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161. RE: 260 cylinder heads (score: 1): Author: "Bob Palmer" <rpalmer@ucsd.edu>; Date: Sun, 23 Mar 2003 12:11:52 -0800; Thanks for your very interesting and informative response. I have now compared Mannel's and Monroe's casting number application information and, other than some omission's, Monroe's data agrees with; /html/tigers/2003-03/msg00167.html (9,647 bytes)
162. RE: 260 cylinder heads (score: 1): Author: "Bob Palmer" <rpalmer@ucsd.edu>; Date: Sun, 23 Mar 2003 18:39:44 -0800; Thanks for the reference information. However, I don't see that this information really provides us with anything new that helps resolve the discrepancy. In fact, the following link also parrots Mon; /html/tigers/2003-03/msg00170.html (9,878 bytes)
163. RE: 260 cylinder heads (score: 1): Author: "Bob Palmer" <rpalmer@ucsd.edu>; Date: Sun, 23 Mar 2003 19:09:30 -0800; Mannel has a Website! http://www.fordsmallblock.com/ I checked his "corrections" page; lots of them, but nothing about a mistake on the '64 260 heads. Maybe he'll respond to an inquiry. There are cer; /html/tigers/2003-03/msg00171.html (8,289 bytes)
164. RE: 260 cylinder heads (score: 1): Author: "Bob Palmer" <rpalmer@ucsd.edu>; Date: Sun, 23 Mar 2003 21:58:57 -0800; Thanks for the corroborating info. To an you also confirm that these heads are "A" castings? Bob Palmer rpalmer@ucsd.edu robertpalmer@paulhastings.com rpalmerbob@adelphia.net I have some early Tiger; /html/tigers/2003-03/msg00173.html (8,660 bytes)
165. RE: 260 cylinder heads (score: 1): Author: "Bob Palmer" <rpalmer@ucsd.edu>; Date: Mon, 24 Mar 2003 19:08:48 -0800; I just received a nice reply to my inquiry from Bob Mannel. Bottom line, he says that Monroe's casting number is wrong in this case and others. I have asked his permission to post his reply to the L; /html/tigers/2003-03/msg00174.html (8,448 bytes)
166. RE: 260 cylinder heads (score: 1): Author: "Bob Palmer" <rpalmer@ucsd.edu>; Date: Wed, 26 Mar 2003 20:44:32 -0800; Here is Bob Mannel's response to my inquiry about the possible existence of a variant C4OE-B head, i.e., not the HiPo head, and with no "289" marking. Bob Palmer rpalmer@ucsd.edu robertpalmer@paulha; /html/tigers/2003-03/msg00181.html (9,955 bytes)
167. RE: 260 cylinder heads (score: 1): Author: "Bob Palmer" <rpalmer@ucsd.edu>; Date: Wed, 26 Mar 2003 20:44:34 -0800; Here is a follow-up response from Mannel. Bob Palmer rpalmer@ucsd.edu robertpalmer@paulhastings.com rpalmerbob@adelphia.net Bob, Sure, it is okay to post. Yes, I would like to hear the results. Tiger; /html/tigers/2003-03/msg00182.html (9,315 bytes)
168. RE: Hydraulic vs Solid Lifters (score: 1): Author: "Bob Palmer" <rpalmer@ucsd.edu>; Date: Thu, 27 Mar 2003 20:26:45 -0800; Actually, while hydraulics may seem soft (and I'm not really certain of this), just to be clear, solid lifters will not feel solid, but loose when the valve is closed. All solid lifter cams are desi; /html/tigers/2003-03/msg00196.html (8,691 bytes)
169. RE: 260 cylinder heads (score: 1): Author: "Bob Palmer" <rpalmer@ucsd.edu>; Date: Sat, 29 Mar 2003 18:08:34 -0800; All of Tom's information for the 260 and 289 heads jibes with Mannel. Also, according to Mannel, all 221 and early 260 heads had 1.59" intake and 1.39" exhaust valves with 0.310" stem diameters. In; /html/tigers/2003-03/msg00244.html (8,496 bytes)
170. RE: 260 V-8 (score: 1): Author: "Bob Palmer" <rpalmer@ucsd.edu>; Date: Sat, 29 Mar 2003 18:53:41 -0800; Putting 289 heads with larger 1.79" intakes on 260's was apparently common practice back in the '60's. Mannel's book reproduces a Ford ad for the "Cobra Kit", which was basically HiPo heads and cams; /html/tigers/2003-03/msg00246.html (7,431 bytes)
171. RE: 260 cylinder heads (score: 1): Author: "Bob Palmer" <rpalmer@ucsd.edu>; Date: Sun, 30 Mar 2003 09:47:11 -0800; I hope you aren't completely regretting having brought this subject up. It has been, for me, an interesting excursion and maybe helpful insofar as bringing attention to some largely overlooked infor; /html/tigers/2003-03/msg00252.html (9,976 bytes)
172. FW: 260 cylinder heads (score: 1): Author: "Bob Palmer" <rpalmer@ucsd.edu>; Date: Sun, 30 Mar 2003 22:40:14 -0800; Thanks ever so much for taking the trouble to check this point of contention out. I think your analysis is spot on; so, everyone take a pencil and cross out "B" and write in "A" on page 28 of Monroe; /html/tigers/2003-03/msg00262.html (8,364 bytes)
173. RE: Coil Failure? (score: 1): Author: "Bob Palmer" <rpalmer@ucsd.edu>; Date: Sat, 1 Feb 2003 15:03:47 -0800; This wasn't the first one Steve had go bad - just a little longer time to failure this time. "My second Pertronics Ignitor II ignition and Flamethrower II coil have now worked flawlessly for six wee; /html/tigers/2003-02/msg00007.html (8,199 bytes)
174. RE: Desktop Dyno Fun (score: 1): Author: "Bob Palmer" <rpalmer@ucsd.edu>; Date: Sun, 2 Feb 2003 15:57:36 -0800; Interesting question. Here's how I think it should be analyzed. To a first approximation, engine horsepower scales as displacement times rpm. That is, a 400 ci engine at 2,000 rpm will have about th; /html/tigers/2003-02/msg00018.html (8,281 bytes)
175. RE: Desktop Dyno Fun (score: 1): Author: "Bob Palmer" <rpalmer@ucsd.edu>; Date: Mon, 3 Feb 2003 08:49:49 -0800; I was pretty short on explanation. I'm considered an engine fundamentally as a black box that converts fuel/air into work. So many cfm of fuel/air go in and so much horsepower comes out. This should; /html/tigers/2003-02/msg00023.html (7,901 bytes)
176. RE: Desktop Dyno Fun (score: 1): Author: "Bob Palmer" <rpalmer@ucsd.edu>; Date: Mon, 3 Feb 2003 08:49:48 -0800; Now we're getting somewhere. The program may actually be more sophisticated than you expected. It didn't need to be built from scratch; the equations including parasitic losses (friction) have alrea; /html/tigers/2003-02/msg00024.html (8,067 bytes)
177. RE: Poly lock grip question (score: 1): Author: "Bob Palmer" <rpalmer@ucsd.edu>; Date: Mon, 3 Feb 2003 20:56:36 -0800; The rule I've been taught is that you achieve full strength when the threaded depth of a bolt is equal to its diameter. That would mean either 3/8" or 7/16" in your case. This assumes the threads ar; /html/tigers/2003-02/msg00034.html (7,132 bytes)
178. RE: Desk top Dyno fun (score: 1): Author: "Bob Palmer" <rpalmer@ucsd.edu>; Date: Sun, 9 Feb 2003 18:37:41 -0800; Apparently, my assertion that engines should be compared on an equal cfm basis needs some further explanation. What I said earlier was that a 400 ci motor at 2000 rpm, to a zeroth order approximatio; /html/tigers/2003-02/msg00089.html (8,999 bytes)
179. RE: Desk top Dyno fun (score: 1): Author: "Bob Palmer" <rpalmer@ucsd.edu>; Date: Sun, 9 Feb 2003 19:59:44 -0800; Consider this; why does any engine of a given displacement reach a point where it begins making less horsepower at higher rpm? The same reason, say a 289 would make less horsepower at 6,500 rpm than; /html/tigers/2003-02/msg00091.html (8,300 bytes)
180. RE: Desk top Dyno fun (score: 1): Author: "Bob Palmer" <rpalmer@ucsd.edu>; Date: Mon, 10 Feb 2003 09:00:07 -0800; Sorry, but I have to disagree with this whole "reciprocating mass acceleration/deceleration" loses horsepower argument. One might think this it true if you focus, for example, on the motion of a sin; /html/tigers/2003-02/msg00102.html (8,645 bytes)

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