grumpyvette

here order some catalogs and read stuff http://www.amazon.com/exec/obidos/ASIN/1557883467/qid=1009477671/sr=2 -1/ref=sr_2_11_1/107-0388853-6408522 http://www.amazon.com/exec/obidos/ASIN/0827390998/qid=1009477881/sr=2 -1/ref=sr_2_11_1/107-0388853-6408522 http://www.amazon.com/exec/obidos/ASIN/0912656468/ref=pd_sbs_b_4/107-0388853-6408522 http://www.amazon.com/exec/obidos/ASIN/1899870318/ref=pd_sbs_b_1/107-0388853-6408522 http://homepages.ihug.co.nz/~don_s/brakeschassissuspensionparts.htm http://www.fernblatt.com/longhurst/suspension_bible.html http://www.race-cars.com/index.htm http://www.ground-control.com/ http://www.lambcomponents.com/whatsnew/index.htm http://www.mtc-suspension.com/ http://www.pontiacpower.org/leafspringtraction.htm http://www.magnumforce.com/store4/ladder_bar_suspension.htm http://www.draglist.com/hill/suspension.htm http://www.srsvw.com/page5.htm http://www.cobraautomotive.com/Handling.htm http://www.tirerack.com/suspension/hr/hr_coilover.htm http://www.rahul.net/dennisp/suspension/advice.html http://www.baer.com/ http://www.brembo.com/ http://www.autofabracecars.com/productcatalog/list.nhtml http://www.fabtechmotorsports.com/shop/shop.html http://www.offroadwarehouse.com/links.htm

http://www.zhome.com/ZCMnL/tech/R200.htm

GOOD INFO! I will look into it THANKS

-------------------------------------------------------------------------------- http://www.tciauto.com/tech_info/trans_dims.htm http://www.nastyz28.com/transid.html http://www.dfwmotorsport.com/Fairlane/9inchrearends.htm http://www.ridgenet.net/~biesiade/Fordrears.html Transmission type: case to external housing: overall length: bellhousing to mount: POWERGLIDE SHORT 15 1/4" 24 1/4" 19 1/2" POWERGLIDE LONG 15 1/4" 27 1/2" 20 1/2" T-200 & T-200C 27 5/8" 27 5/8" 20 1/8" T-250 21 5/8" 27 5/8" 20 3/8" T-350 SHORT 21 5/8" 27 5/8" 20 3/8" T-350 LONG 21 5/8" 30 5/8" 20 3/8" T-400 SHORT 24 3/8" 28 1/4" 26 3/4" T-400 LONG 24 3/8" 34" 28" 200R4 27 3/4" 27 3/4" 26 7/8" 700R4 23 3/8" 27 3/4" 22 3/8" 4L60 23 3/8" 27 3/4" 22 3/8" 4L60-E 23 3/8" 27 3/4" 22 3/8" 4L80-E ??? 31 1/2" 30 3/8" Input/output shaft information Years: Tranny: Number Of Input Shaft Rings: Number Of Input Shaft Splines: Tooth Count: Number Of Output Shaft Splines: 1963-1965 M-20 0 10 24 27 1966-1970 M-20 2 10 21 27 1970-1974 M-20 2 26 21 32 1963-1970 M-21 1 10 26 27 1970-1974 M-21 1 26 26 32 1967-1970 M-22 0 10 26 27 1970-1974 M-22 0 26 26 32 Casting numbers (on case) Years: casting number: 1963 3831704 1964-1965 3851325 1965-1967 3885010 1968-1970 3925660 1970-1974 3925661 Ratios: Years: Type 1st 2nd 3rd 4th Rev 1963-1965 M-20 2.56 1.91 1.48 1.00 3.16 1966-1974 M-20 2.52 1.88 1.46 1.00 3.11 1963-1974 M-21 2.20 1.64 1.28 1.00 2.27 1967-1974 M-22 2.20 1.64 1.28 1.00 2.27

-------------------------------------------------------------------------------- http://www.tciauto.com/tech_info/trans_dims.htm http://www.nastyz28.com/transid.html http://www.dfwmotorsport.com/Fairlane/9inchrearends.htm http://www.ridgenet.net/~biesiade/Fordrears.html Transmission type: case to external housing: overall length: bellhousing to mount: POWERGLIDE SHORT 15 1/4" 24 1/4" 19 1/2" POWERGLIDE LONG 15 1/4" 27 1/2" 20 1/2" T-200 & T-200C 27 5/8" 27 5/8" 20 1/8" T-250 21 5/8" 27 5/8" 20 3/8" T-350 SHORT 21 5/8" 27 5/8" 20 3/8" T-350 LONG 21 5/8" 30 5/8" 20 3/8" T-400 SHORT 24 3/8" 28 1/4" 26 3/4" T-400 LONG 24 3/8" 34" 28" 200R4 27 3/4" 27 3/4" 26 7/8" 700R4 23 3/8" 27 3/4" 22 3/8" 4L60 23 3/8" 27 3/4" 22 3/8" 4L60-E 23 3/8" 27 3/4" 22 3/8" 4L80-E ??? 31 1/2" 30 3/8" Input/output shaft information Years: Tranny: Number Of Input Shaft Rings: Number Of Input Shaft Splines: Tooth Count: Number Of Output Shaft Splines: 1963-1965 M-20 0 10 24 27 1966-1970 M-20 2 10 21 27 1970-1974 M-20 2 26 21 32 1963-1970 M-21 1 10 26 27 1970-1974 M-21 1 26 26 32 1967-1970 M-22 0 10 26 27 1970-1974 M-22 0 26 26 32 Casting numbers (on case) Years: casting number: 1963 3831704 1964-1965 3851325 1965-1967 3885010 1968-1970 3925660 1970-1974 3925661 Ratios: Years: Type 1st 2nd 3rd 4th Rev 1963-1965 M-20 2.56 1.91 1.48 1.00 3.16 1966-1974 M-20 2.52 1.88 1.46 1.00 3.11 1963-1974 M-21 2.20 1.64 1.28 1.00 2.27 1967-1974 M-22 2.20 1.64 1.28 1.00 2.27

http://www.tciauto.com/tech_info/trans_dims.htm http://www.nastyz28.com/transid.html http://www.dfwmotorsport.com/Fairlane/9inchrearends.htm http://www.ridgenet.net/~biesiade/Fordrears.html Transmission type: case to external housing: overall length: bellhousing to mount: POWERGLIDE SHORT 15 1/4" 24 1/4" 19 1/2" POWERGLIDE LONG 15 1/4" 27 1/2" 20 1/2" T-200 & T-200C 27 5/8" 27 5/8" 20 1/8" T-250 21 5/8" 27 5/8" 20 3/8" T-350 SHORT 21 5/8" 27 5/8" 20 3/8" T-350 LONG 21 5/8" 30 5/8" 20 3/8" T-400 SHORT 24 3/8" 28 1/4" 26 3/4" T-400 LONG 24 3/8" 34" 28" 200R4 27 3/4" 27 3/4" 26 7/8" 700R4 23 3/8" 27 3/4" 22 3/8" 4L60 23 3/8" 27 3/4" 22 3/8" 4L60-E 23 3/8" 27 3/4" 22 3/8" 4L80-E ??? 31 1/2" 30 3/8" Input/output shaft information Years: Tranny: Number Of Input Shaft Rings: Number Of Input Shaft Splines: Tooth Count: Number Of Output Shaft Splines: 1963-1965 M-20 0 10 24 27 1966-1970 M-20 2 10 21 27 1970-1974 M-20 2 26 21 32 1963-1970 M-21 1 10 26 27 1970-1974 M-21 1 26 26 32 1967-1970 M-22 0 10 26 27 1970-1974 M-22 0 26 26 32 Casting numbers (on case) Years: casting number: 1963 3831704 1964-1965 3851325 1965-1967 3885010 1968-1970 3925660 1970-1974 3925661 Ratios: Years: Type 1st 2nd 3rd 4th Rev 1963-1965 M-20 2.56 1.91 1.48 1.00 3.16 1966-1974 M-20 2.52 1.88 1.46 1.00 3.11 1963-1974 M-21 2.20 1.64 1.28 1.00 2.27 1967-1974 M-22 2.20 1.64 1.28 1.00 2.27

thats very close to what Im looking for but like I said it must fit a G.M. dual bore TPI style throttle body and bolt to a standard 4-barrel mounting flange,that adapter(I called the supplier) will not bolt to either, but hey ,very good try and no one else even came that close so far, thanks for the help!PLEASE KEEP LOOKING!

does anyone know of a source for an adapter (other than the one made by ACCEL)that adapts a gm TPI throttle body like the ones on the TPI L98 engines to a 4-barrel carb mounting pattern this is a 90 deg. adapter! ?????? one end of the adapter bolts to a 4-barrel carb mounting pad the other bolts to a twin bore GM throttle body. the buick GN turbo cars use something simular but not interchangeable

-------------------------------------------------------------------------------- here you want a project thats unique,fits under the hood,can run circles around most other cars, look here for some ideas , http://members.home.net/rogue15/ http://www.turbofast.com.au/turbokits.html

first spray the contact surfaces with this ultra penatrateing moly-disulfide lube the carrier in the spray can allow the moly to soak into the metals surface,this stuff has been proven to coat the inside surface of rifle barrels and drastically reduce wear and friction even at temps of over 500 degs(F) and at pressures over 50,000psi,this forms your base layer,moly disulfide greatly increases the load and heat carrying ability of the lubericant and coating the surface with a layer of ultra-fine 20 micron moly before coating things with the lube gets the moly into the metal surfaces (check out the electron microscope photos) next use a good assembly lube that contains moly disulfide and/or zinc dialkyt-dithiophosphate both of which greatly add to the extreme pressure and heat resistance on the bearing or cam lobe surfaces. heres some sources; http://www.msmoly.com/ http://www.erspros.com/langdon/engine_products/28.html http://www.mrmoly.com/catalog.html http://www.schaefferoil.com/data/221.html these are proven Anti-Wear Agents These agents prevent wear due to seizure or rubbing surfaces. Compounds such a zinc dialkyt-dithiophosphate break-down microscopic hot spots and form a chemical filter which eliminates metal-to-metal contact. also read this because the quality of the oil you use also has a big effect on how your engine wears during its lifetime. http://www.micapeak.com/info/oiled.html REMEMBER WHAT YOUR TRYING TO ACCOMPLISH IS THE TOTAL PREVENTION OF METAL TO METAL CONTACT, AND ONLY THE BEST ANTI-WEAR LUBERICANTS PLACED BETWEEN CONTACT SURFACES AND FLOWING INTO THE CLEARANCES CAN DO THAT !BTW DON,T FORGET TO PRELUBE THE ENGINE WITH AN ENGINE PRELUBER WHILE TURNING IT OVER BY HAND UNTILL OIL FLOWS FROM ALL THE PUSH RODS ONTO ALL THE ROCKER ARMS BEFORE STARTING A NEW ENGINE! and make sure your oil and coolent levels are correct too! --------------------

heres some places to talk to that have parts or info. http://www.force-efi.com/price.htm http://www.seas.ucla.edu/~cheston/nosxplained.html http://www.wincom.net/trog/proefi1.html http://www.findarticles.com/cf_dls/m0BUX/10_31/65017581/p1/article.jhtml http://www.dakotadigital.com/tech/ODY-13-2.htm http://store.yahoo.com/dpstore/elpar.html http://www.superflow.com/support/support-engdyno-lambda.htm

here but don,t bitch the math will make you wish you did not ask! -------------------------------------------------------------------------------- some of you wanted some info on internal engine friction; http://arc.engin.umich.edu/arc/conf97/wayne_tz.pdf http://arc.engin.umich.edu/arc/conf97/wayne_ch.pdf http://www.zhome.com/ZCMnL/PICS/detonation/detonation.html http://eric.virginia.com/install_university/installu_articles/volumetric_efficiency/ve_computation_9.012000.htm http://www.tpub.com/engine1/en1-105.htm http://www.motortecmag.com/archives/2001/jun/JUN01-01/JUN010101.html

I posted this info before but read it ,it will help! -------------------------------------------------------------------------------- DOING RESEARCH I FOUND THIS! INTERESTING? http://victorylibrary.com/mopar/cam-tech-c.htm http://victorylibrary.com/mopar/rod-tech-c.htm -------------------------------------------------------------------------------- heres some more articals you might find of interest http://www.aros.net/~rbuck/rick/rodstudy.htm http://www.stahlheaders.com/Lit_Rod%20Length.htm http://madlab.me.utexas.edu/~yspae/thesis/thesis/node46.html http://www.bergen.org/ETTC/Development/TechPrep/Theory.html http://www.turbofast.com.au/TFcompB.html http://www.smokemup.com/utilities/calc/compression_ratio.cfm http://www.engr.colostate.edu/~allan/thermo/page1/page1f.html http://home.att.net/~jroal/perftheory.htm#Compression AND http://www.motortecmag.com/archives/2001/jun/JUN01-01/JUN010101.html

1) Typical Grocery Getter(130-150 psi) 2) Street/Strip Engine(150-180 psi) 3) Dedicated Race (Drag or Rally Car) Engine(160-200psi) 4) Turbo/Supercharged as well(100-130 psi) all measurements taken with exhaust rocker removed to keep exhaust valve closed and intake valve loosened to get max compression. intake values need to be loose to remove valve overlap and cam timeing from the equation. the static compression ratio will vary with the engines use but the dynamic compression ratio at low cranking rpms will be about 9.5 to 1 in most non-supercharged engines that are properly camed, due to the cams durration and overlap necessary to run high rpms this means that up to about 13.5 to 1 static compression ratio is needed to get that 9.5 to 1 dynamic ratio!

-------------------------------------------------------------------------------- for those of you that are thinking of changeing to a different throttle body, the following are the surface areas of the throttle body flow areas 80mm-single bore....7.80 sq inches(about 950cfm) 58mm-twin bore......8.20 sq inches(about 1000cfm) 52mm-twin bore......6.59 sq inches(about 800cfm) 48mm-twin bore......5.62 sq inches(about 670cfm) and just to add to the possiably useless info I picked up 2 mph and 3 tenths when changeing from a stock 48mm throtle body to a 58mm edelbrock BBK throttle body on a full roller , 6" rod, 11 to 1 compression 388cid engine in my vette!btw just as more silly info nascar restrictor plates that (limit) the car engines to about 700hp have about 3 square inches of area but everything in the engine and intake is designed to work around that restrictor plate because with better flow much cheaper and easyier hp is available, its not so much the size of the throttle body as it is how your engine is set up to handle the available airflow (but in all cases more airflow has the potential to make more power!)thats why nascar has restrictor plates because they know that if the teams could use the flow available from lets say a 58mm twin throttle body the hp/speeds would increase dramatically (yes I know they run carbs)but the airflow idea is valid!and don,t try to directly correlate carb cfm numbers to throttle body numbers because EFI works much better with a larger size rateing because EFI can handle lower air speeds much better because the air flow need not keep fuel in suspension nore does EFI rely on air speed over a venturi to pull fuel into the fuel/air mix

Hydra I have run both those heads on my vette (L98 aluminum and TRICKFLOW ) and I think the L98 heads are OVER RATED and the TRICKFLOW heads are UNDER RATED as far as the power that DD-2000 shows they make) and don,t get so impressed with hp numbers what you should be doing is trying to get that car to run low 11 second ET 1/4 mile times, any faster than that and you won,t be able to reliably drive it on the street and any slower than about 12.8 ET 1/4 mile times and you won,t be able to kick A$$ on the street! so someware in that area is what you should be trying for and hp is some what meaningless as anything over 350 at the rear wheels will get you low 11s

IM in LOXAHATCHEE NEAR WHITE FENCES in dellwood at the west end of west sycamore. btw http://www.progressiveautomotive.com/sweetrear.htm http://www.dougrippie.com/drm/suspension_conversions.htm#C4%20Corvette%20XtraGrip%20Suspension http://www.dougrippie.com/drm/suspension_components.htm#DRM%20Rear%20Camber%20Bracketsfor%20C4%20Corvettes http://www.dragvette.com/ http://www.zr1.net/ZR1_suspension.html http://www.energysuspension.com/ http://www.erareplicas.com/gs/chassis.htm http://clubs.hemmings.com/licoa/busfl.htm

440hp/ 410ftlbs is what my computer says with that new data, let us know what you get on a dyno, (remember that is flywheel #s so the dyno should read about 369hp at the rear wheels)BTW that should be good for a 11.7et at 116mph

http://members.aol.com/danmas/ http://members.aol.com/danmas/examples.htm http://www.crpdesign.com/ http://www.lhtperformance.net/V8.Performance.Parts.html http://www.placeracing.com/ http://www.made4uproducts.com/Tech.htm http://users.erols.com/srweiss/parts.htm

here someone elses ideas may help you see this stuff from another angle. The effect of connecting rod length on torque production throughout the power stroke in an internal combustion piston engine So one day while I wasn't doing my math homework, I realized I almost knew how to figure this stuff out for real. And, for some strange reason, I tried to. With the classes I was taking when I came up with this, it's not like I was hurting for math problems or anything, so maybe I'm just a glutton for punishment. Or maybe my brain was stimulated by the thought-provoking class discussions. Or maybe I'm just a misunderstood genius. (Hey, knock that off over there.) Probably, it was the really good coffee I've been drinking lately. Some day, maybe, I'll understand how to integrate a multivariable function, and I'll finish this by hand once and for all. Or maybe someone will plug my little formula into some big bucks math program which will do it for me. But for now, I'll punch the numbers into my handy dandy TI-82, and it'll do a sort of half-assed numerical integration and show me pretty graphs and stuff when I ask it to do a definite integral. So first, I needed to figure out piston motion in terms of crank rotation. That's this one: To get piston position for theta: r = stroke radius c = connecting rod length b = bore radius theta = degrees of crankshaft rotation away from TDC y = piston's distance from TDC y = - r cos theta - SQRT(c^2 - (r sin theta)^2) + c + r And to get volume inside the cylinder: V = y(pi b^2) + volume above piston at TDC So now we can calculate total cylinder volume for theta, which we need to figure out nRT (as in, PV=nRT). Figure out a way to mount a pressure transducer in the combustion chamber of the engine under development. Drill a hole into the combustion chamber, use some super spiffy spark plug with one built in, whatever. Then track crankshaft position with a toothed wheel and pickup or some such thingy. Then run the engine with a known setup (stroke, bore, con rod length, fuel, temp) and track pressure in the cylinder for theta. You'll end up with a scatter plot that looks something like this, but includes pressure data from the intake and exhaust strokes too (from -360 to 360 instead of just -180 to 180 like in this diagram): The whole cycle looks something like this: Run this test every 500 rpm or so from the bottom of the range of real power to just short of where you think stuff will come flying through the engine cases. Test a couple of different fuels while you're at it in case some burn faster than others. You might need that data later. So now you have scatter plots showing pressure at theta for a known stroke/bore/rod, but that doesn't do anything for you yet, because the piston motion, and therefore volume @ theta, isn't the same for a different rod length, which is what you're testing. Remember Pressure times Volume = number of moles times the gas law constant 'R' times Temperature in degrees Kelvin... PV = nRT. Good luck counting the number of moles of gas that are in the cylinder, or traclomg the temperature in terms of theta. Plus with all the reactions going on, there's no way I'm ever in this lifetime going to be able to figure out how to calculate nRT at every instant from first principles. But from the scatter plot, we have pressure as a function of theta. From the piston motion function we have volume as a function of theta. If you perform a gazillionth degree regression sum of the points of the plot and find the equation of that curve then divide by volume for every theta, you have nRT as a function of theta, which for a known rpm (time) through the various equations noted gives pressure as a function of theta for any connecting rod length running at that rpm, and since you tested every 500rpm, you also have a function for nRT based on RPM. There are a lot of factors I'm electing to neglect, like, oh, friction (such a trivial thing, really...), piston motion's effect on port flow (number of moles) and charge turbulence (burn rate, probably), but this should be close enough to get an idea of what's going on in there. Okay, so now we have a function for pressure in terms of degrees of crankshaft rotation (theta). Because I forget how to put Greek symbols here, I'm using the following: d = theta pi = pi, not p times i Pressure = f(theta), so P = f(d), which is really a big crazy function, I'm just going to call it 'P' and put it in another function which really is just dying to be integrated symbolically, and you can't stop me! torque = r*SQRT((P*pi*b^2)^2+(P*pi*b^2)*((r sin d)/SQRT(c^2-(r sin d)^2))^2)sin((90-d)+(cos^-1((r sin d)/c))) Then find the definite integral of that function from 0 to 720 degrees (four stroke), and just like magic, we have work performed for one cycle. Now take that engine and hook it up to a DC dyno or just spin the damned thing over somehow (with the ignition off, no fuel in the fuel system, and the throttle wide open) through the range of rpm and measure the torque required just to overcome friction and pumping losses every few hundred rpm. Let's just call that friction, since that's what it is, really. Now here's the easy part: rpm(Torque - friction)/(constant for whatever units of measurement you're using... 5252 for English to find horsepower, or something else to get kilowatt hours) = power put out, or output (after taxes and stuff) Repeat for every 500rpm or so, do another regression sum to find the curve, do the definite integral between the minimum engine speed you think the engine will see on the track and redline, then do it again for different connecting rod lengths. The one with the most area under the curve is the fastest engine, in my little theoretical paper world, anyway. Of course, you could just put to graphs next to each other and eyeball them too, like everyone already does anyway. Hey, if the rod fits in the engine, it might even work. (no, I'm not holding my breath either) Drop me a line. patrick@lifenet.com Using the formulae above, I wrote an Excel spreadsheet to compare two sets of variables. This subject came up on the motorcycle engine design list a while ago. I contributed to the discussion with this. If you liked reading this, you might like reading about how Keihin FCR carburetors work, how to tune them using a dynamometer, and how to perform cylinder head airflow testing.

ENGINE DIMENSIONS all lengths are in inches, weights are in pounds C.I.D. WIDTH LENGTH HEIGHT WEIGHT CHEV V6 200 26 24 27 400 lbs V8 262,265 283,302 305,307 327,350 400 26W 28L 27H 575lbs 348,409 28 1/2 34 1/2 32 685lbs 396,402 427,454 28 30 1/2 29 685lbs FORD V8 221,260 289,302 351W 24W 29L 27 1/2H 460lbs 232,292 312 28W 29L 29H 625lbs 302 Boss 24W 29L 29H 500lbs 351C 24 1/2W 29L 28 1/2H 550lbs 332,352 390,406 410,427 27W 32L 29H 625lbs 427 sohc 32W 34L 29H 680lbs 429,460 27W 30L 29H 720lbs 429 Boss 28W 34L 30H 635lbs MOPAR V8 273,318 340,360 24W 29L 27H 550lbs 361,383 340,413 426,440 29 1/2W 30L 29H 670lbs 331,354 392 29W 31L 31H 765lbs 426 29W 32L 32H 690lbs BUICK V6 198,225 231 26W 23L 28 1/2H 400lbs 231 Turbo 30W 23L 30H 430lbs 215 Aluminum 26W 28L 27H 320lbs 350 28 1/2W 30 1/2L 28 1/2H 450lbs 401,425 Nailhead 28W 33 1/2L 29H 650lbs 400,430 455 28W 30L 30H 600lbs CADILLAC V8 472,500 28 30 1/2 28 600lbs OLDS V6 198,225 231 26W 23L 28 1/2H 400lbs V8 215 Aluminum 26W 28L 27H 320lbs 260,330 350,403 26W 28L 27 1/2H 560lbs 303,394 30W 32L 29H 700lbs 400,425 456 26 1/2W 31L 29H 620lbs PONTIAC V8 215 Aluminum 26 28 27 320lbs 301 25W 32L 30H 475lbs 326,350 389,400 428,455 25 1/2W 32L 30H 640lbs --HEIGHT IS FROM AIR CLEANER TO PAN-- --LENGTH INCLUDES WATER PUMP-- --WIDTH INCLUDES HEADS, VALVE COVERS,MANIFOLDS--

ENGINE DIMENSIONS all lengths are in inches, weights are in pounds C.I.D. WIDTH LENGTH HEIGHT WEIGHT CHEV V6 200 26W 24L 27H 400 lbs V8 262,265 283,302 305,307 327,350 400 26W 28L 27H 575lbs 348,409 28 1/2 34 1/2 32 685lbs 396,402 427,454 28W 30 1/2L 29H 685lbs FORD V8 221,260 289,302 351W 24W 29L 27 1/2H 460lbs 232,292 312 28W 29L 29H 625lbs 302 Boss 24W 29L 29H 500lbs 351C 24 1/2W 29L 28 1/2H 550lbs 332,352 390,406 410,427 27W 32L 29H 625lbs 427 sohc 32W 34L 29H 680lbs 429,460 27W 30L 29H 720lbs 429 Boss 28W 34L 30H 635lbs MOPAR V8 273,318 340,360 24W 29L 27H 550lbs 361,383 340,413 426,440 29 1/2W 30L 29H 670lbs 331,354 392 29W 31L 31H 765lbs 426 29W 32L 32H 690lbs BUICK V6 198,225 231 26W 23L 28 1/2H 400lbs 231 Turbo 30W 23L 30H 430lbs 215 Aluminum 26W 28L 27H 320lbs 350 28 1/2W 30 1/2L 28 1/2H 450lbs 401,425 Nailhead 28W 33 1/2L 29H 650lbs 400,430 455 28W 30L 30H 600lbs CADILLAC V8 472,500 28 30 1/2 28 600lbs OLDS V6 198,225 231 26W 23L 28 1/2H 400lbs V8 215 Aluminum 26W 28L 27H 320lbs 260,330 350,403 26W 28L 27 1/2H 560lbs 303,394 30W 32L 29H 700lbs 400,425 456 26 1/2W 31L 29H 620lbs PONTIAC V8 215 Aluminum 26 28 27 320lbs 301 25W 32L 30H 475lbs 326,350 389,400 428,455 25 1/2W 32L 30H 640lbs --HEIGHT IS FROM AIR CLEANER TO PAN-- --LENGTH INCLUDES WATER PUMP-- --WIDTH INCLUDES HEADS, VALVE COVERS,MANIFOLDS--

DOING RESEARCH I FOUND THIS! INTERESTING? http://victorylibrary.com/mopar/cam-tech-c.htm http://victorylibrary.com/mopar/rod-tech-c.htm -------------------------------------------------------------------------------- heres some more articals you might find of interest http://www.aros.net/~rbuck/rick/rodstudy.htm http://www.stahlheaders.com/Lit_Rod%20Length.htm http://madlab.me.utexas.edu/~yspae/thesis/thesis/node46.html http://victorylibrary.com/mopar/rod-tech-c.htm http://www.bergen.org/ETTC/Development/TechPrep/Theory.html AND

this may help http://www.dorianyeager.com/oilfilterstudy1.html http://www.prime-mover.com/Engines/OilFilt.html http://www.scuderiaciriani.com/rx7/oil_filter_study/ http://www.theautochannel.com/e_about/ http://www.triumphspitfire.com/Oiltest.html http://www.micapeak.com/info/oiled.html

http://www.c4board.com/cgi-bin/ib3/ikonboard.cgi