Every one that reads this blog knows that older cars, no matter how careful you, or how much you baby your car you are going to have problems. That’s the nature of any relationship. Things break, undiscovered issues, or even your own missteps can issues. You just can’t through in the towel “Honey, I’m going to have to find another mate, you just can’t run as far as you use too.” or “Sorry but that broken leg changes everthing…ur outta hereeee.” (Lawyer up…my wife is fine, no injuries, still running fine..no worries…just wanted to be clear!!!!)
Well, over the past few weeks my Corvette has been a serving up a bunch of consternation.
If you remember a few posts back I had replaced one power steering hose and need help with the power steering reservoir. That got done. Shortly after that, a leak developed from the front end and over the course of two days it got a little worse. So I pulled it in to the garage and crawled under neight..and that’s no small effort.
The power steer of course provided hydraulic power to make the turning of the front wheels easier. (There you got the basics of the how it works.) This entire process insists that the fluid, in this case power steering fluid stays in place. Well my beauty failed conform to the standards.
Rack Pinion
If you look at the image above you’ll see the plastic boots (A) that cover and protect the shaft. Those are supposed to be dry. When I touched the boot on the left side of the Vette fluid poured out, clearly it was no longer dry. What was also very very clear at that exact moment was the pain in my wallet.
Basically, the you have two options when something that is supposed to be dry is wet on a car, replace it or rebuild it. I chose both. Lucky for me the complete unit for my 84 Vette is still available through on-line Corvette parts houses. EEERRRRKKKK..While I’m writing this I have the Speed channel up on up in the corner of my monitor, they are testing an Aston Martin DBS against a Bentley w/ W12 engine…soft girl cars…of course that girl’s got some skills, putting eyeliner on at 150 miles per hour!!….end of EERRRKKK – I’ll let you know how that turns out.
A quick trip down the street to Tim Sisk proved my investigative results. I’m the Average guy with Average skills, there was not something I wanted to attempt. Additionally, it requires a front end alignment. So I order one, and because I hate having the car in the shop I had it expressed shipped, or at least that’s what I asked. It didn’t shipped and took a total of four days. What…you say…”oooohhh poor baby, took 4 days to get it here!” Hey, that’s a life time for some car guys!!!!
Now ordering the rack and pinion requires a core charge (that’s where you have to return the old part or pay the core fee – they rebuild the old part and resell it) but as I stated I wanted to do both so I paid the core fee and kept the part. This allows me to either learn to rebuild the part or sent it out to have it rebuild and store it way. Plus I have the original part, although there isn’t much benefit in collector value for having the orignal rack and pinion (numbers matching) 84 Vette, well least not for another 20 years!!!!
The part was replaced and the car realigned, in total it was out of service for a solid 7 days. Picked the car up and drove it home and that was that…and if you believe that, I have some swamp land out here in AZ to sell ya!!! Stay tune for what happened next
Oh…the Aston Martin and Bentley match up. Here the details:
Braking 0-100 to 0 (time speeding getting up to 100 and then distance measured for stopping-shortest distance wind) ….15 second from 0 to 100 for both cars, breaking the Aston won at 40 feet shorter stopping distance.
60-130 test on roll – Bentley win 13.2 second, nearly a second faster than the Aston
The rolling mile – top speed 165 mph for Bentley, 1 second faster than the Aston – 159 mph
Road course – 55.6 seconds for the Bentley 53.8 seconds for the Aston
Like I said – girls car..my 84 Vette has a top speed of nearly 200 miles an hour. My personal best, 174 mile per hour in the Vette – yeah that’s just last year. Dyno proven.
Now the Mustang is a fairly simple machine, even the electrical system is easy to work through. Pls note, I hate electrical problems and I equally dislike having to chance them down and I don’t care how simple it is. My 84 Corvette is nothing short of a nightmare.
Keeping this stuff straight is hard to do. Now tearing out an engine doesn’t necessarily mean you are starting out with all new wiring, but it could. A tip I use is to label everyone single wire with (normally) white duct tape.
Like so: (not white duct tape!!)
This actually reads: Starter Relay. (Yeah...spelling issues..like you haven't noticed!!!)
This is eXtremely handy. For example there are no less than 18 different wires just on the driver’s door for the Corvette. I’ve taken the door apart so many times for repair, that I started leaving them labeled.
Of course you can use this for hoses, lines and parts.
Before I start this next segment on the 318, I have to admit that organizing and presenting this work of art (oh..yeah..I’m laughing too!!!!) could have gone in a lot of directions. The two that stuck out the most for me was by year (chronologically) or by brand. Neither was a solid idea and at some point in the ’70s the only thing separating brands within most U.S. car manufacturers wasn’t much more than vinyl vs cloth seat covering. So I decided to go with brands, Chrysler, Dodge and Plymouth, knowing that there we would be some crossover information and it might look a bit disjointed. There’s some good stuff, and a couple of things you might know about the 318.
Chrysler began using the 318 in 1967 and carried that power plant until the late 1990s.
From 1967 to 1971 the 318 carried a 230 hp rating w/ the standard 2 barrel carb, managed 340 ft lb of torque and sported 9.2:1 compression ratio. (that is actually a lower compression ratio than the original Ford 250 straight six I took out of my Mustang). In 1967 the 318 engine was used in the Belvedere, Satellite, Fury, Coronet, Polara and Charger and in 1968 they added as the base option in the Dart GTS and Barracuda.
1967 Polara 4 door.
From 1972 to 1979 the 318 was bounced around in the horsepower arena between 150 to 140. That’s nearly 100 hps lost from the late 1960’s. At lower end of the new scale were the California models with the extra smog control. It was still a mainstay, being the base engine choice for the Duster, Cordoba, Monaco, New Port and unexpectedly the Road Runner, just to name a few. It was never sported anything bigger than a 2 barrel carb and the compression dropped to 8.5.
It didn’t get any prettier in the 80s either, although there a bit of a bump in the high-end of the hp range to 175 hp but the company more than made up for that dropping the lowest number 120. Interestingly, they made the California models with 155 hp and a 4 barrel carb. The compression stayed about the same, but in ’83 – ’90 they made a HD version of the engine that had between 165 to 175 hp, depending on the year and sported a 4 barrel carb. This configuration managed to lay down 240 – 250 ft lb of torque, not too bad in one of the lighter cars, like the Dart, but barely power enough for the big old St. Regis. The 318 was also added to some of the most memorable cars….come on..you doesn’t remember “vooo..la rau….oh..oh…” (Volare )and the LeBaron, and Aspen. Even some larger cars like the St. Regis, New Yorker, Gran Fury (I can’t see any car begin called grand with only 120 hp, but that’s just me.) and the Imperial.
1976 Volare
Oh and speaking of the Imperial something interesting happened in 1982 and 1983. That little something was EFI. More on that in the next segment.
Hello, my brother and I are thinking of taking on a project and would like to know if the throttle body injection components from the 1989 318 in his truck will work on a 1979 318 engine. The reasoning behind this is due to our …
This isn’t my normal “on this date back in…” factoid. This one is current.
8/6/2010
At the VW Automóveis Ltda. plant in Portugal today the hundred-thousandth third-generation Scirocco rolled off the production line. Since its launch in 1974, this compact sports coupe has been the most successful Volkswagen two-door with more than 800,000 sold to date. Another notable Giugiaro coupe is the breathtaking beautiful Alfa Romeo Giulia Sprint.
These cars were a hot item in the use for a short while.
Before we start, I’d like the readers to know that these segments will not be an all-encompassing reference effort. But I will have details that might not be well-known and some long forgotten. Hopefully, it will be fun to read and informative. The first few segments will be engines I’m familiar with. I’ve owed a lot of cars and at least one of the Big 3 (Chevy, Ford, Chrysler) and all with different engines (and one with two). First engine I am going to tackle is the 318. I owned a Dodge Dart in the mid to last of 1970’s and it did have the 318 manual transmissions and at this very moment I can’t recall the other specs, but I’ll find them in this research. It that a great engine and simple to work on.
I’ve heard it mentioned that the 318 was Chryslers’ 350 (referring to GM’s 350, that’s been in existence for… just about forever…no it hasn’t but that’s another segment). Of course the 318 didn’t have near the run that the 350 has, but it’s got some pretty interesting history of its own.
Let’s start with when the first 318 was used in a MOPAR car and what followed that up. We’ll also look at some specs and some configurations it came in, you know carbs, cams and the like.
In the 1958 Plymouth the 230 c.i.d Powerflow Six was used as the standard engine, same as the previous year. Chrysler did have V8s that were a possible option in 1957 and 1958, namely 301 and 277 cid. However, it’s believed that the 318 was to replace the 277 c.i.d and the 301 V8s as the car maker moved toward try to capture a larger market. The 318 had 9.25 to 1 compression ratio with 225 horses, it became the standard V8 used in the Plaza, Savoy, and Belvedere. Perhaps the most powerful configuration you could get at the time was called the 318 Dual Fury (Sport Fury) V8 aka the Super-Pack rated at 290 horsepower; the dual was for the two 4 barrel carbs. The rest of the configuration included solid lifters, high performance cam, dual point distributor and dual exhausts.
The drive specs for the 1958 (which was a great looking car)
’58 Fury
shows that the standard block of for the Fury was the 318. You could add the sport fury to it and go from 225 horses to displacing 350 cid and producing 305 hp, with 2 Carter, 4bbl carbs. The nickname for the engine was the “Golden Commando” and it was paired up with TorqueFlite auto trans.
Oh, by the way 1958 Ply Fury was the star of the Stephen King book entitled “Christine” and later the movie.
There is a lot of talk, even today about the Hemi, “Yo..dat got ah Hemi?” It was a great design. But we won’t talk about the Hemi in this article, but we will mention the polyspheric cylinder head. What is a ployspheric cylinder head? That was a question asked by one of my frequent readers and this was my reply.
Poly is short for Polyspherical head. Some say it was a forerunner to the Hemi (Hemispherical head). Basically it was based on a theory that you could get more combustion or volume by angling the intake and exhaust valves then if you had them parallel. From Hemmings Motor News book of Chrysler Performance Cars…”The ploy’s exhaust valve is located parallel to, but offset from, the cylinder axis.”
This increased the efficiency. The hemi was constructed and designed to increase the efficiency with a more angled system. The shape that the valves make are semi-circular with the Poly being a little flatter than the Hemi. I did the below image in Paint.
Poly-Hemi
This image is from Hot Rod and Hemis.com and shows the Hemi, Poly and the regular A series engine chambers.
www.hotrodandhemis.com Compare Hemi, Poly, Series A
Plymouth was not the top of the brand at Chrysler so back in 1956 it didn’t get a Hemi. It did get was called the A series engine which came in 4 different displacement (277, 301, 303 and the 318).
7/20/1984 E.L. Cord was in Missouri. If you think he’s only responsible for the Cord
1937 Cord
Think again!!!! How about a company that included Stinson Aircraft, Checker Cab and American Airways (now American Airlines)? But let’s just stay with the cars. How about the Auburn and Duesenberg? His history is a good read.
7/23/1894 first auto race. It was organized by the Parisian magazine “Le Petit Journal” between the Paris to Rouen. And the winner was………… Count Jules-Albert de Dion it took 6 hours and 48 minutes at an average speed of 19 km/h (which was approximately 11.806052652509345 p/h). I don’t know what he drove but 2nd places was taken by George Lamaitre and he drove a Peugeot:
Peugeot 3 hp
7/24/1929 – 2, 000,000 Model A Ford built – A huge milestone.
As long as you are on the subject what the heck is the difference between a regular 318 and a poly 318?
Poly is short for Polyspherical head. Some say it was a forerunner to the Hemi (Hemispherical head). Basically it was based on a theory that you could get more combustion or volume by angling the intake and exhaust valves then if you had them parallel. From Hemmings Motor News book of Chrysler Performance Cars…”The ploy’s exhaust valve is located parallel to, but offset from, the cylinder axis.”
This increased the efficiency. The hemi was constructed to increase the efficiency with a more angled system. The shape that the valves make are semi-circular with the Poly being a little flatter than the Hemi. I did the below image in Paint.
Poly and Hemi
Thanks for the question Steve!!! More to come on the 318.
If you’ve been reading my “stuff” on this blog or Facebook or Racing in America http://www.racinginamerica.com/ (Henry Ford foundation) you might wonder…what’s wrong with this guy? Does he write for a living? Well if I did I’d be starving and driving a 1993 Honda Accord with only one plastic hub cap (that’s really my son’s car…he’s a starving artist – I have a plug for him on my blog – RJS Graphic design – he’s pretty good and he won’t strave..Mom won’t have any of that!!) instead of a shiny red 84 Corvette and restored 70 Mustang. I do it for fun, I haven’t made a single dollar from any of my writing. I don’t even have sponsors or advertisers for the places I leave my droppings. Actually this costs me money!!!!
So…yes..I do this for fun and the very informal approach I take…..eeeerrrrkkkkk…..ok folks…I don’t have an approach..real writers do. The way I like to do this is to just sit down and type…there’s no drafts, unless I save it to finish later, there is no real planning,(hell my poor readers are lucky if I remember to run spell check!!!) other than a Post-It-Note or an email sent to myself when I get an idea. Nope, I just sit down and type. If it is on a project I’m working, I sometimes take a break and with the fresh smell of GoJo still on my hands I just start typing and up loading pics. 99.999% of my blogs are done in one sitting. Type and post. (Sometimes I re-read them…mostly to laugh at my super great witt…HEY!!!!! DID YOU JUST ROLL YOUR EYES????!!!! That’s rude!!!)
So I have a list of ideas and one of them was to start a regular piece on engines (I mentioned this a while back.) But man, there’s a lot of stuff out there and great publishing works like the Hemmings nation and Hot Rod magazine do this all time. Am I going to add some thing never before discussed? Nope. Am I going to present it in way that nobody ever has? Well the way I write, yeah probably, no one write like this I don’t think.
My idea was to talk about an engine and include when it was first introduced and what it was used in and for how long, that kind of info. I’m a big fan of history, history of anything, buildings, streets, towns, cars, really anything that as a little history, I’m interested in hearing about.
So my issue was I just hadn’t sat down and picked one yet to write about. I was going to do the Ford 302, the engine my Mustang has, or the Crossfire in the Corvette and I will. But the other day I got my September issue of Classic Car #72 from the Hemmings nation and on the cover was “12 Dynamic Dodge Darts Fun Cars that you must own”. That triggered a memory of the Dodge Dart I owned when I was in college, I think owned it about 5 months..just long enough to remove all the rust and patch the holes and get it into primer before selling it.
As I read the articles in this issue, I remembered the 318 that my Dart had in and as I read further I decided to kick my series off with Mopar’s 318.
So over the next few posts I have some interesting details on configurations and various cars it was used in and some specs. I’ll try to remember to list the references so you can look up additional info.
Here’s my story of using household items to fix cars. Kinda like a turkey baster tool. Ha Ha.
Finally solved the fuel boil over problem on the 82 Cougar wagon with an inline six and 1 bbl carb.
I live and drive mostly above 2,000 feet and with the fuel blending today the fuel in the carb bowl will boil over and come out the fuel vent in the carb throat, pooling in the intake manifold causing a flooded condition resulting in hard starting when the engine is hot with the huge plume of black smoke when it did start. I’ve tried all manner of fixes that included: lowering the float, retarding the timing, advancing the timing and investigating whether the manifold, catalytic converter or the exhaust was restricted in some way. I built a heat shield out of aluminum and tried that. Some people had suggested using a thicker carb base gasket or even doubling the gasket which would have required longer mounting studs for the carb. Since it hasn’t been a daily driver in the summer due to a broken a/c I’ve put off the fix. I tried to find a phenolic material to make a carb base spacer for the carb that would insulate it from the heat with no luck.
Finally my wife went to Wal-Mart and bought a plastic cutting board for me on my request. It’s made from a hard polyethylene material that’s just over 7/16″ thick. So, I did the obvious scientific test on the material. I got the car to operating temperature and held the cutting board to the exhaust manifold and it did not melt. So I cut the board, drilled the carb bore hole with a 1 and 7/8″ hole saw, drilled the stud holes, made a thin gasket for both sides of the material and sealed it with red high temp permatex gasket maker and installed my new base plate. To test I drove the car in 108 degree heat to full operating temperature for 10 miles with the now fixed a/c blowing hard and the boil over problem is gone. There is no longer any fuel smell or hard starting when hot due to fuel in the intake manifold. Finally after almost 8 years this annoying problem is fixed. I don’t know why this material insulates so well over the factory thick gasket but it does.
The material doesn’t seem to be affected by fuel either.
I’m sure others have been baffled by this problem since most fuels today contain ethanol and other materials that lower the boiling temperature of gasoline. Altitude certainly plays a part as my car never did this at sea level even in 100 degree weather.
