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NTX5467

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NTX5467 last won the day on April 9 2016

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About NTX5467

  • Birthday 12/25/1951

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  1. (Maybe a candidate for the "Hard Luck Award"?)
  2. Brass floats have been used for ages. The AFB and AVSs I have all have brass floats in them. I doubt there should be any issues with using brass instead. Many like the phenolic floats as they could not leak and get heavy. Valid point, but the brass floats lasted well before this. It was always part of the rebuild process to shake a brass float to see if it had accumulated moisture or gas in it, due to seeps and such. Plus to visuallhy inspect the "weld" of the two brass halves where it was put together. Which was every couple of years, back then. In our ethanol'd times, not sure which one might last the longest, on a limited-use collector car? Just my experiences, NTX5467
  3. FWIW, Nexen has been OEM on new Hyundais, for several years. One advantage to them is their tread specs have more tread depth and similar Hankooks, 11/32" vs 8/32", which can mean better wet weather traction. I've never had any or looked at them unmounted to determine the tread area stiffness, or the sidewall thickness, compared to similar USA tires. In the most recent issue of "Auto-X" magazine, I noticed a really nice color ad of Nexen's new line of autocross-specific tires. Looked pretty good. Haven't seen any tire tests of them, though. In that realm, they are starting to "play" in a territory where Yokohama is the long-term heavy-weight competitor, for about 30 years or so. Just some thoughts, NTX5467
  4. I just tried "a consumer test" by going into Google, putting "Buick Riviera club" in the search window. Search results were the ROA website, first. Clicked on that and the front page came up, with the "Gallery" "Click Here" items. Clicked on "Click Here" and the photo page appeared. On my 8 month old HP "Walmart" laptop with whatever version of Windows Edge it has, using an AT&T WiFi hotspot for CompuServe/AOL Internet access on the western edge of DFW (where "phone line Internet" is not available). Just my experiences, NTX5467
  5. When I clicked on the @JZRIV link above, it goes direct to the first of about 14 pages of thumbnail pictures. Browser is current Windows. No problems at all. Once on that page, then click on the Lexington KY 2024 icon in the upper left of the gallery. THANKS to all who made the new gallery happen! Photographers, photographer administration, and the owners who drove their cars to the meet! NTX5467
  6. Every time you feel a soft, strung-out shift, there's friction material wearing away during that time. Quicker and firmer shifts "get on with it" and generate less heat and wear. Such shifts can also make the car feel "more youthful", too. NTX5467
  7. Back when DOT 5 silicone fluid first came out, it was touted to be the best stuff around. Even compatible with normal DOT 3, they claimed, although some did some testing in a beaker and discovered the two would separate to different layers in the beaker together. They claimed that was not an issue. So all appeared well. A good friend had a used '79 Corvette he had bought. He decided to do a fluid change. The best price he found was at the local Harley shop, so he bought it there. Did the normal bleeding procedures of the time. He noted that for the first week or so, the pedal did feel mushy, but then one day, it got firm as a rock. He was pleased. This happened back in about 1982. He later sold the car after several years, so no knowledge of durability of the brake system. The mushy pedal could well have been from residual air in the system, which finally worked its way to the master cylinder and "out". No issues with brake switches as they were all electric on that newer car. I evolved into using the old Castrol GT LMA DOT 3 fluid in my '77 Camaro I bought new. When it got archived, it had over 700K miles on it WITH the stock, maybe rebuilt once, calipers and the new GM rear wheel cylinders we installed with my 11x2 rear brake upgrade at about 200K miles. NTX5467
  8. When the engines were in development and production, larger generally meant more horsepower and torque. Just from more air/fuel mix getting ingested and fired. In more recent times, we have seen smaller naturally-aspirated engines make more power than the prior engines did. It is that kind of dynamics which I suspect will go beyond what is normally considered as "good". Bigger ports can work, but then what happens once the spark plug is ignited, completes the cycle. Yet we know that big ports are not always the answer. Maybe for top-rpm dyno horsepower, but not so well for 3000rpm torque, usually. I have also observed that most of the current high-horsepower engines usually have a bore diameter of approx 4", which relates to the burn time of the mixture. As if the 4" bore size coincides with all of the fuel which can be burned efficiently with each spark produced, no matter the brand? One thing which seemed to hurt the "emissions engines" was their lowered CR. In the case of the Chrysler open chamber heads for 383s, 400s, and 440s with the open chamber heads, as with other similar heads from other makers, some piston manufacturers sought to get back some performance with "quench dome" pistons. Pistons with a specifically-placed raised area to effectively make the open chamber heads into a closed chamber head with more quench and more chamber turbulence as a result. Perhaps such pistons might be what the 455 chambers need? THEN add in a good plateau honing job with "MM" piston rings for even better power output In reading about the glowing reports of the HC 430s in Electras that would get 20mpg on the road, but with the later 455s it seemed that that suddenly dropped to the 12-13mpg range, by observation. Driving 55mph might have increased that a bit, but still a lot of mpg loss with only 25cid difference in engine size. A lot even for sub-optimal spark timing calibrations, too. One factor that could be at play is the QJet carb, as it seemed that at some air flow levels, the triple-booster primary venturi became super-efficient as to fuel metering, which helped some engines get outstanding highway fuel efficiency, but that seemed to not be universally true from reading road tests of the later 1960s. I have been curious as to what a modern EFI TBI fuel system, letting the EFI controller run the ignition system calibrations might increase fuel economy (by itself), but making the combustion chamber more efficient in the process might result in enough additional mpg increases to start to make the EFI system worth the price? Other than engine efficiency, obviously a '67 Electra is more aerodynamic than a '73 Electra, which can count for about 2-3mpg on themore-level roads. A cruise situation where vehicle weight is not that critical, unlike in acceleration situations or hilly terrains. As much as has been learned from modern port flow/combustion chamber dynamics/valve lift dynamics with later-model Chevrolet heads, I'm curious how applying such evolutionary discoveries to a 455 Buick head might make it better in the process? With the added benefits of more efficient power production and decreased fuel consumption at the same time. I somewhat doubt that anybody without "5 mile deep" pockets might get excited about funding such research, but it's still something to think about, to me. Another "idle time" "What if . . ." situation. Just some thoughts, NTX5467
  9. Normally, in taking about cylinder head improvements, the conversation usually gets into head flow and porting to better achieve improved cylinder filling. This is important, but for increased efficiency and power, "combustion dynamics" than come into play. I have watched several of David Vizard's recent videos on "quench" as a part of combustion dynamics. Plus other things related to combustion chamber shapes between the quench pad and the exhaust valve. From posts in the BCA Forums, I have determined that the Buick 430 engine was apparently a "sweet spot" engines with great highway fuel economy and good power. But when the compression ratio was decreased and the bore size increased, something got "out of whack" as to the earlier "sweet spot" of things. Has anyone done any significant combustion chamber re-shaping and combined that with particular piston crown shapes, to get the CR back into the nines? Just curious, NTX5467
  10. In earlier times, many of us accumulated "libraries" of car magazines. Back when each one usually had some interesting "tech" articles and "tech help" columns. WE could learn lots from those articles! Plus other things in those magazines. Nothing, really, has changed, just newer vehicles talked about. Back then, accumulation of such knowledge for future use, could be a source of pride and later value. Then metal shelving units from Sears were bought and things progressed for decades. Then came "e-reader" things. Digitally stored rather than printed items. First service manuals and parts books. Then magazine archives. HOT ROD magazine has all of their magazine articles archived on their website. Eash to sign up to get access to! BUT the format of such is like many online cat part vendor catalogs. "Flippy things"! I went into HOT ROD to look for something the other night and found that I could not read those pages! What good is a format for magazines if it can't be "page enlarged" to actually read them? Using my laptop "mouse pad" to enlarge did not do anything good, either! So another "great tech advance and service to the community" is totally worthless to many it is supposed to attract. Something better needs to replace those formats! I have downloaded many OEM parts books and service manuals in .pdf formats and they work great. I do miss the turning pages, putting a "bookmark" in places, for each quick reference, though, but when we went to electronic parts books at work, I had to evolve out of the prior ways of doing things, the going back and forth between pages, back then. ONE of the many reasons for the e-Bugle was for our international members to get their magazine at about the same time as print subscribers in the USA region. Rather than weeks later, which could help them have the same opportunity for parts purchases. A valid point! Also a point which some USA subscribers looking for parts have taken advantage of, too. AT this point in time, I've got some shelving units 4'x12"x6' full of archived treasures of many car magazines and related publications going back to about 1960, including many HOT ROD magazines with the old "green tint" pages, "pre-color". So, I understand how therapeutic it can be to actually turn pages and read of prior times, activating many memories in the process. PLUS the joy of finding something you knew was there and it was! Digital just is not the same, but EACH has its own place. Enjoy! NTX5467
  11. When a man and his wife were introduced at the OKC National Meet, they were (and probably are) the public face of Cornerstone. At least that's the impression I got. The BOD probably does not need to be in the "day to day" operations, BUT should any complaints be received, then the BOD needs to investigate. Perhaps there is a good explanation for the particular situations, but if "contact" does not happen, we or one of their other clubs can easily lose a member. Perhaps they were out of the office, at another club's national event or other business reasons? Perhaps they tried to respond and got no answer? I like the online services which they bring to the table. Plus some of their other capabilities. If I was on the BOD, I would be concerned with customer service, though. Just some thoughts, Willis Bell 20811
  12. Not to get involved in this conversation, but my paper BUGLE arrived yesterday and the electronic version hit my email this morning. Just as an advisory note. "Comments" Now, when they were employed as "Office Managers", it was a good move from what we had previously had, it seemed at the time. Somebody that was experienced in car club offices, which looked good. Then I saw their list of other car clubs they also "managed" offices for. That seemed to prove they were experienced, but I also wondered if they might be getting a bit "too-extended" to do the BCA a good job. Trying to "scale up", so to speak, but where was their "top"? With ANY customer service negative comments, it is the BOD's domain to inquire about EACH of them, fully investigate, and determine what solutions should happen. Sooner than later. A designated BOD member(s) should have "that special phone number or email contact information" for such inquiries, too! The same BCA operative(s) should also have a special contact information in each month's BUGLE for members to convey their issues, too. Dates, time of day, method of contact, disposition, etc. In the past, it has been my observation that the BCA BODs have not really desired to have real over-sight over the BCA Office operations, when they could have been doing things differently, by observations. Yet, customer service was always important, as was who owned the computers the BCA's files and transactions were housed upon, software used, etc. Now, it seems again, that "customer service" has de-volved into some of the same areas with this manager as with the past one. Unanswered inquiries, whether email or otherwise. Here we go again? Enjoy! Willis Bell 20811
  13. "Hot Key" that "line of code" for faster flipping.
  14. The somewhat-available-everywhere Valvoline VR-1 oil is still high zddp and in both 10W-30 and 20W-50 grades in both syn and dino. Check their data sheets on the Valvoline website. Some Walmarts sell it, too. There is still a Castrol GTX Classic oil, which is still the old high zddp formula of old. Finding it can get tricky, though. The higher zddp formulas protect not only cam lobes, but bearings too. I suspect that almost any oil filter, these days, is at least as good as what an OEM oil filter was in 1965. Still, though I still prefer an OEM brand oil filter (GM or Motorcraft) to an auto supply or motor oil brand. There are soem filters, even some ACDelcos, that claim to have a finer-than-stock filtering media, BUT with those filters, plan on changing them earlier rather than later, as they might become more-restricted sooner, too. Bad thing is that any "goodness" from their "better" filtration will not show up until the engine is rebuilt, years in the future. The OEM brands are usually also available at Walmart and similar, too. ALSO, do NOT forget to change the rear axle fluid, too! That lube ages just like anything else. Enjoy! NTX5467
  15. Have we determined if it is more of a metal flexing against metal sound, a whirring sound, or something else? Flex plates usually don't just break because they can. On my '05 Impala 4T65E, it was because the pressure solenoids were aging and caused the line pressure to max-out in normal driving. Eventually, it stretched the converter to flex plate bolts enough that looseness happened, which caused the orig flex plate to crack. A "different" noise that came and went. First thing replaced with the new flex plate as a new GM Reman converter. Same bolts, which appeared to torque down as needed, but were bottoming out. New flex plate broke 3 months later. Then careful inspection revealed a shiny area on the bolts' shank. New flex plate and new bolts fixed it. Default mode . . . until something breaks, drive the car. Just some experiences, NTX5467
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