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#81
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Sorry Mike but the Article is wrong, not your fault.
Not the first time for a mistake from an article writer. Tom V.
__________________
"Engineers do stuff for reasons" Tom Vaught Despite small distractions, there are those who will go Forward, Learning, Sharing Knowledge, Doing what they can to help others move forward. |
#82
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In those early years there was a ton of miss information!Same things still happen!When it comes to the tunnel port program I never say never at all!In the short time I have been doing this stuff(about 20 years)I have run into so many engineering anomalies.We do know there was 25 303 SCCA engines and "about" a 100 400 crate engines but engineering try and fails and stuff out the back door its unbelievable.A few years back I bought a unmachined 400 intake from a guy about 40 miles from me,he also had a cut in half V heads used for flo testing diff valve size.He also has a set of first gen short deck exhaust manifolds.I have been trying to buy the exhaust from his family after he passed away.There is a lot of tunnel port parts still showing up every month.FYI,engineering never refered the program as RA V VI or VII.It was just refered to as the "Tunnel Port " program.Remember this stuff was on the drawing board at least 55 years ago!Tom
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The Following User Says Thank You to tom s For This Useful Post: | ||
#83
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Quote:
Well, I have "no" argument, nice to clear up that misunderstanding. Also, I read half the document you had me read about the current project: "in the development of creating a copy of the 1960's "Tunnel Port Factory Intake". I will finish reading the other half to find out what became of that endeavor, since it changed hands. I don't want to reply on that topic until I read it all, Mike out. Last edited by TRADERMIKE 2012; 02-21-2022 at 07:59 AM. |
#84
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I just got done talking to Phil who owned the 303. The intake was a small block cut apart by Jim Miller then Phil had it welded at Westinghouse research where he worked. The intake went to H O racing. Phil is going to look for photos. He is calling Jim for more info.
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#85
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Quote:
Mikes Reply: How about setting the stage for your story as we wait for you to get the Info. you seek. "Were they taking 2-3 different Intake Manifolds and making one as H-O did"? |
#86
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I havent got more info yet. The intake Jim and Phil did had the carbs inline,we do know that.
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#87
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Was it 2 or 3 Carbs? |
#88
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2 -4bbl Holly s. I will get more info as I'm talking to both of them by internet.
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#89
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I think at the beginning of the thread the Holley were 660 center squitters.Tom
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#90
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Mikes Reply: This is a tribute to Tom S. for his contribution of the Third rendition of the 1962-63 SD 421 ci Tunnel Ram Manifold creation, a true Inspiration to the Pontiac Community at large. I am Posting some Pictures here for Posterity.
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#91
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Quote:
Selden Ruwwe’s 1963 Tempest Jeffery Redhage January 6 Selden Ruwwe’s 1963 Tempest being driven by my father Denis Redhage at I-57 Raceway in Benton, Illinois. The 1963 Tempest was powered by a 1958 370 Pontiac with Ram Air IV heads and a custom H-O Racing Specialties tunnel ram intake with twin 660 Holley carburetors. The combination was backed by a Liberty geared 4-speed transmission and Dana 60 with 5.38 gears. From the Photo Collection of Jeffery Redhage. |
#92
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After reading this post again Craig warns the audience that the article in question is a whopping 11 MB, we are into 8 Gig on a thumb drive that I carry in my pocket, how far have we come? Mike out.
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#93
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It looks like reverse cooling was eliminated on the '58 engine by using a later timing cover?
__________________
Anybody else on this planet campaign a M/T hemi Pontiac for eleven seasons? ... or has built a record breaking DOHC hemi four cylinder Pontiac? ... or has driven a couple laps of Nuerburgring with Tri-Power Pontiac power?(back in 1967) |
#94
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Otis Victor Edelbrock Born Otis Victor Edelbrock, he was best known as “Vic”. Vic's natural propensity for all things mechanical made him a natural with the automobile. Born in a small town in Kansas, Vic left for a better, more prosperous life on the West Coast hoping to one day work for himself. By 1933 he was married and racing at the dry lakes with friends, and opened his own repair shop in partnership with his new brother-in-law Ray. As his passion for speed became stronger, Vic started building his own speed parts for his flathead Ford to push his car to be the best. After serving time welding and machining parts on an assembly line for war time efforts, Vic knew he had the experience to mass produce his own parts. Vic would go on to test all of his new parts with his 1932 Ford, which was his daily driver during the week and his racer on the weekends. As the business grew, he tested parts with the company’s new Clayton dynamometer and then field tested his new products to get the best results. Vic followed all of the emerging trends to stay on top of what was happening and he propelled the company forward by being cutting edge for the day. New emerging engines from the big automakers, like Chevrolet's small block engine program, would give Vic the basis for continually adding new parts. With racing programs pushing his business along and solidifying his spot in the marketplace, Vic’s company would become the leader in the marketplace. In 1962 at the age of 49, Vic Senior passed away from cancer and Vic Junior would be given the reins to the company with support from Vic Senior's loyal employees. After almost four decades of speed equipment from Vic Sr., Junior would continue pushing the company forward to carry on his dad’s legacy. Today the company is flourishing with help from Vic Junior and his two daughters who are heavily involved with the company! Some of the things Vic Sr. was noted for: His first 32 Ford with a flathead engine that he drove to a land speed record in September 1941. Vics first flathead ford manifold created in 1938, called the “Slingshot” manifold His idea to start his first catalog of race parts for Edelbrock Speed-Performance in 1946, featuring his parts and others speed parts. Being the first one to use a Dynamometer for research and development of his parts in 1948. Building the first flathead Ford engine to power a streamliner to go over 200 mph. Achieving 1HP per cubic inch with Chevrolet's Small Block Chevy in 1958. Campaigning power boats and even V8-60 powered midget racers to test his parts in the real world and grab many victories with top drivers of the day. |
#95
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Quote:
Mikes Reply: I am not sure by the photos that I am posting to make that call, because the Motors I am posting are "not" labeled so. "Could people have rebuilt older Motors and simply have upgraded to later Heads"? |
#96
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MIKES REPLY: Jim McFarland is mentioned in the H-O post:
10 Questions for Jim McFarland: LINK BELOW https://www.sema.org/news-media/maga...-jim-mcfarland 10 Questions for Jim McFarland By Douglas McColloch Photo Courtesy: Jim McFarland McFarland June 1967: Hot Rod editor Jim McFarland (center, surrounded by a few dozen junior-high students) stands beside a brand-new '67 Chevy Camaro. It was the first-ever Camaro shipped to the state of California, and Hot Rod snagged it for a project build. With the aid of 16 aftermarket companies, the Camaro was said to be the first of its kind to run 11-sec. quarters. Longtime followers of the automotive aftermarket need no introduction to Jim McFarland. Formerly an editor at Hot Rod who attended the first-ever SEMA Show, he became renowned for his work at Edelbrock as vice president of R&D through the ‘70s and ‘80s. Later, he worked in marketing and engineering positions at companies including Flow master, Hedman and Hypertech. He is the author of more than 400 technical articles, including SAE papers and publications for the motorsports, TV and outdoor markets. He was SEMA’s Person of the Year for 1985, and he was inducted into the SEMA Hall of Fame in 2001. We spent a few minutes with McFarland to see what he’s been up to in recent days and to get his thoughts on the specialty-equipment industry. What follows has been edited for clarity and length. SEMA News: What’s one of your most recent projects, and what inspired you to do it? Jim McFarland: Years ago, I chaired the SEMA Emissions Committee, and I came to the conclusion along the way that the organization needed its own emissions lab. I said it would bring a lot of credibility to the industry, and it would facilitate the kind of activities that the industry needed. I spent years and years trying to get it done, but eventually I managed to get across the point that SEMA needed its own testing facility. SN: What do you drive nowadays and why? JM: A late-model SUV. The utility vehicle is becoming the most predominant vehicle coming out of Detroit and it will become the next ’55 Chevy over time in terms of its effect on the industry. SN: What gets you excited about the performance aftermarket these days? JM: The possibility of electric vehicles. They are obviously coming, and that will create a great deal of opportunity as a viable area of growth for the industry. SN: What industry trend has most surprised you over the years? McFarland JM: I was around when SEMA first started. Back then, there was a fair amount of resistance to letting the OEMs come in for fear of losing control, so the way the organization allowed the OEs to eventually join surprised me based on the way they were thinking in the beginning. SN: What’s one rule you refused to break throughout your career? JM: I think because I originally came from the magazine side of the industry, I always thought the most important thing was to be honest and not misrepresent things, especially not in print. SN: Talk about a project that was a failure but which taught you a valuable lesson later on. JM: Vic Edelbrock was president of SEMA in the early ’70s. During that time, I thought it would be a good idea to have an open house and let the industry see what the organization was doing about emissions. At the same time, I thought it would be good to invite representatives from the California Air Resources Board [CARB] to come down as well. Once it was known that we were inviting CARB to our open house, it scared off the industry, so we ended up having an open house for CARB. The lesson I learned from this is that you have to be careful in how you frame your events so that you don’t run off the people you’re trying most to attract. SN: What’s the most unusual work assignment you’ve ever been given? JM: When Vic was president of SEMA, he created three committees that hadn’t existed before. One was dedicated to safety, one was for noise, and the third was for emissions. He tapped me to run the emissions committee, and it was completely foreign ground to me. We had objectives but no roadmap to go by, so it was strictly seat-of-the-pants. SN: You can take a road trip with anyone to anywhere. Who would you choose, and where would you go? JM: [Legendary GM engineer and “Father of The Corvette”] Zora Arkus-Duntov. I admired him growing up and used a lot of his camshafts when I built engines during my college years. Later I got a chance to meet him, and we became very good friends and did a lot of things together. So, if I had a chance to go anywhere, I’d take a road trip with him to the Corvette Museum, because it’s packed with stuff he was personally involved with. SN: What’s on your personal bucket list? JM: At my age, although it may seem idealistic, it would be to do whatever I can to help SEMA grow its membership. A lot can be derived from the association, and the benefits it can offer the membership is something that we all should support. SN: Describe a perfect day in the life of Jim McFarland. JM: Because of all the time I spent doing industry-related things such as SEMA activities, serving on the SEMA Board and traveling for business, I think a perfect thing for me would be to spend time with my wife. She put up with all this stuff, so I spend as much time with her as I can now. |
#97
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Mike Reply: I found the cover pages of the two books written by H-O :
"Pontiac Heavy Duty Engine Parts and Specs Book" This new book contains Pontiac performance parts information not available else were. It is primarily concerned with 1959-1974 engines of the RAM Air, Super Duty or High Output series. This book is written by Craig Hendrickson and Kern Osterstock. 31 Pages chock full of extra cool data. "1955-1979 Pontiac Heavy-Duty Parts & Specs Catalog" Reprint "1955-1979 Pontiac Heavy-Duty Parts & Specs Catalog". Includes Engine Components, Chassis Components, Specifications and Codes. It measures 8.50" x 11.00" with 32 pages. It is in excellent condition. PS, I thought you would like to see this: A person selling a lower Radiator hose for 1967-69 Pontiacs $1200 on Ebay. Last edited by TRADERMIKE 2012; 03-02-2022 at 05:46 AM. |
#98
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Mikes finds:
Ad for H-O, from one of Hesster1976 Articles! |
#99
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Love seeing that old High Performance Injuns ad!
__________________
Randy Repp 1964 GTO "GoatZilla" 1964 GTO "Injunuity" A/FX Nostalgia Super Stock 220" Rear Engine Pontiac Powered Dragster https://www.facebook.com/PontiacSpeedShop/ https://www.facebook.com/GoatZillaRacing/ https://www.facebook.com/groups/RebuildExcitement/ https://www.facebook.com/Call1844RacersRV/ https://www.facebook.com/groups/INJUNWARS/ |
#100
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Mikes Reply: Tradermike2012
See lots more at this site: https://mail.yahoo.com/d/folders/1/messages/50747 See Hesster1976 also: https://mail.yahoo.com/d/folders/1/messages/51908 |
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