Let’s take a look at the 5 most trending articles of February

It’s time for our monthly again In case you missed it summary that features the 5 most trending articles we published in the last month. I know some of you might be wondering why I am posting an article that just features past articles, but the internet is constantly advancing, and some enthusiasts may have missed some of this interesting information.

Chevy Starter Fitment isn’t one size fits all

When it comes to starter motors in classic Chevrolet muscle cars of the 60s and 70s – and even the 80s – a starter is a starter, right? That is not exactly correct. Although most starters look alike, there are slight differences worth mentioning. To start (yes, pun intended), let’s look at nose cones. Unless you are considering the early starters which used three bolts and were attached to the bell housing, there were two nose cones you should be aware of.

Can you tell which starter fits which application? Check out the original article and you can.

Not only are there differences in the nose cones, but all is not equal when looking at the starter itself. Chevrolet has developed two starters for use in different applications. One was a “standard” starter, while the other was a “high torque” starter. Although the starters basically look the same, there are some external features that allow you to tell the difference.

There is a lot more information in this trending article, and you can read all by clicking here.

Discuss pump compression ratio and gas compatibility

Compression is one of the few areas of an engine where the “more is better” theory holds true. The standard recommendation for street engines running on pump gas has always been to aim for a compression ratio of 9.0:1 to maybe 9.5:1. This is how the engine can be run safely with pump gasoline, which for much of the country is limited to 91 octane. Although 9:1 is a safe number, maximizing compression is a great way to increase horsepower while improving fuel mileage, throttle response and drivability.


What is the highest compression ratio you think you can safely use with pump gasoline?

There are opportunities to increase compression ratios, as evidenced by OEs moving in that direction. In fact, GM’s LT1 direct-injected engines now run a static compression ratio of 11.5:1. However, these engines also benefit from detonation sensors and millions of dollars in research and development. But indications are that with the right combination of parts and cam timing, the days of being content with a 9.0:1 static compression ratio on a normally aspirated performance engine are quickly falling into disgrace.

To learn more about using higher compression ratios and the fuel pump, Click here.

Alternator Upgrade Wiring Tips for Popular GM Charging Systems

One of the most overlooked upgrades you can make is to the charging system. It was in the early 60’s when alternators were replacing generators. Since then, a landslide of charging system and alternator improvements has followed. In the original article, we decided to focus our attention on some of the most popular alternator conversions and the wiring harness modifications needed to fit them. We wanted to get the opinion of a few professionals in the automotive charging world, so we contacted Tuff Stuff Performance and Painless Performance.

To keep this trending article brief, we have not considered fitting different alternators to different engines, as this can get somewhat complicated. To simplify this as much as possible, the new CS130 and CS144 alternators are an excellent choice for small and big block Generation I Chevrolets, while the CS-130D is commonly used on factory accessory drives for engines LS.

You can check out the original trending article here.

Shaken & Stirred: 1966 Chevrolet Chevelle Pro-Touring Track Monster

Tom Farrington bought this 1966 Chevrolet Chevelle on Memorial Day weekend of 2002. Back then, the world was a very different place. Fuel prices were just a tiny fraction of what they are today, and the fear of accidentally pressing the “internet button” on your cellphone has resulted in images of crippling overage charges for your Bank account.


Not your typical ’66 Chevelle.

At the time, Tom’s wife, Debbie, stopped by for a visit to the Army Communications School he was attending in Sacramento. While discussing the future, the two found themselves discussing their shared passion for classic GM muscle cars and how, if they were to own another Chevelle, the Sacramento area would be the perfect place to score one. . And faster than you can say “whiplash,” a 1966 Chevelle materialized in a local tradesman’s log, and so the process began.

This is a cool trending article that you can read here.

Determining the optimum oil clearance for your engine

When talking about oil/bearing clearances and what type of oil to use, you usually get strong opinions from those who may or may not be the best judge of your particular setup. Keyboard mechanics abound on internet forums and are quick to offer their not-so-sound expertise to anyone willing to listen. But you can throw a dart and have a better chance of being right.

For years, according to AMSOIL’s Len Groom, engine builders have relied on a rule of thumb of about 0.001 inches of bearing clearance for every inch of journal diameter. But the caveat here is that this rule only applies to stock engines. The rule changes a bit for a performance app. Although rules are generally meant to be broken, it is best to err on the side of safety. A performance engine that spends much of its time at high rpm may need an extra gap (about 0.0005 inches) between the connecting rods and the sector to account for crankshaft flex and crankshaft stretch. the connecting rod.

The discussion in this trending article becomes in-depth and you can see more by clicking here.

This ’64 Nova was a first ride. Now that’s a number one hot rod

According to Paul Doggett, “it’s the [my wife’s] first car. His dad actually bought it for $50.00 in 1973. Even then it was cheap. The previous owner used it to transport hay for his horses. As you can imagine, life as a utility farm vehicle took more than a little havoc on the little ’64 Nova, and it took quite a bit of work.

Once loaded with hay, it’s now a hot rod the Doggetts can be proud of.

Initially, the car was intended for everyday use, but we all know how that ended up changing. “I knew I didn’t have the spare time or the skills to do the car well, so I worked with Lo-Man Rods in Tipp City, Ohio,” he says. “At first the plan was to do a simple rebuild with a rebuilt suspension, crate engine and OE-style interior. But as the saying goes, one thing led to another.

The transformation is amazing, and you can see more of the car by clicking here.

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