1
Original Cars and Details / Re: 1969 Camaro L78 M22 - Cortez Silver
« on: November 12, 2023, 10:59:59 PM »
Wow.... my goodness...
News:
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2
General Discussion / Re: 1969 Camaro Z28 distributor 1111480
« on: August 17, 2023, 03:45:30 AM »
Realize this is an old thread. Only 1 of 2 threads that a search for "Mallory RevPol" found.
The Mallory RevPol DoubleLife dual-point distributor is unique? It only has a 4-Lobe Point Cam. Each point set fires only 4-times per revolution rather than 8-times, each point-set fires only 4-times each to fire all 8 cylinders. Is this correct?
A conventional Dual-Point Distributor has an 8-Lobe Point Cam, both point-sets fire 8-times per revolution, and point overlap overlaps increasing coil saturation. Is this correct?
The Mallory RevPol DoubleLife Dual Point 4-Lobe Distributor should be more rpm friendly since the point-sets are cycling at a lower rate?
The Mallory RevPol DoubleLife dual-point distributor is unique? It only has a 4-Lobe Point Cam. Each point set fires only 4-times per revolution rather than 8-times, each point-set fires only 4-times each to fire all 8 cylinders. Is this correct?
A conventional Dual-Point Distributor has an 8-Lobe Point Cam, both point-sets fire 8-times per revolution, and point overlap overlaps increasing coil saturation. Is this correct?
The Mallory RevPol DoubleLife Dual Point 4-Lobe Distributor should be more rpm friendly since the point-sets are cycling at a lower rate?
3
General Discussion / Re: HP - 396cu = 325,350,375 what changes?
« on: July 21, 2023, 02:43:49 AM »
Could be sanctioning body rules for what is legal for use in a given class of racing, such as NHRA Super Stock. For a given carb, intake, etc to be legal it must be available on a minimum of 50 cars as factory built from what I understand, at least is was 50 units minimum in 1969. Then any car could use those pieces and parts and still be legal. Say a '69 ZL1, a person could build a "clone" and it would still be legal in NHRA Class using all the parts factory installed and sold on the (50) copo cars, even though it was not an actual ZL1. That might be why the less-street-friendly L78 396 option.
4
Trans-Am Camaros / Re: Crossram manifold
« on: July 20, 2023, 11:41:47 PM »
Fits stock AMC heads, Traco was late to the game develping it for AMC for TransAm who then changed the rules back to a single 4-barrel, so the Traco AMC 2x4 Intake was shelved, unknown how few were produced, have info of two known pieces. One was bought along with and on a used AMX in the 80's maybe not 10 miles from the Traco Culver City CA location, afaik.
5
Trans-Am Camaros / Re: Crossram manifold
« on: May 06, 2023, 11:00:53 PM »
Anyone seen this AMC V8 Traco 2x4 Intake Manifold before ?
Guess technically it would not be considered a crossram.
Guess technically it would not be considered a crossram.
6
Trans-Am Camaros / Re: Crossram manifold
« on: May 06, 2023, 03:42:40 AM »
Recently learned, the honorable Mr. William Bill Howell, passed away July 22, 2021
7
Maintenance / Re: vacuum location for advance canister
« on: May 05, 2023, 11:54:50 PM »
If I understood David Vizard, the leaner the mixture, the slower it burns. So earlier Vac Adv was on Manifold Vacuum. The "Emissions" came into play, so the did what they "had to" instaed of "what the engine wanted". The wanted less HC's out the pipe at idle. So they opened the carburetor wider at idle to let in more air, more O2, cleaner burn. But then the idle speed was way to high. So they came up with PORTED VACUUM on the Vac Adv so that it was NOT deployed at idle, and the further opened carb let in more air and O2, and tailpipe HC's were decresed, but the engines hated it...
8
Trans-Am Camaros / Re: Crossram manifold
« on: January 09, 2022, 10:47:31 PM »
A significant consideration is those Edelbrock AMC CrossRam Intake Instructions...
were written and done before the Double Pumper ever had existed yet...
Except for only a few well informed people I'd guess and those who noticed,
as for 3/4's to 2/3rds of 1968 GM was running double pumpers in TransAm & on the L88's, were they not? And no one else had them, correct ? They were a brand new idea in 2nd quarter '68, no?
So the above Edelbrock Instructions that talk about using a pair of modified List 1850's or a pair of List 4224 660's... it makes no mention of a pair of little 600 Double Pumpers BECAUSE THEY DID NOT EXIST YET!
Although, almost, kinda, like right at about the exact same time, ? April 1968...
GM developed and issued the 2nd Design 2x4 302 4295 "600 DP" Holley...
A CrossRam just loooooves a pair of small 600 double pumpers don't they?
were written and done before the Double Pumper ever had existed yet...
Except for only a few well informed people I'd guess and those who noticed,
as for 3/4's to 2/3rds of 1968 GM was running double pumpers in TransAm & on the L88's, were they not? And no one else had them, correct ? They were a brand new idea in 2nd quarter '68, no?
So the above Edelbrock Instructions that talk about using a pair of modified List 1850's or a pair of List 4224 660's... it makes no mention of a pair of little 600 Double Pumpers BECAUSE THEY DID NOT EXIST YET!
Although, almost, kinda, like right at about the exact same time, ? April 1968...
GM developed and issued the 2nd Design 2x4 302 4295 "600 DP" Holley...
A CrossRam just loooooves a pair of small 600 double pumpers don't they?
9
Trans-Am Camaros / Re: Z/28 VS Boss 302
« on: December 02, 2021, 11:30:09 PM »
If watching that doesn't make your hairs stand up then you ain't alive man 
10
Trans-Am Camaros / Re: Crossram manifold
« on: September 28, 2021, 11:56:58 PM »
Second attempt for improved image quality, please advice if these are more legible, Peace
11
Restoration / Re: Quadrajet recoloring and restoration
« on: September 28, 2021, 07:40:11 PM »
AllState Carburetor in New York ?
12
Trans-Am Camaros / Re: Crossram manifold
« on: September 10, 2021, 03:40:19 AM »
Better resolution images are too large file size, typed text :
( start page 1 of 2, 1968-9 INSTRUCTION SHEET FOR EDELBROCK STR-11 )
INSTRUCTION SHEET FOR EDELBROCK STR-11
(American Motors engines 290-, 343-, and 390)
AMC part # 2570 install kit # 2571
( ref, SBC STR-10 = part # 2560 & install kit # 2561)
REF - AMC instructions call for Edelbrock 2x4 # 2562 Conversion Kit...
? Does Edelbrock Chevy STR-10 Crossram vintage instructions ?
? ALSO call for the Edelbrock 2x4 # 2562 Conversion Kit ?
Carburetors
-----------
1. For 290-, 343-, and 390-inch engines (applicable to
the 390 only where low rpm performance is required),
we recommend use of the Holley #R-1850-AAS (same as
1-14) which is rated at 600 cfm. Conversion Kit
(Edelbrock cat. no. 2562) includes all necessary
change-over parts and must be used to prevent car-
buretor flat-spots at the secondary opening point
(due to manual opening characteristics). Secondaries
must be operated by vacuum, and this conversion kit supplies
the pieces for this alteration.
Steps for the conversion are as follows:
a. Remove stock vacuum secondaries and automatic
choke mechanisms from the sides of the carbu-
retors.
b. If you wish, this is a good time to remove
both choke butterflies.
c. Assemble and install the provided secondary
diaphragm unit in the same way the stock pieces
were removed. If there is question concerning the
trueness of the diaphragm cover, dress it on a sur-
face topped with a sheet of grit paper and plunge
the cover in a bath of solvent before blowing it
out with air. Make certain that there are no
leaks between the secondary lid and body follow-
ing diaphragm installation. Also make sure
to provide a good seal between carb body and
diaphragm housing.
d. Install #68 primary jets and 0.076-inch drilled
secondary plates.
e. Set primary floats with a #10 drill bit
(0.195-inch o.d.) and secondary floates with
a #2 bit (0.220-inch o.d.). These drill bits
are used as gauges by placing them between the
float and the float bowl chamber with the chamber
inverted.
( end page 1 of 2, 1968-9 INSTRUCTION SHEET FOR EDELBROCK STR-11 )
------
( start page 2 of 2, 1968-9 INSTRUCTION SHEET FOR EDELBROCK STR-11 )
cont'd.
2. For 390-inch engines (not required to perform
in low rpm ranges), use the Holley #S-4224 AAS
which is rated at 660 cfm. Stock jetting is
adequate for initial running and secondary opening
mechanism should remain manual. Set float levels
as per instructions for #R-1850-AAS
Manifold Installation
---------------------
Installation of the Edelbrock STR-11 is relatively simple.
You should exercise caution to provide adequate head-to-
manifold seal, and subsequent mixture contamination when the
engine is returned to service. Use new gaskets and seals
in all areas and make certain that each throttle linkage
member is free of binds and obstructions.
Fuel Pressure
-------------
This isavery important part of your manifold/carburetor
assembly. We suggest use of two Stewart-Warner fuel pumps
(S-W #D-240-A) mounted in parallel with two separate fuel
pickups from the fuel tank. Use two 1/2-inch (i.d.) neo-
prene fuel lines connected into a fuel block with two
3/8-inch (i.d.) neoprene lines joining the carburetors.
Fuel pressure should be a maximum of 7 psi at engine
idle) and 5 psi (at top engine speed, in traps, etc.).
We also recommend the use of a fuel pressure gauge
mounted to facilitate easy reading at all times. A lack
of adequate fuel pressure can lead to a lack of overall
engine performance.
Air Cleaners
-------------
For maximum performance from your new Tunnel Ram, we
suggest use of the #EC-902P air cleaners. These units
are designed around use on the STR manifolding and
normally provide adequate hood clearance. In situations
where large amounts of carb-to-hood clearance is avail-
able, use of other types of cleaners is sometimes
acceptable. Additional air cleaner/throttle linkage
information will be released immediately following avail-
ability. This data will be dispensed through your local
Edelbrock dealer, and we suggest that you contact him in
the near future if questions arise in your particular
installation.
( end page 2 of 2, 1968-9 INSTRUCTION SHEET FOR EDELBROCK STR-11 )
---------------------
end of document - 08-03-2020 - CKusTomSS
( start page 1 of 2, 1968-9 INSTRUCTION SHEET FOR EDELBROCK STR-11 )
INSTRUCTION SHEET FOR EDELBROCK STR-11
(American Motors engines 290-, 343-, and 390)
AMC part # 2570 install kit # 2571
( ref, SBC STR-10 = part # 2560 & install kit # 2561)
REF - AMC instructions call for Edelbrock 2x4 # 2562 Conversion Kit...
? Does Edelbrock Chevy STR-10 Crossram vintage instructions ?
? ALSO call for the Edelbrock 2x4 # 2562 Conversion Kit ?
Carburetors
-----------
1. For 290-, 343-, and 390-inch engines (applicable to
the 390 only where low rpm performance is required),
we recommend use of the Holley #R-1850-AAS (same as
1-14) which is rated at 600 cfm. Conversion Kit
(Edelbrock cat. no. 2562) includes all necessary
change-over parts and must be used to prevent car-
buretor flat-spots at the secondary opening point
(due to manual opening characteristics). Secondaries
must be operated by vacuum, and this conversion kit supplies
the pieces for this alteration.
Steps for the conversion are as follows:
a. Remove stock vacuum secondaries and automatic
choke mechanisms from the sides of the carbu-
retors.
b. If you wish, this is a good time to remove
both choke butterflies.
c. Assemble and install the provided secondary
diaphragm unit in the same way the stock pieces
were removed. If there is question concerning the
trueness of the diaphragm cover, dress it on a sur-
face topped with a sheet of grit paper and plunge
the cover in a bath of solvent before blowing it
out with air. Make certain that there are no
leaks between the secondary lid and body follow-
ing diaphragm installation. Also make sure
to provide a good seal between carb body and
diaphragm housing.
d. Install #68 primary jets and 0.076-inch drilled
secondary plates.
e. Set primary floats with a #10 drill bit
(0.195-inch o.d.) and secondary floates with
a #2 bit (0.220-inch o.d.). These drill bits
are used as gauges by placing them between the
float and the float bowl chamber with the chamber
inverted.
( end page 1 of 2, 1968-9 INSTRUCTION SHEET FOR EDELBROCK STR-11 )
------
( start page 2 of 2, 1968-9 INSTRUCTION SHEET FOR EDELBROCK STR-11 )
cont'd.
2. For 390-inch engines (not required to perform
in low rpm ranges), use the Holley #S-4224 AAS
which is rated at 660 cfm. Stock jetting is
adequate for initial running and secondary opening
mechanism should remain manual. Set float levels
as per instructions for #R-1850-AAS
Manifold Installation
---------------------
Installation of the Edelbrock STR-11 is relatively simple.
You should exercise caution to provide adequate head-to-
manifold seal, and subsequent mixture contamination when the
engine is returned to service. Use new gaskets and seals
in all areas and make certain that each throttle linkage
member is free of binds and obstructions.
Fuel Pressure
-------------
This isavery important part of your manifold/carburetor
assembly. We suggest use of two Stewart-Warner fuel pumps
(S-W #D-240-A) mounted in parallel with two separate fuel
pickups from the fuel tank. Use two 1/2-inch (i.d.) neo-
prene fuel lines connected into a fuel block with two
3/8-inch (i.d.) neoprene lines joining the carburetors.
Fuel pressure should be a maximum of 7 psi at engine
idle) and 5 psi (at top engine speed, in traps, etc.).
We also recommend the use of a fuel pressure gauge
mounted to facilitate easy reading at all times. A lack
of adequate fuel pressure can lead to a lack of overall
engine performance.
Air Cleaners
-------------
For maximum performance from your new Tunnel Ram, we
suggest use of the #EC-902P air cleaners. These units
are designed around use on the STR manifolding and
normally provide adequate hood clearance. In situations
where large amounts of carb-to-hood clearance is avail-
able, use of other types of cleaners is sometimes
acceptable. Additional air cleaner/throttle linkage
information will be released immediately following avail-
ability. This data will be dispensed through your local
Edelbrock dealer, and we suggest that you contact him in
the near future if questions arise in your particular
installation.
( end page 2 of 2, 1968-9 INSTRUCTION SHEET FOR EDELBROCK STR-11 )
---------------------
end of document - 08-03-2020 - CKusTomSS
13
Trans-Am Camaros / Re: Crossram manifold
« on: September 05, 2021, 06:42:27 PM »
Hello, hope everyone is having a Wonderful 2021 Labor Day Weekend!
Thought no harm asking if anyone might have and be willing to share images of vintage original
1969-ish EDELBROCK # 2560 STR-10 SB Chevrolet Crossram Intake Manifold Instructions
These are images of 1969-ish EDELBROCK # 2570 STR-11 AMC Crossram Intake Manifold Instructions.
Very very curious just what the Edelbrock Chevrolet Instructions might have to say.
It would be greatly appreciated if someone happens to have and shares the SBC Edelbrock Instructions Version.
Peace.
Thought no harm asking if anyone might have and be willing to share images of vintage original
1969-ish EDELBROCK # 2560 STR-10 SB Chevrolet Crossram Intake Manifold Instructions
These are images of 1969-ish EDELBROCK # 2570 STR-11 AMC Crossram Intake Manifold Instructions.
Very very curious just what the Edelbrock Chevrolet Instructions might have to say.
It would be greatly appreciated if someone happens to have and shares the SBC Edelbrock Instructions Version.
Peace.
14
Originality / Re: GM 3941140 List 4210 1968 Z28 Holley for the crossram
« on: August 09, 2021, 05:45:40 PM »
May I ask, who if anyone, that may have on-hand a Holley List 4210 Carburetor and/or a Holley List 4295 Carburetor, both GM original Z28 302 Crossram Conversion Kit # 3940077 Kit carbs, 1st Design & 2nd Design, and might be so kind, willing, & generous to MEASURE, Pin Gauge, all the FIXED ORIFICE SIZES found in those 2 Carburetors, record, document, and SHARE that critical specific detailed dimensional information so that it is captured and not lost to history No where known does that all important functional information exist, and it would be a wise & prudent thing to capture it, would it not ? Here are "Blank Forms" to record the dimensional values on, then scan, post, & share, addition of the unlabeled Emulsion Bleeds & Kill Bleed, if present, should be added to the "Form" actually. Thank You, Hope all is well with you and yours. Peace
No where known does that all important functional information exist, and it would be a wise & prudent thing to capture it, would it not ? Here are "Blank Forms" to record the dimensional values on, then scan, post, & share, addition of the unlabeled Emulsion Bleeds & Kill Bleed, if present, should be added to the "Form" actually. Thank You, Hope all is well with you and yours. Peace
15
General Discussion / Re: Points vs. Electronic Ignition
« on: July 29, 2021, 04:33:18 PM »
UniLite conversion Kit in stock Delco Points Type Distributor.
Only UniLite infrared is not "proximity sensitive" and unaffected by variations in point cam lobes or axial distributor shaft run-out, however minute or otherwise, and tolerates any if present effortlessly.
One "caveat", every Rotor Button used when a UniLite Conversion is in place, must have the bottom square locating pin length / height more than likely slightly trimmed so as to be flush with the pole piece plate thickness to prevent it protruding through and possible distorting or damaging the 2-piece black plastic UniLite "Slot Ring".
On any Delco type distributor, always be sure to remove the drive gear, disassemble, then clean & re-pack the Upper Shaft Bushing Grease Well as the upper distributor shaft bushing is NOT motor oil lubricated.
Was unaware of the upper bushing grease well, and failed to do so on a 1969 bought in 1985.
UniLite conversion installed ~1987 & driven hard for 40+k miles until about 2006 maybe.
Car had been, and still was, running just fine.
Fiddling around one day, Distributor cap off, just happened to notice "clunk clunk"! rotor button sideplay!
That's when the Grease well existed was learned, shaft was ok, swapped housings.
The UniLite using infrared light & not being proximity sensitive never missed a lick...
Nowadays, almost sadly in some ways, "no-name" UniLite Kits are on eBay for $25 total shipped to your door.
Your results may vary, there are many choices & options... and that's a good thing.
The idea of flying magnets going flying always worried me LOL
Peace
Only UniLite infrared is not "proximity sensitive" and unaffected by variations in point cam lobes or axial distributor shaft run-out, however minute or otherwise, and tolerates any if present effortlessly.
One "caveat", every Rotor Button used when a UniLite Conversion is in place, must have the bottom square locating pin length / height more than likely slightly trimmed so as to be flush with the pole piece plate thickness to prevent it protruding through and possible distorting or damaging the 2-piece black plastic UniLite "Slot Ring".
On any Delco type distributor, always be sure to remove the drive gear, disassemble, then clean & re-pack the Upper Shaft Bushing Grease Well as the upper distributor shaft bushing is NOT motor oil lubricated.
Was unaware of the upper bushing grease well, and failed to do so on a 1969 bought in 1985.
UniLite conversion installed ~1987 & driven hard for 40+k miles until about 2006 maybe.
Car had been, and still was, running just fine.
Fiddling around one day, Distributor cap off, just happened to notice "clunk clunk"! rotor button sideplay!
That's when the Grease well existed was learned, shaft was ok, swapped housings.
The UniLite using infrared light & not being proximity sensitive never missed a lick...
Nowadays, almost sadly in some ways, "no-name" UniLite Kits are on eBay for $25 total shipped to your door.
Your results may vary, there are many choices & options... and that's a good thing.
The idea of flying magnets going flying always worried me LOL
Peace