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1. Not so Hot -Reply (score: 1)
Author: Daniel Jones <djones2@mdc.com>
Date: Tue, 04 May 1999 17:22:17 -0500
Compression with closed chamber heads and flat tops should be around 10.5:1. Should not ping with the quench heads and a proper curve in the distributor. Open and closed chamber heads require differ
/html/tigers/1999-05/msg00074.html (7,320 bytes)

2. Re: Not so Hot -Reply (score: 1)
Author: Daniel Jones <djones2@mdc.com>
Date: Wed, 05 May 1999 13:24:37 -0500
The vacuum advance should drop out of the equation when you go to wide open throttle. If it's just a transient problem, then it may well be the vacuum advance mechanism. Mallory used to make a Speed
/html/tigers/1999-05/msg00095.html (9,658 bytes)

3. Re: torker& carter AFB -Reply (score: 1)
Author: Daniel Jones <djones2@mdc.com>
Date: Thu, 06 May 1999 16:55:47 -0500
A B Performer 289 3.50" 4.75" Torker II 4.00" 5.18" Performer RPM 4.30" 5.50" I believe a Performer 289 will clear but I don't know about a Performer RPM. If the RPM does, then a Torker II should as
/html/tigers/1999-05/msg00128.html (8,241 bytes)

4. Re: torker& carter AFB -Reply (score: 1)
Author: Daniel Jones <djones2@mdc.com>
Date: Fri, 07 May 1999 09:59:20 -0500
It is a single plane. Windsor states his is a Torker 289 but what Edelbrock now lists is a Torker II which may or may not be the same as a Torker 289. They redesigned some of the early intakes but ot
/html/tigers/1999-05/msg00135.html (8,764 bytes)

5. Re: torker& carter AFB -Reply (score: 1)
Author: Daniel Jones <djones2@mdc.com>
Date: Sat, 08 May 1999 12:59:51 -0500
Super Ford did a big test of intakes on a 5.0L crate motor. There were lots of intakes including the Torker II and a reproduction Tiger intake (a low rise intake, not the F4B. The test was conducted
/html/tigers/1999-05/msg00153.html (10,651 bytes)

6. Intake Manifolds (score: 1)
Author: Daniel Jones <djones2@mdc.com>
Date: Sat, 08 May 1999 22:31:16 -0500
I dug up the Super Ford article mentioned earlier. It appeared in the July 1988 issue and was titled "Small Block Intake Manifold Survey". In the article they flow bench and dyno test 10 different in
/html/tigers/1999-05/msg00160.html (9,441 bytes)

7. Re: Carb Question?? (score: 1)
Author: Daniel Jones <djones2@mdc.com>
Date: Mon, 10 May 1999 15:18:31 -0500
There is also a third secondary style. It's not used on Holleys but it is popular on Carter and Rochester 4 bbls. It consists of a mechanical secondary linkage plus a spring loaded or weighted flappe
/html/tigers/1999-05/msg00187.html (8,843 bytes)

8. Re: Intake Manifolds -Reply (score: 1)
Author: Daniel Jones <djones2@mdc.com>
Date: Tue, 11 May 1999 11:05:45 -0500
When I get a chance, I'll type in all the numbers for each manifold. Data points were taken at 500 rpm steps. I wouldn't be surprised to find the RPM is an F4B. Several other Edelbrock manifolds hav
/html/tigers/1999-05/msg00208.html (8,371 bytes)

9. Re: Intake Manifolds -Reply (score: 1)
Author: Daniel Jones <djones2@mdc.com>
Date: Tue, 11 May 1999 11:24:02 -0500
I have no direct eperience with the F4B so I can't really comment. My comment is that I would expect the RPM and Stealth to be at least as good or better than the Cobra high rise dual plane. They ma
/html/tigers/1999-05/msg00210.html (8,374 bytes)

10. Re: Intake Manifolds -Reply -Reply (score: 1)
Author: Daniel Jones <djones2@mdc.com>
Date: Tue, 11 May 1999 14:17:34 -0500
there apear to be several versions of the Cobra intake: * "Cobra" HiR 4V (reproduction?) intake mainifold (three versions) * "Cobra" (low rise) 4V reproduction manifold * "Tiger" (low rise) 4V repro
/html/tigers/1999-05/msg00214.html (7,461 bytes)

11. Re: Intake Manifolds (score: 1)
Author: Daniel Jones <djones2@mdc.com>
Date: Wed, 12 May 1999 08:18:34 -0500
The Tiger manifold used in the dyno test was a low rise. Looked about as tall as the stock intake and performed about the same. Much better intakes out there. Dan Jones -- There is also the High Rise
/html/tigers/1999-05/msg00226.html (7,581 bytes)

12. Carb Question part2? -Reply (score: 1)
Author: Daniel Jones <djones2@mdc.com>
Date: Wed, 12 May 1999 10:13:27 -0500
The 1.08 means it's an Autolite 4100, rated at 480 cfm. Ford made two basic versions, one with 1.08" primaries and one with 1.12" primaries rated at 600 cfm. The former was used on A-code and D-code
/html/tigers/1999-05/msg00228.html (7,867 bytes)

13. Re: Ahagggggggggggg! again -Reply (score: 1)
Author: Daniel Jones <djones2@mdc.com>
Date: Wed, 19 May 1999 10:39:23 -0500
These symtoms can also be caused by a weak spark from the ignition. You've switched to electronic ignition but the car was originally points so there may be a ballast wire or resitor in the circuit
/html/tigers/1999-05/msg00320.html (7,625 bytes)

14. Re: Ahagggggggggggg! again -Reply (score: 1)
Author: Daniel Jones <djones2@mdc.com>
Date: Wed, 19 May 1999 10:45:53 -0500
Mine cost $8 from the local auto parts place and revealed I did *not* need the ballast resistor. Dan Jones
/html/tigers/1999-05/msg00321.html (6,900 bytes)

15. RE: Ahagggggggggggg! again -Reply -Reply (score: 1)
Author: Daniel Jones <djones2@mdc.com>
Date: Wed, 19 May 1999 11:36:29 -0500
By showing that I had weak spark, it led me to believe I had an ignition problem so I measured the voltage at the eye (Mallory Unilte with MSD coil). Even though the ignition was wired exactly as the
/html/tigers/1999-05/msg00325.html (8,372 bytes)

16. Re: 100LL -Reply (score: 1)
Author: Daniel Jones <djones2@mdc.com>
Date: Tue, 13 Apr 1999 10:49:44 -0500
A friend of mine has two of these. They were non-functioning but he hopes he has enough parts between the two to make one working engine. I think they were given to him by a university. Not sure wha
/html/tigers/1999-04/msg00135.html (6,892 bytes)

17. CAT Headers and exhaust -Reply (score: 1)
Author: Daniel Jones <djones2@mdc.com>
Date: Sun, 07 Mar 1999 20:49:38 -0600
Be aware that many aftermaket aluminum small block Ford cylinder heads have relocated spark plugs and/or exhaust ports. I don't know if this is a problem with Tiger headers but it was on a '66 Mustan
/html/tigers/1999-03/msg00146.html (6,952 bytes)

18. Re:351C (score: 1)
Author: Daniel Jones <djones2@mdc.com>
Date: Mon, 22 Mar 1999 10:40:57 -0600
There's also the main bearing size issue. The 351W has 3.00" main bearings versus 2.75" for the Cleveland. Some say this makes a meaningful difference in bearing surface speeds but, for most applica
/html/tigers/1999-03/msg00402.html (11,251 bytes)

19. Re: Alum. Alloy V8 for sale (score: 1)
Author: Daniel Jones <djones2@mdc.com>
Date: Mon, 22 Mar 1999 13:50:51 -0600
I have several Buick and Rover engines and a friend races a stroker Olds. I'm not sure what you mean by this. The boss is there on both Buick and Olds blocks, it's just not tapped on the Buick versi
/html/tigers/1999-03/msg00409.html (8,660 bytes)

20. Re: 351C installation & compare with 347 Stroker 302 -Reply (score: 1)
Author: Daniel Jones <djones2@mdc.com>
Date: Thu, 25 Mar 1999 17:00:29 -0600
You're headers sound nice. Most 4V headers are 1 7/8" and still have a little taper to fit the huge port. If you look at the port, much of it is wasted space. The 2V port, despite being smaller, mov
/html/tigers/1999-03/msg00440.html (9,088 bytes)

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