I have a question about the optimum distributor rotor tip and terminal gap. Modern replacement parts for our classics are all over the place, either in terms of length, cap eccentricity, or quality control in general. Rotors listed as ‘correct’ for the application differ markedly in length. So my question would be: All things being
One of the most troublesome jobs in hot rodding or racing is brake (or hydraulic clutch) bleeding. Historically, the common method for bleeding brakes has been to have one person in the vehicle as the pedal pusher, a second person at the brake caliper or drum brake wheel cylinder. Typically, there’s a hose attached to
Q: I have a 1969 Mustang Mach 1 that I’ve owned for 25 years. It has a 351 Windsor engine and a four-speed transmission. I’d like to build it up a little and have some fun with it—not a speed machine, just a little more zip on the low end. My budget’s around $1,500, so
Q: I have a 1986 Chevy El Camino SS with a Chevy 350, a single exhaust, and power steering and brakes. I’ve had it for 10 years and it has 138,000 miles on it. I garage it every winter. There’s nothing wrong with it, save for a minor oil leak. What improvements would you suggest?
Q: My 1969 Camaro has a 350 small block Chevy engine, Turbo 400 transmission, and a 12-bolt rear end. I’ve purchased many parts over the years, including Dart Sportsman II cylinder heads and Hooker Super Comp ceramic headers. Now that I’m assembling the car, I’ve discovered the ports on the head don’t match the headers! Is
I have a ’68 383 Road Runner, I bought it as a non-running car and it had a considerable cam in it when I got it—I think it is the Purple cam with 0.509-inch lift. The engine idles with only about 8-9 inches of vacuum. I have a 5-speed Tremec TKO 600 in the car. I
In part one of this two-part segment, we dug into Holley Performance Product’s top-of-the-heap Dominator EFI system. If you recall, we noted how sophisticated this system is and how user friendly Holley has made it. With that initial look, we looked at everything from self-learning to the base maps Holley provides. This time around, we’ll investigate
Q: I have a Gen. Five, LT-series 5.3L L83 engine that’s going into my 1975 Chevy Monza. The factory intake manifold is too tall to clear the stock hood, so I need a lower-profile intake. Can I use the intake from a newer Corvette LT1? *** A: Yes, the LT1 intake will bolt up to your
Wander through the pits at any drag race or examine enough cars at shows, and sooner or later you’ll find beat-up AN fittings. Some will have a few nicks and bruises. Others may have even greater damage. There’s good reason for that: those AN fittings are made of aluminum—a material that’s softer and more delicate
I’m building an LS engine to put into an early Chevy pickup and I’ve got a fuel delivery system question. I’m running one of those new Holley Sniper aluminum fabricated manifolds and we’re not sure how to use the fuel pressure regulator. The regulator has a small nipple on the top that’s for a vacuum
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