erik litchy

having never had my engine apart do these have wet or dry sleves?

did you figure it out?

in a rx?

intake snorkel- i saw it and it didnt look terribly restrictive, what kind of hp does it "rob" from the engine? exhaust does help, the stock muffler has to go.

i think its just you.

theres no doubt in my mind id bore it out the max. it costs no more than a smaller bore.

wow what a funky colour. smurf guy?

from a very knowlegable guy. i guess any welding supplier like http://www.mcmaster.com/ or MSC or some local supplier will have it.

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:-\ im not sure about using mig on something like that. it would have to be a larger than average unit to have enough heat. that and you need a a spool gun. no TIG or maybe stick (if you have the expierence) is better.

I like to just fix whats wrong with them. in my jeep its usually just dirty contacts. go ahead and take it apart and fix it.

well if your running webbers i imagine 4 velocity stacks sticking through the hood would have a nice novelty. as for runner length, you could space the intake manifold at the base to actually influence runner size, but one at the top doesnt have the same effect

im sure if you can tune one properly it will run better than an old carb that you likely have now.

and look at this http://www.cfm-tech.com/HVHdominatorspacersdynotest-1.htm heres a quote The Super Sucker Cheap Horsepower for Spec Engines? By: Tim Lee Base torque reading of 510 at 5,500 rpm. After adding the spacer between the carb and manifold, a simple bolt-on procedure that takes about 15 minutes to complete, the horsepower number jumped to 620 and the torque to 521. Not a bad yield for an investment of about 15 minutes and a hundred bucks. So what if Joe Racer wants to jack up his carb and slide a spacer underneath it? Will he find the same kind of results? "Engines respond differently to different spacers," Craft said, but the Super Sucker will generally add "five, six, seven horsepower better than other spacers." Adding the piece should increase an engine's potential "from eight to fourteen [horsepower], somewhere in that range," Craft said. But what does this extra power mean for Joe Racer when he hits the track? "Most guys have found out that the car drives a whole lot better all the way around the track," said Craft, a frequent competitor on the SUPR tour. So speed costs money, but it doesn't have to cost that much. February 2002 -Dirt Late Model |101 In the late-'70s movie "Mad Max", the grizzled old proprietor of a speed shop tells the main character, "Speed costs money, how fast do you wanna go?" The real world functions in much the same way. The amount of horsepower an engine produces is generally directly proportional to the amount of money spent. This has led to a general increase in the amount racers pay for their power plants these days, which in turn has led to efforts by sanctioning bodies to reign in the costs of racing engines. One of the most effective methods of cost containment in the past decade has been the implementation of spec engine rules. The idea is that, if everybody has the same heads and intakes and those pieces cannot be altered, you will at least cut out the cost of extensive porting. Slap them on top of a steel block with dependable parts and you've got a racing engine that (in theory) costs between $8,000 and $15,000 to build, depending on how many extras you want. While this isn't cheap, it's a far sight better than the $28,000 to $32,000 being spent by many on open competition pieces. Even with a budget engine, racers still want to get as much power as possible from their investment. Toward that end, most builders recommend a good carb spacer to enhance air flow. According to Keith Craft of Keith Craft Racing Engines, High Velocity Heads' Super Sucker is among the best. "We use those things on just about every thing we build," Craft said, "even our open motors." Craft described a spacer as "an extension of the manifold to make it work better with the carburetor." And for a spec engine, which doesn't produce as much power as their open comp counterparts, this could be invaluable. "Due to the non-porting rule on the [spec] intake, you're doing anything you can to help the intake system pull harder and work the carburetor better," said Craft, who builds and races plenty of spec engines. The unique design of the Super Sucker, which was developed by HVH's Joe Patelle, combines elements of traditional open and four hole spacers. Patelle originally developed the piece for use in Winston Cup before NASCAR out-lawed it as an unfair advantage. Since then, the Super Sucker has found a place with short trackers, who've learned to appreciate the quick power gain. And the Super Sucker isn't expensive, about $100. Not bad for a few extra horsepower. The Super Sucker, Craft said, "seems to work through the entire powerband as far as helping the torque and the horsepower. And they seem to smooth out the whole power curve, because it starts out as a four hole and ends up open." The unique design, he added, gives the airflow "a smoother transition between the manifold and the carburetor." Recent dyno sheets from Craft's shop showed an increase of 12 horsepower on a 356 cubic inch SUPR spec engine. On the runs without a spacer, the engine peaked out at 608 horsepower at 6,700 rpm. The Super Sucker Cheap Horsepower for Spec Engines? By Tim Lee HIGHtech 100 Dirt Late Model -February 2002

has anyone expiremented with putting a spacer between the throttle body and the manifold on these cars? seems to help a tad on most cars. expecially if carbed.

10 millimeter = 0.3937008 inch thats a big overbore to me.

your metric to standard conversion doesnt sound right

eactly. I think money spent at the shop he uses is money well spent. ill send some buisness over to them!

could you do me a favor and keep an eye out for units like this? http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&item=7939717987&rd=1&sspagename=STRK%3AMEWA%3AIT

umm can i use your machine shop? because those prices are incredible for all that work. I know i have spent more in the past for mutch less labor. last I checked custom pistons alone would be around 60-100 each

its very nice indeed

i would not bet on it. If you go that route you may as well get a pipercross style intake.

are those special strut mounts?

darn posted the same thing at the same time

true in a stick, but automatics will have a longer life if they spend less time changing gears, as thats the point of most wear. changing gears makes the clutches slip by design, and that makes heat which is what the main cause of wear is. longest transmission life for just about any transmission would be the result of good clean fluid thats properlly cooled.