joeg

GT is just angry the automotive world has past him with computer simulations of air flow that prove his witch doctor theories don't stand up to analysis. His response is a graph with no reference to the x or y axis.

there has been on going discussion on rear coil spring suspension could you share your version

If your'e skilled enough to duplicate the cover in sheet metal weld in nuts to make it a bolt in cover. there are more benificial projects.

did you do any calculations on the difference in clamping force between the two calipers based on the piston sizes and the fluid volume required for each caliper.

Fords early CVh 4 had a similar design, Combustion chanber mostly in the pistion recess

there are endless opnions but all exhaustive mathimatical analysis that you can extrapolate to your application

there are quite a few computer simulations of air flow in intake manifolds and the effect changing direction has on airflow, Very interesting reading. My observation or question is: Is the tube feeding each throttle body oversized x3? The intake air volume is divided in half and the tube feeding three cylinders is the same diameter as the indivdual throttle bodies. A colume of air in motion has mass so turning it 180 degress to feed the front 3 cylinders will affect air flow. So at some point in the rpm range it could be the limiting factor to producing power The comment about a wall 15mm ( less than 5/8 of an inch) from the air intake dosn't have an effect is contrary to what has been tried in motor sports for a long time. Of cource you can't build the mathimatically ideal shaped plenum for the rpm range you want but the internet has a wealth of information about trumphet length and plenum volume. Good luck and keep on welding.

I beleive the B+ terminal is to power a volt meter or amp meter ( which of course are wired differently). Check the voltage at the alternor output (large brown wire to ground) it should be 14.5v. If it is not 14.5 the alternator is not producing. The alternator output wire should go to the battery by way of the starter solenoid. When converting from gen. to alt.: the gen. output (brown wire) went to the voltage regulator then on to the battery connection at the solenoid ,So the two browm wires are connected together when the voltage regulater is deleted. You can load test the battery or check the specific gravity of each cell. they all should be 1250 to 1300 if any cell ie 50 points lower the the average it is dead. It may be time for the Japanese Dipondenso alternator as apposed to the chinese Lucas.

dc to wind screen wipers while cranking? Voltage drop to the ignitin coil while cranking is the most important since the out put voltage is a ratio of the input voltage. Have you looked at the alternator output to see if ac has been completely recified to dc? What is the harmonic distortion of a Lucas alternator?

I like " the extra 4HP all at high rpm has made the car noticeably livelier "