Turns out branes is plural.
Thought patterns ...
- Thread starter dquarasr
- Start date
Its Sox as in Sox and Martin, not "Socks". 
The real problem with small block Mopars is the valvetrain. They have kittywhumpass pushrod/rocker arm angles and suffer a lot of valvetrain issues at high RPM.
Pretty much all the small blocks had valve train issues, the mopars in particular. Ford had them too, not as bad. Chevrolet had issues but they also had more things available to fix them. Used to fit something called a jo-mar stud girdle on the Chevies. Totally different units but they made one for small blocks and large blocks.
I put timing gears on top and bottom, no chain. With a little offset bushing which went over the pin aligning the cam gear it was possible to time the cam gear off of the crank gear. By being able to adjust the entire valve timing assembly in one place it was possible to time an engine for low end torque or high end screaming or a moderate setting in between.
In the big block Chevy line up I favored the 427, the NASCAR mystery motor from the early sixties. They released it on the street after a year or two, first shrinking it down to "just" 396CI. Just the way things worked out I spent most of my big block time with 454's. I don't exactly like 454's from a technical standpoint but no question that they can be built to run and hold together.
I planned to build a Ford Pinto with a big block Chevy in it, kind of a superspeedway Modified, modified enough to be street legal. A big big block, maybe 508 or bigger, a rock crusher Muncie, and a superspeedway quick change, Halliburton, Winters, or whatever can hold up to that kind of horsepower.
I also leaned towards a dual engine street rod to top 1000CI when I was younger. Have it set up where I could time the engines to run as one which should have a wicked thump, or 180 degrees off from each other which should make it purr like a luxury vehicle of old. It would be running as a sixteen cylinder where with the two engines firing together it would seem to be a monster V8.
Just a few ideas for a Sunday afternoon grocery getter or something to cruise the park!
Hu
i think i wrote before, as i was at great meadows speedway when don garlits first broke the 200 mph mark.
and i think 8 seconds. the next week or so i was at long island speedway and he did it again a little faster.
he kept breaking records all the way up to 300 mph. i was gone by then. on the road.
and i think 8 seconds. the next week or so i was at long island speedway and he did it again a little faster.
he kept breaking records all the way up to 300 mph. i was gone by then. on the road.
I wasn't as interested in drag racing after the NHRA had a big rules shake up and made a hobby class car out of my pro car but I used to go out pretty regularly to see Big Daddy and a few more. Don was credited with being the leader of the rear engine rail movement after a clutch explosion took a big chunk of a foot off.
A friend usually ran sprint cars on dirt. He decided to build a rail in the sixties. Shorter than many, stiffer too. Still front engine at the time.
That stiff chassis came way up in the air then twisted from torque. Barrel rolled, just started spinning sideways. Sheer luck he didn't kill his driver but the driver did stay in the hospital a few months. Best I recall that was the one and only rail Mickey built. He misjudged how much engineering went into a rail. A sprint car was made out of tubing, a rail job was, he figured they were about the same!
Hu
Studs girdles are necessary on anything with aluminum heads and a big cam, you can actually see the rocker studs flex when installing a stud girdle.
Running an offset bushing to adjust cam timing events is pretty common. Advance the cam for more low end torque and higher cylinder pressure and retard for high rpm power and less cylinder pressure.
A lot of things pretty common now weren't common fifty years ago! Same thing with guns, my trick stuff from over thirty years ago is mostly common as dirt now.
Hu
Link bar lifters and a roller cam takes care of most of the Ford issues.
I had timing chain issues with them too. Still not much to set up an engine that would wind to the moon! The 289 was my first love as car engines went.
There was a dirt tracker, maybe his name was Ron Lee, ran an early Mustang. It ran just as fast with a 289 as with a 427! I guess the extra weight and handling balance helped even things out.
Hu
You have to run link bar lifters with a roller cam so the lifter doesn't turn sideways and destroy the lifter wheel and the cam unless you have keyed lifter bores but that is usually only found on high rent billet aluminum blocks.
Yeah, like the Moroso Hi Rev kit, I haven't seen one of those in eons. Its locating bar and spring gizmo that clamps under the head and has springs push down on the tops of the lifters for allegedly running higher RPM's. But it adds weight to the valvetrain and even more springs to oscillate, wonder if they help anything when all said and done? It also also extra parts, but parts that are not there cannot break, so there is that
I notice that when a guy puts the tip of his cue on the rail to signify how far up table he wants his cue ball to travel that more often than not the cue ball stops right on the rail. If I do that I always make to put my tip on the exact spot I want my cue ball and that is almost always never right on the rail.
A mistake in my early years was to look at the next ball instead of where I wanted the cue ball to stop. Resulted in a lot of object balls hit unintentionally or snuggling up to the object ball you planned to shoot.
I never point to where I want the cue ball to go. I used to point at places I didn't want it to go just to jack with my opponent but pointing out where you really want the cue ball to go is giving your opponent information as to how well you are playing. Information turns into currency one way or another. I pay attention to the free information my opponent gives while trying not to give away any to my opponent.
Jaden, you are spot on about the mind. According to my reading it registers in absolutes. There is no difference between thinking "don't scratch" and "scratch". For a few years I took all negatives out of anything I said so I was in the habit and didn't use negatives during competition. It took some pretty convoluted speech sometimes, especially at work. However with practice you can take almost all negatives out of what you think and what you say. I have gotten there back when I was competing seriously. While I don't consider opponents enemies I do think the old saying "confusion to the enemy" applies to opponents too.
Hu
That’s brilliant! I never thought about breath patterns much. I do know how to actively meditate and never connected both together like that. Thanks for the idea