and one can 
 > safely slide 
 > the cable back without losing the pressure.  Forgive me if 
 > I'm using the 
 > wrong terms here, but the long story is I want no slippage 
 > and an early 
 > shift, preferably adjustable if possible.
 > 
 > Thoughts / URLS / details appreciated  !!!!!
 > 
 > Thanx
 > 
 > Eric Aksomitis
 > 

------------------------------

Date: Mon, 21 Jun 2004 10:41:42 -0500
From: "Michael D" <soonerfan_8@msn.com>
Subject: Date:   Mon, 21 Jun 2004 10:41:42 -0500

I am looking for the under dash duct work for a 69 Cutlass/442 reasonable 
priced.  All leads appreciated.  Thanks Michael 

------------------------------

Date: Mon, 21 Jun 2004 18:59:49 +0000
From: 77w30442@comcast.net
Subject: Re: Turbo 200 Shifting at 4500RPM

the cable on that trans is not a kick down cable , it is designed to shift trans according to throttle position, if not adjusted properly you will kill the trans.
for firmer shifts invest in a good shift kit.
ron


> OK, working out the kinks in the Turbo 200 R4 behind the 455 in the 71 
> Cutlass.  The 455 is a 74 455 with better Cam and Dual exhuast.  
> However, High rev's are not the ticket to this motor's power.
> 
> I have the Throttle position cable cranked, so at WOT in the car, the 
> Tranny cable is pulled completely out.  This gives a good no-slip shift 
> even under Full acceleration.
> 
> The problem is it shifts at 4500 to 5000 RPM.  I know from experience 
> this is way to high.  I'm guessing 3000 to 3500 is lots (mind you only a 
> stopwatch will tell for sure).
> 
> At any rate, can one adjust this without reducing the line pressure.  Or 
> is there a point where the pressure is maxed, and one can safely slide 
> the cable back without losing the pressure.  Forgive me if I'm using the 
> wrong terms here, but the long story is I want no slippage and an early 
> shift, preferably adjustable if possible.
> 
> Thoughts / URLS / details appreciated  !!!!!
> 
> Thanx
> 
> Eric Aksomitis

------------------------------

Date: Mon, 21 Jun 2004 12:52:49 -0700
From: "Schopen, Kenneth" <kenneth.schopen@medtronic.com>
Subject: High efficiency radiator core, was RE: F-85, no longer my daily driver

> > Date: Thu, 17 Jun 2004 07:57:25 -0700 (PDT)
> > From: chris smetana <grp442@yahoo.com>
> > Subject: F-85, no longer my daily driver
> > 
> 
> snip
> 
> > I have a 3 core radiator (Matt Crumley's original from his 70 S) 
> > that I'd like to see if it can get recored (been wanting to do 
> > this for like a year).  If so, then I can upgrade from the 2 core 
> > to a 3 core otherwise I may have to buy a new 3 core Modine 
> from NAL ... 
> 
> Chris, 
> 
> Last summer I had my original 3 core radiator re-cored with a 
> high efficiency core. It has four rows of tubes, with more tubes 
> per row than the original, and a higher fin-per-inch count. So it's 
> the cooling of a high efficiency 4 core in a 3 core package. The 
> shop that I used said it was available as a core only and not as a 
> complete unit.  I can get the part number if you want to go that 
> route - I'm sure any radiator shop in your area would be able 
> to order the same core. 
> 
> Let me know.
> 
> Kenneth
> 1971 Cutlass Supreme convertible
> Phoenix, AZ

Hi All,

I located the receipt for my high efficiency radiator core and thought I'd 
post the part number for those who may be interested. It's CL1407B from Craig 
Manufacturing in California. The shop I used charged $245 for parts and labor, 
plus there's a 3 year warranty. 

The original core was 3 rows of 30 tubes each and 12 fins-per-inch; the high 
efficiency core is 4 rows of 37 tubes and 15 fins-per-inch. That's an increase 
of 58 tubes (90 vs. 148), which translates to a 64% increase in tube count. The 
factory end tanks are used, so the radiator fits perfectly into the original 3 
core radiator supports.

Kenneth
1971 Cutlass Supreme convertible
Phoenix, AZ

------------------------------

Date: Mon, 21 Jun 2004 15:00:58 -0500
From: Steve Reed <ssreed@direcway.com>
Subject: Testing...again

Testing...again

------------------------------

Date: Mon, 21 Jun 2004 15:09:42 -0500
From: Steve Reed <ssreed@direcway.com>
Subject: Adjusting/Setting P-Brake Booster Clevis

All,
	first off I hop this post isn't a duplicate, as I didn't see the
original appear.

- -Steve

++++++++++++++++++++++++++++
All,    
    After a long day of working in the heat and sweating yesterday, I
thought I'd try to find the easy answer by asking you guys/gals.
 
How do you set/achieve the proper setting for the clevis located on the
brake power booster rod (to brake pedal).
 
I've got mine mounted today, and was curious as to how to set this properly?
 
I can get the dimension from my old booster, as I bought a rebuild/plated on
from Steve Gregori.
 
Tips are welcome before I check the service manual
 
Thanks,
 
Steve Reed
'96 9C1 Chevy Caprice
'70 Cutlass Supreme Ragtop
'68 Cutlass Supreme
Austin, TX
http://www.sreed.0catch.com 

------------------------------

Date: Mon, 21 Jun 2004 16:12:51 -0400
From: "Tour Op & Travel Agency Trade 2000" <travelchile@manquehue.net>
Subject: Re: Testing...again

THE LIST WORKS ERRATIC.
Some of my mails are lost, never appear on the list... I've sent one a
couple of hours ago and it still is not received back.
Matt

Matias Maciej L. Raniewicz
Trade 2000 Tour Op & Travel Agency
Paseo Las Palmas 2225 Local 211, Metro Los Leones, Santiago, Chile
travelchile@manquehue.net, www.southoftheworld.net
Fax: 56 2 3331165, Telefono Central: 56 2 3689411
- ----- Original Message ----- 
From: "Steve Reed" <ssreed@direcway.com>
To: "Olds" <oldsmobile@chebucto.ns.ca>
Sent: Monday, June 21, 2004 4:00 PM
Subject: Testing...again


> Testing...again
>
>

------------------------------

Date: Mon, 21 Jun 2004 13:55:52 -0700
From: "Infinite Space Systems, Inc." <imp@theriver.com>
Subject: Re: Adjusting/Setting P-Brake Booster Clevis

Steve,

> How do you set/achieve the proper setting for the clevis located on the
> brake power booster rod (to brake pedal).

> Tips are welcome before I check the service manual


Well, without looking in the shop manual, and going by ancient experience on
building hotrods, with a dry master cylinder, push the pedal down all the
way to the floor, and adjust the clevis until the master cylinder piston is
bottomed out in the master cylinder and there's about 1/4" of clearance
between the back of the pedal and the hard floorboard.

Milton Schick
1964 442 Cutlass
imp@theriver.com

------------------------------

Date: Mon, 21 Jun 2004 17:30:24 -0400
From: "Tour Op & Travel Agency Trade 2000" <travelchile@manquehue.net>
Subject: Re: Testing...again

Right. Happens every day - 2-3 mails wont pass, than the 4th goes through,
and the next day it starts again.
No relation with HMTL code, I always send in plain text...
Matias Maciej L. Raniewicz
Trade 2000 Tour Op & Travel Agency
Paseo Las Palmas 2225 Local 211, Metro Los Leones, Santiago, Chile
travelchile@manquehue.net, www.southoftheworld.net
Fax: 56 2 3331165, Telefono Central: 56 2 3689411
- ----- Original Message ----- 
From: "Steve Reed" <ssreed@direcway.com>
To: <travelchile@manquehue.net>
Sent: Monday, June 21, 2004 4:36 PM
Subject: FW: Testing...again


> Matt,
> OK glad to read it isn't just me.  I sent a few this weekend and
> never saw them.
>
> -Steve
>
> > -----Original Message-----
> > From: oldsmobile-owner@chebucto.ns.ca
> > [mailto:oldsmobile-owner@chebucto.ns.ca] On Behalf Of Tour Op
> > & Travel Agency Trade 2000
> > Sent: Monday, June 21, 2004 3:13 PM
> > To: oldsmobile@chebucto.ns.ca
> > Subject: Re: Testing...again
> >
> > THE LIST WORKS ERRATIC.
> > Some of my mails are lost, never appear on the list... I've
> > sent one a couple of hours ago and it still is not received back.
> > Matt
> >
> > Matias Maciej L. Raniewicz
> > Trade 2000 Tour Op & Travel Agency
> > Paseo Las Palmas 2225 Local 211, Metro Los Leones, Santiago,
> > Chile travelchile@manquehue.net, www.southoftheworld.net
> > Fax: 56 2 3331165, Telefono Central: 56 2 3689411
> > ----- Original Message -----
> > From: "Steve Reed" <ssreed@direcway.com>
> > To: "Olds" <oldsmobile@chebucto.ns.ca>
> > Sent: Monday, June 21, 2004 4:00 PM
> > Subject: Testing...again
> >
> >
> > > Testing...again
> > >
> > >
> >
> >
>
>

------------------------------

Date: Mon, 21 Jun 2004 17:52:29 EDT
From: WlJam5@aol.com
Subject: Re: Testing...again

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------------------------------

Date: Mon, 21 Jun 2004 19:48:02 -0400
From: "Christopher Witt" <rocketscience442@hotmail.com>
Subject: 4-core in 3-core tanks!

Last summer I had my original 3 core radiator re-cored with a high 
efficiency
core. It has four rows of tubes, with more tubes per row than the original,
and a higher fin-per-inch count. So it's the cooling of a high efficiency 4 
core
in a 3 core package. The shop that I used said it was available as a core 
only
and not as a complete unit.  I can get the part number if you want to go 
that
route - I'm sure any radiator shop in your area would be able to order the
same core.

Let me know.

Kenneth
1971 Cutlass Supreme convertible
==================
By all means, if you have not already done so, please share that part number 
!!!

- ----------------------
Chris Witt
1303 W. Miller Rd.
Lansing MI 48911

RocketScience442@hotmail.com

Cell 517-449-0432 weekends or short weekday calls or leave message.
Home 517-882-9747 thru 10-11pm MI time most days

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------------------------------

Date: Mon, 21 Jun 2004 20:34:11 -0400
From: "Christopher Witt" <rocketscience442@hotmail.com>
Subject: Fuel Pump operation

Date: Sat, 19 Jun 2004 09:29:10 -0700
From: "Infinite Space Systems, Inc." <imp@theriver.com>

NAPA doesn't manufacture fuel pumps. There are only about half a dozen
commercial fuel pump manufacturers in the US. They make all the fuel pumps
for everyone. Carter is one of the oldest.
=========
Makes sense...

Remember, it does take more engine power to run the 120 GPH or the 176 GPH
(Chevy - Ford only) Carter mechanical fuel pump than that required for the
stock mechanical fuel pump.
===========
????

The more flow, the more work required, [pressure being held constant]
==========
That is no doubt true.
However, because a pump has more _capacity to flow_ does NOT mean that it 
DOES flow that much... and therefore require more power.


the more engine power required to run the pump off the front of the 
camshaft, and the
more load that is on the front of the camshaft and the front cam bearing.
================
The load on the camshaft is pretty negligible. Power well spent, anyhow.
   In fact, the cam eccentric does not pump the fuel out at all. If that 
were so, it would easily overpower the carb and force feed it too much fuel. 
What the eccentric does is essentially "cock" the fuel pump, or load the 
chamber- it pulls the diaphragm down against the spring which then is 
allowed to force the diaphragm back up, forcing the fuel out, using only the 
spring's force/ pressure. If not much fuel has been used since last fuel 
pump stroke, then most of the eccentric's motion does nothing but take up 
slack in the diaphragm moving mechanism. The diaphragm is moved down only to 
the extent that the fuel above it has been used since last time. Little fuel 
use = little diaphragm motion = little power required to move the diaphragm 
back down to the lowest point.
   Therefore, a higher _capacity_ fuel pump will not require more power to 
operate than does any other unit.... until and unless you actually use fuel 
in greater quantity. No?

How much more power, I don't know.
===============
Should be an easy calculation. Pressure and flow per unit time are readily 
converted to power. Presumably twice the flow requires about 2x the power 
[pressure constant].

- ---------------------
Chris Witt
1303 W. Miller Rd.
Lansing MI 48911

RocketScience442@hotmail.com

Cell 517-449-0432 weekends or short weekday calls or leave message.
Home 517-882-9747 thru 10-11pm MI time most days

_________________________________________________________________
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------------------------------

Date: Mon, 21 Jun 2004 20:57:14 -0400
From: "The General" <patton442@verizon.net>
Subject: 66' hood latch available

Hey List,

        I just posted a nicely restored 66' Cutlass hood
latch if anyone is interested .....

http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?viewItem&item=2482775322

The General       patton442@verizon.net

------------------------------

Date: Mon, 21 Jun 2004 21:25:14 -0500
From: Steve Reed <ssreed@direcway.com>
Subject: RE: 4-core in 3-core tanks!

Kenneth

> Last summer I had my original 3 core radiator re-cored with a 
> high efficiency core. It has four rows of tubes, with more 
> tubes per row than the original, and a higher fin-per-inch 
> count. So it's the cooling of a high efficiency 4 core in a 3 
> core package. The shop that I used said it was available as a 
> core only and not as a complete unit.  I can get the part 
> number if you want to go that route - I'm sure any radiator 
> shop in your area would be able to order the same core.
> 
> Let me know.
> 
> Kenneth
> 1971 Cutlass Supreme convertible

By all means shoot us all a vendor and P/N for this?

- -Steve

------------------------------

Date: Mon, 21 Jun 2004 20:49:48 -0600
From: eric <aksoe1@sasktel.net>
Subject: Re: Turbo 200 Shifting at 4500RPM, weight details needed

That's what I've been hearing is to change the Governor weights.  So I 
phoned the Guy who is doing my transmission today to get them changed.  
He said they only make one size of weight, but they could try welding 
some washers to it, but he didn't know how much to add.

So, Can I ask:
1)  Is their somewhere where I buy the heavier weights, or does one weld 
a washer to them, or reduce the Spring in the governor.
2)  If one was supposed to add weight, about how much would one add, I'm 
guessing I want around 3500 RPM shifts at WOT, but I really don't know 
(I have 4500 now).

The guy working on my tranny is ready to do what I tell him, and I'm not 
afraid to read any web sites I'm pointed at, so any pointers on what/how 
much to add to where, and I'll do it....


bcroe@juno.com wrote:

>I mentioned before, you can change governor weights to get 
>shifts anywhere you want.   I've done this on plenty of 
>THM400s; it should work on 200s.  Bruce Roe
>
>  
>

------------------------------

End of oldsmobile-digest V1 #4926
*********************************
