Last issue, we presented a half dozen little ignition tune-up tips. They’re all “old school” tech that has worked for decades. This time around, we’ll do the same thing for Holley carburetors.
While all of today’s cars are computer-controlled, there are still a few of us “antiques” out there who deal with the cars and parts of yesteryear.
It’s no secret that an open differential (fondly referred to as a “peg leg” in some circles) just doesn’t cut it in a high-performance application. Having one tire go up in smoke while the other does nothing won’t get you down or around the track in short order. That’s why spools and positractions are so common in motorsports.
When left you in the last article in the series, we showed how Van Steel (website: www.vansteel.com) stripped the C3 Corvette rear end center section, in preparation for blueprinting along with the install of 30-spline stub axles (Chevy calls them “Side Gear Yokes”).
It should come as no shock to anyone who’s into vintage Vettes to hear that the C2 and C3 IRS rear end isn’t exactly a stout piece. It’s simply a ten bolt that had few upgrades over the years.
When we left you the last time around, we presented a dozen different fast facts on connecting rods, crankshafts and associated components.
Two Dozen Fast Facts About Cranks & Connecting Rods – Part 1
Removing and installing a balancer (harmonic damper) is an exercise fraught with headaches.
A rod vise can be key to fixing multiple connectors for your engine.
There are a number of different ways to install pistons (with rings, obviously) and connecting rods in your engine. Different builders take different approaches.
