I recall Gerry Duttweiler told me it's usually #2 main cap that lets go first. The #2 and #4 are the narrowest of all five caps, and #2 has the smaller bearing diameter of these two. Maybe that's why...
Type: Posts; User: Jyrki
I recall Gerry Duttweiler told me it's usually #2 main cap that lets go first. The #2 and #4 are the narrowest of all five caps, and #2 has the smaller bearing diameter of these two. Maybe that's why...
Bryan, I assume you wouldn't like to sell those billet main caps to fellow rodders as well, now would you? :thumbsup:
Bryan, that's quite a lot of flow from this head! When measuring flow, did you have the intake valve in place on the adjacent hole, too? Say you're measuring cylinder #1, it's going to pull air...
AWESOME! We are craving for more video clips!
Pre-war 248's had cast-iron pistons, while postwar engines had aluminum pistons.
Jenz, where did you find that old ad from?
Just for your information, I purchased an Aeroflow coolant filter thru eBay. Yes, it's Ausralian, but I couldn't find what I was looking for from anywhere else.
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Looks good!
I wouldn't go overboard with the bypass hole size. A 3/8" to 1/2" should be enough. We want a high percentage of the flow to go through the radiator and as low as possible through the bypass
Louvers might be a good idea. At least my '46 traps a lot of heat under the hood. There are really no vents for the hot air to escape, as there is a seal on top of the cowl, sealing against the hood....
Great! The hole seems quite large, compared to how small it is in a SB Chevy
What is the diameter of the bypass hole in the '48 housing? It's easier to find hen's teeth than a '48 thermostat housing over here. I'd try modifying my '46 housing first. I might me able to locate...
This is good info! I didn't know Buick eliminated the bypass spring valve in 1948, but it sounds logical. Now that my re-cored '46 radiator is already partly clogged, I suspect the additional back...
I would put it this way: in hydraulics, and that's what pumping water is all about, pressure is generated when flow is restricted. Even when the thermostat is open, it restricts flow, as it should....
With a 16-port head, I'd retain the factory firing order
I've had my share of overheating this summer, even though the weather hasn't been hot. At 68 mph, the temp climbs a tad from the 160 degrees (thermostat), but in idling at the lights, it doesn't seem...
Love the sound! There was also another video of that run, slightly longer :thumbsup:
There are holes in the gasket, but not in the block. In 1946 they changed the cooling path so that it flows the entire length of the block from the pump to the rear of the block, and up to the head...
Doug, I'll keep my thumbs up :thumbsup:
Dale, regarding rocker arms, another machine shop nearby closed their business, and customers now bring their work to my favorite machinist, drop their...
What ever happened to all of those who used to be active on this forum?
"LS" means the latest generation of GM small-blocks: LS1, LS6, LS7, LS2, LS3, etc.
I suspect the dampers differ within the LS engine family, but I really don't have more information about it.
This is my stock 1946 engine. I put the '49 engine project on hold. It seems the head is impossible to weld.
I have a dyno scheduled next week. I found the #6 intake valve and #3 exhaust valve didn't have any lash at all when hot. After readjusting the lash while HOT, the engine now runs much smoother. I...
Finally getting somewhere with this:
http://www.youtube.com/watch?v=7TFm-2dYlDQ
I used an ATI Super Damper with an Olds 455 hub. Also, Gerry Duttweiler told me on the phone that Chevy LS-style dampers can be fitted relatively easy.