The "one wire" (not really, it's a three wire - the "one wire"
functionality is provided by changing the integral regulator to an
aftermarket unit, and personally, I'd rather rewire rather than use a
one wire) Delco was introduced at least by 1973; my dad's pickup has a
10SI under the hood.
replace "roosters" with "cox" to reply.
I dunno. When I noticed it, I called the dealership. They told me Ford did
not have access to 100-amp alternators and equipped all their taxi and
police package vehicles with Delcos they bought from GM.
Weirdest deal was my '91 Ford Econoline 150 van with 4.9L straight 6
w/ fuel injection and overdrive. When I lived in CA, near sea level,
the best I could avg was 18-19mpg babying the go pedal to keep it
below 62mph. Moved to CO (where the van was originally sold) and I
could get 23-24mpg running at 70-75mph. Go figure. Too bad I put it
into a tree on the outside of an icy turn. :(
They really only cracked if they were overtorqued. Usually started
with a loose manifold and a burned gasket - so it was tighteded trying
to fix the gasket leak - which then cracked the manifold.. I know - I
replaced lots of them back then. Including ONE of my own.
But it only downshifted into second. To get it into low required
hitting the brakes and the accellerator to get the driveshaft speed
down (by sliding the rear wheels) and the throttle pressure up (by
flooring the accellerator. With my 63 set up the way I had it
(206RWHP) I could force it into low at about 58MPH, but no higher -
and it would do 60 in 1st if I held it in.
The 727 was good for "fish-hooks" at about 20MPH on a 318 or 383.
As foir the engine, it was USED as an industrial engine, but it was
DESIGNED as an automotive powerplant - actually for the Valiant (first
application of the slant six engine)
The points were on the opposite side of the engine from the exhaust,
so exhaust burns were NOT a possibility unless you were an orangutan.
I always set the engine to #1 TDC and pulled the distributor to do
points on my conventional ignition Slanties. On the 170 I had to - set
them up on the distributor machine to make sure they didn't bounce or
float at 6500RPM. Anything other than #1 TDC they were a royal pain
to get properly retimed.
They did - actually quite a few companies - but You didn't see many -
the warmup wirhout a heat rizer was pretty tricky in cold weather, and
carb icing was a real problem with any humidity at all.
Ignition was never a problem if you used good wires and caps - mine
would start with a garden hose running over the engine.
The manifolds generally cracked when they were overtorqued trying to
stop a manifold gasket leak.
They would not shift into low above about 58MPH, and even then you
needed to have your foot to the floor to do it.
The slant six was designed for the Valiant - and then used as an
industrial engine, truck engine, and base engine on just about
everything Chrysler built.
The dual pump automatics would take a real beating - but the
"fish-hook" trick generally only worked at speeds under 30MPH
(actually 20, IIRC) They would not engage reverse at higher speeds.
Complete and total bullshit! As a mechanic who has owned more than
one VW, don't even bother with trying to convince me of VW's
reliability. A good practical design (bug) yes. Reliable? Please.
My first bug, the engine trashed itself at a mere 45mph. The brakes
locked up by themselves. I had a diesel Rabbit that almost did a
Blues Brother's disintergration right before my eyes ....and suffered
the exact same brake lock-up, I might add. I was driving a 1950 Chevy
pickup long after my VWs were consigned to the trash heap.
Not as sad as your total failure at exercising common sense.
Au Contraire - they make VERY reliable cars. You can rely on them to
make trouble when they are most needed.
That said, one of the least troublesome cars I ever owned - and the
price was definitely right on top of it all, was a 1972 Vauxhaul Viva
HC - sold in Canada as the Pontiac Firenza. I bought it for $250 in
1979 when it was traded for a new Lada
It took the typical British "fondling it's nuts" on a semi-regular
basis, but the only breakdown I suffered with it was when the timing
belt broke heading south out of Sydney Nova Scotia - fixed at the side
of the road - and the regulator died the next day just North of
To a point.
But I worked a LOT on the few that were running around my home town in
the late 60s and early 70s. And for years after too.
I drove a 1949 Beetle - it didn't have enough power to hurt itself -
or even get out of it's own way - and it DID last a long time, with
regular and periodic infusions of sweat, cursing, and parts.
We had TWO 1500 squarebacks die on us in one week-long holiday and we
never did get to our destination.
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