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To give you some numbers from "GMC Speed Manual" written by Bill Fisher (1955): 165 to 185 horsepower using: large valves, 3/4 race camshaft, dual carbs, 8.5:1 compression, and stock exhaust. 195 to 225 horsepower using: large valves, full race camshaft, three carbs, 8.5 to 9:1 compression...

I have had three 302 powered vehicles in my live and lived and breathed them for over a decade. It is REALLY hard to get horsepower out of GMs old engines. It doesn't matter what you spend, money does not equal horsepower. A high flow intake and exhaust do little good when you are limited to...

Take the 50 to 70 HP with a grain of salt. A 70 HP gain would be a ~54% increase and you WILL NOT see that with any bolt on equipment on a abysmally low compression engine with limited rpm range. IMHO and experience, you are wasting your money. Here are some 302 buildup notes. Note what...

Yes, but it is actually easier to remove the pitman arm from the box, IMHO.

My pitman arm is 8.5" long and works fine. It is a compromise of steering force and turns ratio. Make sure that you get the 1500 psi box to maximize the force. The only real drawback is that it does not move through its full range of motion to open the relief valves at the end and let trapped...

There is a small (your carb) and a large size (2300 series). The adapter mates the two. I do not know how the carb relates to shifting.

I had a custom sleeve made which uses common off the shelf tie rod ends. The pitman arm is whatever came on the box (Ford).

The originals went in a box of parts with two 331 engines that I sold awhile ago.

The 5-ton pump uses an external reservoir. I suggest a reservoir off of a larger truck (Mack, et al) which has the built in filter. Ross recommends a 50 micron filter for the HF54.

I used a common large bolt pattern Holley economaster carb on my Reo with very good results. I used a Holley to Rochester adapter. Years ago, I used a Holley 4412 500 CFM carb on a 302 GMC in my pickup; again using the adapter. I used a die grinder to port match the maniflod to the carb...

You are right, my oversight on the speed.

An engine which has 134 horsepower produces a hair shy of 100kW of output at the crankshaft (134 * 746). Assuming 80% conversion efficiency (probably a few points low) in the generator head, this would result in an 80kW output. While it won't produce full 100kW output, it was just a good way...

I'v searched the forums but havent' found the answers... I'd like to put an LDS wastegate turbo on my M35. Can the starter be reclocked to clear the wastegate? Will the M35 intake hose fit the LDS turbo inlet? Will the M35 exhaust fit the LDS turbo? It appears that the LDS turbo...

From: Brake Hoses | TRW Automotive Aftermarket "Superior multi-layer EPDM / reinforced PVA"

I have a new front pipe. $50 plus shipping.

Heath, IMHO, your are focusing on the wrong things. The LDS's cooling channel is designed to cool the top ring land and does it at a 100F maximum! The LD, LDT, and LDS all have the piston cooling valve and oil galley in the block (at least all of the ones that I have seen). It seems like a...

Just want to note that this is for the LDS465-2, not the more common LDS465-1 used in the 5-ton 6x6.

Use EPDM for DOT 3. Readily available on ebay. Normal fuel hose will disintegrate with DOT3....

Based on Continental's own literature, the oil channel in the piston doesn't do very much (100F reduction in upper ring land temperature). My BELIEF is that you can realize most if not all of the LDS horsepower by simply turning up the LDT's fuel.

What brand of AGM do you sell?