Don Terrill’s Speed-Talk

We used to see the carbon a lot on the old smog engines. We had a theory that the egr did something to contribute to the problem because when you pulled off the intake, the carbon trail started at the egr passages and carried right through to the intake ports. In any case, when efi became more commo...

As a practical example, we inherited a short track car that we leased out that had a circle glide transmission in it. That turd required new high clutches after every main event and I quickly got tired of rebuilding it. Since the pedal box lacked a clutch pedal and the chassis would have required ma...

32gph is good for what, 400hp, max?

What does it do at the big end? Just lays down flat? Or does it pull hard till the end?

Update that pump asap.

Can you use one of the spring cups from an earlier A-body and bolt the bottom of the spring to the rear end housing? Or fab something up? It shouldn't be that hard.

How did the old engine fail? Is there a remote oil filter setup somewhere that possibly didn't get cleaned up? Is the oil viscosity correct for the bearing clearances? Were there changes to the jet pump impeller/housing from the old setup? I agree with the others, 12 hours of break in just isn't nee...

The tach bouncing around could very well be a fault in the primary side of the ignition and was your first indication of a problem. I'd start there. Pickup coil, reluctor wheel, primary side wiring, etc. The spark testers are a great idea, but the way to use them to really stress test the secondary ...

My head started to hurt after listening to that guy ramble on. He's wrong on so many levels.

Since you posted a link showing an aftermarket header for a turbo, here's how the Porsche factory did it (or specced it from Bischoff or Boysen). https://bbiautosport.com/products/porsche-911-996-997-turbo-oem-factory-original-equipment-l-r-exhaust-manifold Here's how the factory did it on the NA ca...

Look at any of the factory Porsche 911 collectors, even on their race cars. Pretty much all of them have flat collectors.

I know of the different length spark plug wires for the later CNP's, but I know nothing of different end terminals. I was under the impression that they were all similar, less length and sometimes a heat shield on the plug side. It could very well be different at the coil as that's about the time th...

https://workmanship.nasa.gov/lib/insp/2%20books/links/sections/210%20Shield%20Crimps.html There are splice sleeves made for that. If you're asking if you should ground on both ends, well, it's a bit more complicated. Grounding both ends can create a ground loop, but old school best practices was to ...

Blu-Sil is the light blue stuff that is common. It's pricey, but good. Available from a variety of different vendors labeled under house brands, including your local Tap Plastics.

I've also used the RTV urethane rubber 74-30 from USComposites.

With a trim tab on a booster the fuel can be put where you want it before it gets into the manifold, before it gets to the floor. With trim tabs the liquid fuel can be directed away from the rich runners and toward the lean runners. That might work in very specialized situations on a dual plane int...

Weld dams on the rich cylinders, grind troughs on the lean ones. Start with 1/8" x 1/8" on either. Right where the plenum meets the runner, across the port. Adjust as necessary. 1/4" x 1/4" seems to be pretty common. There's a LOT of fuel sloshing around the floor of the intake w...

Should be 0.004" per inch of bore, so 0.016" or so. A few more thou never hurt anything though.

Big ring gap = big catch can
Small ring gap = big trash can