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  1. 6 points
    Dec 3rd - The casting of intakes were completed yesterday. They will go out for heat treating Monday, then will be boxed up and shipped to us. At that point we need to machine them, tap and thread them and they will be ready to ship. Obviously for those wanting linkage that will be made on a custom basis to meet specific customers needs! At this moment there of this production run, there are 2 of the AoK triples coming that are not spoken for, and there are 6 of the new AoK dual intakes not spoken for. Triples are $495 and Duals are $425 plus shipping Tim & George
  2. 6 points
    55 Fargo

    Nostalgic Chrysler Flathead Racing Blog

    Excellent Blog, and excellent read, hope we get others who can share there Chrysler Flathead Racing stories from the past....thanx for Creating this blog Tim
  3. 5 points
    timkingsbury

    The Grand Master Turns 85 today !

    Howdy Folks - On behalf of George Asche Jr - thank you one and all for the Birthday wishes. He has seen all of the notes on the thread and received a great number of calls wishing him well. He really was humbled by the shear volume and really did appreciate it. A few have sent me notes and of course those have been passed on. In a few of those notes was asking if George's uncle Harry is really still alive. Yes he is, yes he really is George's uncle.. and while he isn't a lot older than George, he is a bit older. He turns 88 on March 6th. I was down and spent some time at AoK world wide HQ, also known as George's house and shops.. While there we went down to "Uncle Harry's" and brought him up to Georges to inspect a new car George recently purchased. It is a 1929 Desoto 4 door, which is actually like the 1st car George ever owned. Ive updated this blog entry to add those pictures.. Harry and George beaming ear to ear over the new car. Also a rare shot over in the Asche Mechanical Shop with Harry, George Jr, George III and Rob also known as George's #1 and #2 son.. Lol.. you can ask George who #3 is if your ever talking to him. Harry was telling the boys about a legendary grudge race on a Nascar track between his #90 car with a flathead 265 that George had built vs a guy running a 392 Hemi. The punch line, yes Harry won the race.. The rest of the story, well that is for another time. But I thought people would like to see a few pictures of the folks you often hear me or someone talk about !
  4. 5 points
    Cpt.Fred

    Today I lost my second Mom..

    there is a candle burning for June over here.
  5. 5 points
    Well.. your 5.7 litre hemi depending on its year, has a rev limiter built into the system. When they 1st came out it was set at 5570, and I think its now something like 5800 depending on the application. You can chip that hemi, void the warranty and catch up with the RPM of the worlds fastest dinosaur. RPM is a funny thing and it depends what the application is. Top Fuel cars are a classic example where they have actually dialed back the rpm, as they shortened the racing from 1/4 mile and they start to talk about how many times the engine turns over the course of the race. In terms of the most powerful on the planet, I cant say that because I just don't know. I also know we could actually pull more power out of a flathead and God willing, down the road that may come to be. We have a special blower intake in prototype form, and we have only started to play with the food (fuel) that feeds the Raptor! lol In terms of my 1949, I also cant make that claim, although I have definitely not seen a more powerful one out on the street, nor has any of the AoK boys, although to be honest that was never our goal. It was more to take a flathead, make it streetable, and able to operator on "pump gas". If I was willing to shift to Octane booster and nitros which I actually have the ability to introduce into the engine, but I was looking for something with a little longer fuse ! Small block chevy's.... lol.. Lets just say we love being the under dog and love the element of surprise. Your correct on doing more milder builds, although we have made available the cam in my car in both the USA small block and the Canadian big block and while a little lumpy at idle you don't have to go completely wild to use them. Going from what your mentioning, to get that last bit of performance gets expensive. Just take pistons for example. Take what a set of overbore pistons cost and they are actually pretty reasonable. Unfortunately its getting limited to cast pistons instead of forged but still very serviceable. We wanted big over bore forged pistons and modern rings. That road lead us to Venolia . Next thing you know we ordered up several sets of big bore (125 thou over the stock 3 7/16" bore). We made them smaller, lighter, with specialty coating, 3 rings and plasma moly rings. They were, lol pricy! Now do they outperform 4 ring cast pistons, oh for sure. Is it worth the cost... lol.. I am sure the AoK boys wives don't think so. But for the Boys.. why do it... easy, because we can! Had we found forged 125 thou pistons which a decade ago I could easily order, we likely wouldn't have went crazy and to be honest its not a path I would recommend for very many clients and definitely would suggest disclosing the cost to your significant other. But if you want them.. Here is where to buy them and were happy to hand over our specs and order information. http://www.venolia.com/ Finally, were looking forward to seeing you as well, and Ill finish off with a new version of something a number of the AoK boys family have attached to vehicles !
  6. 5 points
    timkingsbury

    Nostalgic Chrysler Flathead Racing Blog

    Ok I found a few tid-bits to get the party started... 1st 3 are Rex Rains who in 1961 was the runner up to a blown twin v8 chevy that won the race at 160 mph Rex who was running a very un-aerodynamic dragster was apparently less than a length behind the winner although I still have to track down Rex who is still around I am told, and get more details. Next up I thought a cool advertisement of the day. It was in 1951 which was already covering the 1952 model year. This came from the oct 1951 hop up magazine Next up a bit of a taste-teaser which was boat racing. My Sweetie which tended to have issues with leaking and I am not talking the motor, but the hull, is a boat with a family connection. I will try and dig up more details. It was at its start a Dodge Truck engine with a few.. ok a lot of mods. The next two is a bit of a side-bar... is an original dealership advertisement that could be found in the fall of 1951 concerning the 1952 model year. At this time the v8 hemi had 3 less hp than did the 265 with dual carbs and exhaust, and was the most hp available at the time. Yes, 1953 that was not the case, but 1952 this was it. Advertised at 136 hp, and I hope to at some point bring forward the evidence of the day where the test engine tested in Windsor in the test bed room, exceeded the advertised hp rating Finally, for me, "The King" George Asche who has a long history of racing flatheads. This being a picture my Dad took of George joking around a little more than a decade ago.. AoK racing at its finest ??? Lol. But seriously I will eventually get around to racing from both sides of what is now AoK racing..A being Asche and K being Kingsbury. George of course known as the guy who was undefeated in the 1950s on Daytona Beach in the "flying mile" drag race taking on all comers. In that meet, a Chrysler hemi, lots of V8s and even a Jaguar rail with a v12 in it. George in his 1929 Desoto, sporting a 120 tho overbored 265 Chrysler turned 142 mph. Yes the car he still owns and drives. Later on George would be the engine builder and crew chief for his Uncle Harry Hien, the legendary #90 who is in the nascar hall of fame, drove Chrysler flathead straight 8s, and then flathead 6s with all kinds of combinations and modifications. Harry believe it or not is still alive and kicking and his last #90 car still exists. I will try and do a series on Harry and his car, and maybe take it for a spin.
  7. 5 points
    Well I am sorry to hear of all your work and efforts only to have them not work out. While I am far from a fan of the t5 transmission conversion I do know those who made it work for them and were happy with the end results. Lol or at least they were not prepared to admit that it wasn't the best idea. We are all often guilty of doing something and then believing it is the only possible answer to a problem or that others are crazy to do anything else. I too can be guilty of that I am sure. As by Grandfather used to say there is a reason they make Chocolate, Vanilla and Strawberry IceCream. If you then pushed and said, so are you saying Chevy's are great car, you might be surprised by his response. It was one that my Dad often gave - "I love Chevy's and I am glad people buy them, because if they didn't I could not have made a great living beating them and fixing them!". I will send you a detailed email to you with a chart of all of the T5 transmissions, covering the gear splits and overdrives available. For the blog, I will say if I already went to all the work you have, so it is really the splits and lack of a decent overdrive ratio, you may wish to consider finding a better suited t5. There are definitely t5's with much better overdrive ratios, and there are some with slightly better gear ratio splits. The t5 was designed for engines with way less torque than a flathead mopar, and in many cases engines with far less horsepower. So it is a compromise. That being said, everything other than the mopar overdrive which was designed for the vehicle, is going to be. With a $1k budget, unless you find a 52-56 Plymouth overdrive in a scrap yard and can get it out with the wiring, kick down switch, relay etc cheap, your going to have a hard time getting into that snack bracket. With all the work you have already completed. Here are some examples: TAG # VEHICLE APPLICATION REV 1st 2nd 3rd 4th 5th 1352-065 Ford 1984 Mustang/Capri 5.0 V8 2.76 2.95 1.94 1.34 1.00 0.63 1352-035 AMC 1983 Jeep CJ 2.1 L4 Diesel 2.2 2.76 2.95 1.94 1.34 1.00 0.73 That is not a definitive list, that I will send to you. I also want to say I am no expert on these transmissions, so you will need to do some research to see if they can be a direct replacement for the one you pulled out. But for example the Jeep (aka soon to be a Mopar) has a 2.95 1st, and a .73 5th so that may achieve . Your stock transmission has a 1st of 2.57, 2nd of 1.83 3rd of 1.0 and reverse of 3.48 Sorry if I am sounding like the t5 transmission conversion fan here, because I am definitely not that, but when you have already put all the time, effort and money into a conversion the cheapest solution may just be to find a better t5 to suit your application. Now on to your other part of your post and what is really what you were looking for from me; another option. So once upon a time I would have went down the road of a floor shift. The trucks I love and learned to drive in, the car I drive every day, and even the 1st car I purchased were all floor shift models. That means I am predisposed to floor shift. I have a 1948 Plymouth Club Coupe as well as a 1949 Plymouth Business Coupe and if it was 30 years ago I would guarantee I would only be interested in a floor shift. lol but today, my 49 is still a column shift and I could have made it a floor shift. Even with the 1952-56 r10 in it, I have a shifter my Dad made/modified to allow for the R10 to be a floor shift. I just didn't want to loose the "floor real estate" that the floor shift took up. That being said, I know many still want a floor shift and while its not clear if that was in your motivation, my next solution would be floor shift. Also likely not surprising it is not a Chevy or T5 solution. My suggestion would be to use a 1975-85 Mopar (aluminum case) A833 4speed transmission. It has gear splits of 1st: 3.09:1, 2nd: 1.67:1 3rd: 1:1 4th: 0.73:1 (Trucks used a 0.71:1 fourth) The high level of doing the conversion is this. You will need an adapter plate and screws to connect the A833 4 speed to your stock bell housing. You will not need to grind and modify your bell housing. You will need to change your clutch to fine spline although everything else works, even the pilot bushing is the same. On the back of the transmission you will need to change the yoke of the tranny and modify the drive shaft to accommodate the modern yoke. Or you can change the rear end to a more modern rear end which would give you bigger brakes and an easier solution for the parking brake. As I know you will have had to deal with when your did the t5 conversion, when you loose your original Plymouth 3 speed, you loose your brake drum on the back of the transmission for the parking brake. There is the Coles Note version of an A833 4 speed with overdrive conversion. Depending on the model of Plymouth and year, you may need to modify the shifter leaver coming up through the floor. We have already assisted in one project that put the A833 into a 1937 Plymouth. Yes, that car has the X-Frame with the loop and yes he was able to deal with that added challenge. He had to modify the shifter so it bent left (towards the passenger side) and then again forward (toward the fire wall) so it came up the original floor shift position in the 1937. But it fit in perfectly and to quote him - "it shifts like a dream". Keep in mind the A833 4 speed I am referring to is the aluminum cased model that came out with overdrive in 1975 and not the earlier Cast Iron model that is highly sought after by the Mopar Big Block folks. That earlier transmission would give you the floor shift, but is 1.1 in 4th, so you get no overdrive. I will do a blog at some point on a "A833 4speed with overdrive Primer" but for now, if you or anyone else is interested you can always send me a not and we will be happy to help. Tim
  8. 4 points
    Wow... Wow... Wow.. That sign is just stunning! I have a good idea what it took to restore it. I have also seen the sign at the Chrysler Museum about 20 years ago. I looked at real close and snapped a few pictures. It was no where near the condition this one was. One of the staff told me that signed was worth $25,000 easily. I can see the "Approved Service" Banner sticks out further one both sides that the one at the Museum. The little blue triangle at the bottom on each end are not on the one at the Museum. Bet that is the extra 1 1/2" on each side. With the prices I have seen at Barrett Jackson Memorabilia Auction I would have to think you could get 2 or 3 x what your asking if not more. It really is stunning.. I don't have a place to display it and I cant really afford it, but I am going to sharpen my pencil and see if I can pull it off. Email sent!
  9. 4 points
    Your very welcome. I hope it helps clarify a few long standing fallacies and takes away some of the mysteries on flathead 6 carburation. The carter ball and ball really is quite a carb design, with great throttle response and terrific fuel atomization and delivery over wide ranges of torque and rpm ranges. There is no doubt with enough time and money a computerize fuel injection system could outperform our AoK triple carb intake equipped with carter ball and balls, but I don't see a line up of guys putting their money where there mouths are for that challenge. Whether rock stock smallest cubic inch flathead mopar or bored out 125 thou 265 big block, stroked with a wild cam, high compression and all kinds of tricks it doesn't matter. The engine with two equally split carbs and dual exhaust runs better, has more power and gets better fuel economy if driven the same as a single carb configuration and all factors are better with 3 carbs and dual exhaust, no matter which flathead 6 engine with 3 Siamese intake ports. Going to 3 carbs does have consequences in terms of air cleaners and air boxes under hoods so it isn't without some compromises. But the often heard comment that you need some performance engine to handle two carbs and need some full race motors for 3 carbs is just absolutely incorrect or flawed engineering logic... lol.. or a lack of engineering logic and a lack of understanding how a flathead mopar with 3 Siamese intake ports actually work.
  10. 4 points
    Here is my carter ball and ball cheat sheet. Always keep in mind that it is very common to see people swapping tops, middle sections and bases so often looking at the marked part number on the carb bowl wing turns out to be foiled when someone has swapped around parts. Add in different jetting and carter ball and ball carbs give you an incredible range of carburation choices. This isn't a definitive list of every Carter Ball and Ball used, and some I didn't list throttle bores and venture sizes, nor did I get into jetting. You can literally wind up with paralysis by analysis with all the combinations an permutations there are available. Carter ball and ball Carburetor - Tim's cheat sheet Plymouth - 3 bolt – center section is 660 for Plymouth – starting 1950 2 bolt – center section is 635 - 1949 only 2 bolt – center section is 370 - 1939 – 1948 633s 1934-35 taxi base 395-4 (1 1/8 throttle bore 1 1/16 venturi) 1933 – 1938 – model 439s (1 7/16 throttle bore and 1 ¼ venturi) 1940 – 1942 - “P9” Carter Carb Ball and Ball model # b6p1, b6r1 and b6s1 (2 hole base) (1 5/32 throttle bore 1 3/32 venturi) 1942 (p14) and 1946-48 (p15) Model d6g1 – (2 hole base) (1 9/16 throttle bore 1 ¼ venturi) * 1949 (p17 – p18) 1950 (p19-p20), 1951-52 (p22 – p23), 1952 (p24) and 1954 (P25) model d6h1, d6h2 ( 1 9/16 throttle bore 1 ¼ venturi) there was a d6n1, d6n2 and d6r1 which are the same as the 1949-1954 carbs but have throttle restrictors * 1953 – 1954 – P24-p25 Plymouth with overdrives – D6U1 (1 9/16 throttle bore and 1 ¼ venturi) Dodge Bolt pattern on base is 2 15/16” and the center hole 1 11/16” 3 bolt – center section is 661 for Dodge truck 2 bolt - center section 404 – from early 1941 to 1947 1937 – 1940 truck - etr1r (2 hole base) 1940 – 1948 cabover is a 6c1, 6c2, 6d1, 6dir, 6e1, 6f1, 6g1, 6m1 (updraft carb) 1941, 42, 46, 47 truck etr1r, b6s1, dta2, dtb1-dtb1r, dtb2-dtb2r, dtb3-dtb3r, etp2, etr1-etr1r 1942 – 1949 trucks – model dtc1 (1 9/16 throttle bore and 1 ¼ venturi) or model ett1 (1 11/16 bore and 1 11/32 venturi) * 1946-1947 carbs with velocity governors – eyb1, eyb4, eyc1, eyc3, et1, et2, et4, e7b1, e7c1, e7f1, e7s1 * 1950-1954 ½ and ¾ ton and 1952 1 ton – dte1 and dte2 (1 9/16 throttle bore and 1 ¼ venturi) * 1950 – 1956 1 ½ - 3 ton – e7t1 and e7t2 (1 11/16 throttle bore 1 11/32 venturi) 1950-1954 cabover is 6n1 and 6n2 (updraft) ** 1952 2 ¾ - 4ton with dual carburetors – e7u1 and e7u2 1 11/16 throttle bore amd 1 11/32 venturi) E7t10-1533 center * Dodge d46 and d47 – 1953 - model d6h2 1 – 9/16 throttle bore and 1 ¼ venturi * Same thing but with overdrive – model d6u1 (same bore and venturi) ** 1953-1956 2 ½ ton truck with 2 carbs – model e9k1 and 39y1 (1 11/16 throttle bore and 1 11/32 venturi) (this is the 265 ci motor carbs) *1953-1955 2 ¾ ton – 3 ½ ton or 1953-56 4 ton – model e9g1 (1 11/16 throttle bore and 1 ¼ venturi) (this was the 331-377-413 big block motor with dual carbs) * 1953-1955 1 and 1 ½ ton truck (route van) e9h1 (1 11/16 throttle bore and 1 11/32 venturi) (this is the 331-377-413 big block – single carb) * 1954 d51 and d52 – e9n1 or e9t1 (1 11/16 throttle bore and 1 11/32 venturi)
  11. 4 points
    timkingsbury

    Nostalgic Chrysler Flathead Racing Blog

    Well lets get the party started.. and kick it off with a team that we are big fans of. "The Montana Dodge Boys" Few know this and I will later on upload the “well buried” story of the boys.. which short Version is Pete “Pedro” Hendrickson who was challenged by a $100 bet by Earl "Edgy" Edgerton aka the owner of Edgy Speed Shop that there was no way they could make a competitive car to run on the salt flats in well 364 days. Earl, a great guy, had no idea just how motivated to win a $100 Pedro was, and this started the team known as “The Montana Dodge Boys” Now we will start off by disclosing that the real secret of this car is that is runs on “Montana Ale Works” product…. That is our story and were sticking to it.. lol Keep in mind they used what was called a Dodge “Fast 4” which had full oil pressure And 5 main bearings. This compared to Henry Ford was light years ahead of its time. It was a super short run of around 8 or 9 months, and was just before Walter Chrysler would purchase the company and soon after move from 4 to 6 cylinders, even though Less total cubic inches. So here we were speed week, 2008 as the Montana Dodge boys hit the salt! <iframe width="640" height="360" src="https://www.youtube.com/embed/Cncmru1IsG8?feature=player_detailpage" frameborder="0" allowfullscreen></iframe> The result.. not only did Earl have to fork over the $100, but Pedro had 3 world records Topping at 116.378 miles per hour. Trust me this was a very expensive $100 to win, but it was only the start ! Now a little look back.. hidden on the Dark Web, lol.. The Story behind the story ! <iframe width="640" height="360" src="https://www.youtube.com/embed/1JvV-BYNgt8?feature=player_detailpage" frameborder="0" allowfullscreen></iframe> Now you might think with that “C note” in hand, Pete “Pedro” would say, mission accomplished, we have done what we came for.. lol.. you must be kidding.. It was just starting.. So back to tuning, or modifications, and all kinds of secrets from various flathead mopars, and just not 4 cylinder Dodges came together and in august of 2009 it his the chassis dyno. The results – 124.73 hp <iframe width="640" height="360" src="https://www.youtube.com/embed/b28K9HthU1Y?feature=player_detailpage" frameborder="0" allowfullscreen></iframe> Its back to the salt flats and the results.. 127 mph.. Not to shabby… <iframe width="640" height="360" src="https://www.youtube.com/embed/Nm_SiFs4vtU?feature=player_detailpage" frameborder="0" allowfullscreen></iframe> Now yes they had hit the salt flats the year prior, and they did after.. But there would be more changes, including the big one, which in my mind wasn’t the head that they thought was the “bees knees” but the cam. List closely when in 2013 for their 10th world record, the “fast four” which was then 215 cubic inches dusted across the salt at just over 143 mph. <iframe width="640" height="360" src="https://www.youtube.com/embed/iCgMxIf6wwU?feature=player_detailpage" frameborder="0" allowfullscreen></iframe> Now 4 cylinder, 215 ci, more that 1 hp per cubic inch and we have the approval of the M.D.B to post that. https://www.facebook.com/MontanaDodgeBoys/videos/10152647914468707 Now here is a little sneak peak into the “Montana Dodge Boys” as they figure they should graduate to the 6 cylinder class.. Introducing “Clyde” which is a 1931 Supercharged F head DeSoto SA coupe. Yes F head, and not L head hot rod and definitely not a Model A Ford! <iframe width="640" height="360" src="https://www.youtube.com/embed/8GwiWNYdDLU?feature=player_detailpage" frameborder="0" allowfullscreen></iframe> For those interested the Desoto does not run a Desoto big block but a Dodge 230" inline flathead six so they could use the EDGY F-head conversion (1 of 4 cast). Its running a 1954 Kaiser supercharger blowing through three new heavily-modified Strombergs 97s on a homebuilt log intake and a vintage Paxton boost-regulated fuel regulator. It uses Fenton headers and runs on the stock 19" wires with Excelsior radials. What we know is that it definitely has more than the 40 hp of Henry Fords 1931 roadster and definitely exceeds the 2200 rpm of Fords engine.. It will also definitely beat your average “Echo”.. Now can it out run an AoK 1949 Plymouth... interesting question I think... lol..
  12. 4 points
    I will add you both to the list to let you know when we are ready to ship ! In terms of pricing, the new AoK dual intakes will be $425 each, plus $125 if you want the stainless linkage, plus shipping. If you want a matched pair of carter ball and ball carbs, completely built/rebuilt, they are $175 each, or $150- each if you supply complete rebuildable cores. Your cores do not need to be a match pair. So for a complete setup your looking at $850 plus shipping. We would ship a complete intake with carbs and linkage mounted and ready to bolt on your car. Your just need to let us know what application it is going on. Aka, a car or a truck, and what year and model of car or truck they are going on. Additionally we do make dual exhaust headers from stock exhaust and they are $175 for a pair of headers. I will put pictures on this blog entry (above) of our big block AoK triple with the headers. Obviously these would be for the small block (23 1/2" Plymouth/Dodge engine) but would have a similar look. Tim
  13. 4 points
    Did you ever hear the story of Tom Ruddy of Beverly Hills? here it is as I read in the 1952 edition of Hop-Up magazine, he had a 1950 Plymouth business coupe with a reputation, he created a real dent in Southern California racing circles , in close conjunction with Engles Machine Shop, to get maximum performance from his engine, the car was used for personal transportation and raced weekly at the local dragstrips. No lower end troubles developed even after a solid year of racing. Toms car was equipped with a specially adapted manifold using two Stromberg 81s .080" mill on a 1950 head giving well over 8:1 compression, and a reworked stock ignition. This amount of mill required flycutting the head to clear the valves. Cam was a 3/4 Engle "Special" grind. Gear ratio was 3.54:1 [stock]. A run at one Russetta Timing Lakes Meet in 1951 showed a true top speed of 103 mph the results attained by Toms car shows what can be done to your Plymouth to make it really perform.
  14. 3 points
    From one Paul to another Paul, I have known George and Tim for around 20 years now and did have the opportunity to meet Eddy Kingsbury at Chrysler Carlisle in 2009. Classy, professional and all of them were off the chart smart and some of the modest guys I have ever met. Like you I 1st met George and Tim via the telephone. That was great, but nothing like meeting them in person. If you ever have the opportunity, I would strongly suggest it should be on the top of every true Flathead Mopar enthusiast bucket list. Just don't wait to long as George is getting up there and Tim's Dad who I intended to go north to Canada to see the following spring, passed away that fall. That is not to take away from Tim although there is nothing like talking to guys who were there in the early days, or at least the 1940's , 50s and 60s and in the forefront of Performance Flatheads back then. My apologies for the speech but I just thought it was appropriate when two good guys who maybe don't seem to know each other quite as well, might just have ran into each other in the back wood, both thinking the other had their guns drawn! Paul M
  15. 3 points
    Hey Paul - Its not the Kingsbury or Asche style to go bashing people and because it is our blog, I would prefer to exercise some tolerance and flexibility when in my mind its clear someone just wandered down the wrong road. As well the idea of floor shift concepts isn't a bad idea for a topic so I will start one. But no apologies required. Now lol, if it was a chevy part, or t5 suggestion, well I would likely be suggesting your in the wrong church!. Have a great one and good luck on the knee surgery. Tim & George
  16. 3 points
    Hi Tim, glad to hear George is home, but sorry to hear his recovery is not going as well as expected. Give him and his family my regards, for a speedy recovery. I am also sad to hear your Mother is not doing well these days, not easy for her and not easy for you. I hope all works out for her, and she is feeling better soon. I am glad the merchandise is moving along, and hope George is back in the workshop ASAP to get those orders fulfilled. I sure wish I were much closer, could and would help you package and ship orders. Hang in there Buddy, and lets hope all returns to normal real soon......
  17. 3 points
    We have been quizzed a few times this week about supply of intakes in the future and costing after the above blog entry said - "After that, there will be no more at this price point that is for sure and whether we have any more made with depend on customer demand. " I really don't want to harp on this too much but I will provide this explanation. We started into the project of creating a Dual Carb intake for the 23 1/2" USA small block now several years ago. We felt we could exploit all of the research, design, testing etc from the AoK triple intake for the 25 1/2" Canadian big block and really cut the cost to develop this intake by a bunch. While for reasons talked about before, the timing to get this from the drawing board to a prototype way exceeded expectations. Funny enough.. the actual cost to bring it to that point was right on budget. I know , good news right ! What did change for us was the production cost. Cost of supplies increased a lot. But that wasn't the big problem, nor was the unplanned costs to change some minor things. to the pattern to turn around the name and increase the size of the linkage block. The big issue was our good friend who has done all of our pattern work, and has casted the AoK triples for now 12 + years stopped doing it. He had lost his wife, a great deal of things have happened in his life and he sold everything and is out of the business. Next is the fact that while the projects hugely benefit by modern foam core molding and casting technology there are a very small amount of companies that will produce castings. If it was a sand cast or other casting technology there are tons of options. So imagine, we have all the patterns done, just need to get them casted and the 1st 3 companies our buddy recommended contacting told us.. "Sure we can do that for you. Love to, we have the expertise and we can start within the next 30 days"...... All good right... lol " On cost, well we need a minimum order quantity of 10,000 pieces" Yikes.. so the minimum order quantity ranged from 1000, to 10,000 pieces and the per piece cost ranged from $700 down to $390 per casting. Add heat treating, shipping to us, machining work to take castings to have them ready to go out the door and there is a lot of different steps. and our cost estimate on the cheapest side was $800 per. Oh and the machine shop that did our triples, he passed away so we needed to find another place to do it. Tilt.. yes, months ago this project was dead in the water. We couldn't lay out money to cast 10,000, hell we couldn't do it for 1000 pieces. We did finally find a supplier who would cast duals and triples in a lower quantity at least for a 1st run and did find a retired machinist who had access to all of the machines to do the project that got the intakes in our hands at a price we could live with. One of the big drivers was trying to get this project completed for George while he is very much involved with the hobby. We first had a dream to shoot for his 80th.. then this summer I had to make a decision whether we would get something done for his 85th birthday or risk having this go down in flames. To do it and an meet the demand of all the great people that have reserved an intake at a price point, I purchased the 1st one at a price that far exceeds what anyone is paying.. lol.. In other words folks.. without me doing that we would be loosing a lot of money on everyone we sell. So I purchased #1 and guess who has it... lol.. no, not me it was George's 85th birthday present. But the project is done, the dream has been realized. All of our family and friends who wanted one have or will get one and there were extra dual and triple intakes for sale. We are trying to find a more cost effective casting company, and we have shown our machinist buddy the casting invoicing. Were hoping now that he has done a bunch he may have a way to get them casting to ready to sell at a more cost effective price point. We are no factoring in 1 nickel for all the development and patterns either. This is just casting, heat treating, shipping, machining costs were talking, but if we cant do so at a tiny bit better than break even then, well were back to the start of this post. Right now the cost far exceeds our selling price and we will talk to customers, but I am not sure we have people wanting to pay much more. It really doesn't matter that its better than anything ever made, people have their price point and after that point they go in a different direction. We all get that and honestly its all good. We hope everyone who get one of these intakes enjoys them. I know the feedback over the years on the AoK triples has been incredible and for all those folks, thanks for being a part of the dream and the history of the AoK boys! Tim
  18. 3 points
    50plymouth

    The Grand Master Turns 85 today !

    Happy Birthday George ! That sounds like a great way to celebrate ones 85th birthday. That's Tim for giving us a glimpse into things and Oh My God I was drawling looking at all of those intakes.
  19. 3 points
    55 Fargo

    The Grand Master Turns 85 today !

    Happy Birthday George Jr, ll the best to you on this special day, and many more to come. Long Live the AoK Boyz
  20. 3 points
    Lol.. I can not confirm or deny that rumor, other than to say for George and I, a betting man would bet for us, it would be Ladies 1st! #BarbhasnewJewelryOnItsWay I can confirm that #42 which as the historical types will know was a 1949 Plymouth driven by Lee Petty has been spoken for in the AoK small block dual carb intakes, as are quite a few numbers, and looking at that list #43 does indeed appear to be spoken for. Ummm.... very interesting... lol
  21. 3 points
    Another great blog entry Tim. It make so much sense when you explain the intake and intake ports technology in lay terms. I know in the early 60s I built and engine and put the competitions valves in the engine hoping to get more fuel. It seemed to hold the engine back. I then carved away at the block trying to improve the flow. That was marginally successful. I then got a triple carb log intake from an old stock car racer and the engine seemed to come alive. I don't even think all of the carbs were identical although I can see the benefits there. The engine idled better. You just had to touch the throttle and it was amazing. I think this was asked before; do you make triple intakes for the 230 ci Plymouth Motors ? Super fan of the AoK boys. Thanks for everything you guys do for the hobby! Paul
  22. 3 points
    What is the CFM rating of the B&B you use for the triple set up?
  23. 3 points
    Good blog entry there Tim. It seems what is old is new again or in other terms, the 45 year ago guy sounds a lot like a certain member of the forum, who fits the bill of what ever he has is clearly the best and the only way to go. Sometimes I wonder if those people ever learn. Clearly the one on the forum hasn't. I wonder if the 4 barrel dude learned his lesson ? Thank you for taking the time to explain multiple carbs and flathead mopar inner workings. As usual I learn more on your blog in one entry, than I do from reading thousands of posts by the want-to-be experts on the open forum. Barb
  24. 3 points
    Merry Christmas to all, and those who visit Tims Christmas Wish Blog. All the best of you who have been good and honoring Mr WPC and keeping his marvels of inventions alive and well. My your "stockings" be stuffed with Chryco goodies, that you keep your Mopar happy with Mopar parts. Lumps of coal will be found in the Stockings of those who continue to Bah Humbug the excellency of Chrysler engineering, by promoting Chevy parts. "Kristos Razdayetsya," to My Ukrainian friends.
  25. 3 points
    Hi Guys - I truly wish all of you folks a Merry Christmas and a Happy New Years. It is the season for reflection and planning for the new year. I hope one and all has a safe holidays season and remember to Keep Christ in Christmas. He is the reason for the season and we are all truly better when we welcome him into our lives. I do love your comment Plymouth#43. Maybe Tim should start a blog in the new years titled - "What would Walter P Chrysler say" or "What would Walter P Chrysler do" or "Would Walter P Chrysler Approve"...
  26. 3 points
    A Very Merry Christmas and a Happy and Prosperous New Year to the AoK Boys, and those who keep their Plymouth, Chrysler, Desoto, Dodge, Fargo and other Mopars with modifications that Walter Chrysler would approve of!
  27. 3 points
    All the best to you Tim, and the families and the AoK Boys....
  28. 3 points
    Howdy folks - We truly are humbled by the positive response we have received on the new AoK intake. At this moment, a week in 1/2 of the 1st production run has been spoken for in the limited edition serial number edition. If you want one for under the Christmas tree as a gift for your car or truck, lol, you may wish to drop me a note and reserve one for you. After this 1st wave have been sold, it will not be until at least spring before we can get more cast. Sorry, but with the casting supplier just getting back into production after a big layoff with the passing of his wife, we had a pretty small casting time slot and we ordered what we thought the demand would be. It is possible we misjudged that. We also can not guarantee costing beyond this 1st wave and yes we do realize the cost to produce them may dictate whether we continue to produce them. In which case they truly will be a limited production.! Tim & George
  29. 3 points
    timkingsbury

    The all Mighty Cam - Flathead Style

    Ok Danny - I covered the 380 and 435 lift cams Next the ½ mile “1023”- this was a stock car cam or the modified .375 increasing duration instead of lift which will give you a little more rev, so the 5000 rpm range. It was for quick bursts coming out of the corners at stock car tracks. Barely idles at 1000rpm tech specs - intake opens at 20 degrees and closes at 50 degrees, and exhaust opens at 57 degrees and closes at 13 degrees, Duration .250 and lift is .375 Next one - Modified Scholler full race cam. Higher lift and increased duration cam which was use for drag racing in the later 50s and early 60s. your starting to get a little lumpy at idle, it will idle down but you need a fresh rebuild as this is the point where your starting to test the limits of a flathead. This is a modified version of the famous Scholler full race cam - stock car racing and drag racing - Higher lift and increased duration (Intake - open at 18 degrees, closes at 54 degree. Exhaust opens at 54 degrees and closes at 18 degrees - duration is 252 and lift is 400 Next one - 430 - Briggs and Stratton – Tractor Pull Grind was born out of looking at cams from different manufactures and believe it or not Briggs and Statton made a high lift higher torque cam. This was born from using other performance mopar cams and the briggs and Stratton cam. Its an extreme lift cam, with big torque pattern at slightly higher rev than a stock mopar truck cam. It is here where the engine modification has an effect on engine vacuum, Its 430 lift and 247 degrees of duration , And the last one being the the AoK Velociraptor Grind cam.. Its 446 lift and 280 degrees of duration and there is a little more to the cam than that but there is the main attractions. This cam, we have a licence agreement that needs to be signed and notarized before we will sell you one, and it covers exactly who is using it, for what and has a non-disclosure agreement to it. There would be very few that would ever want this cam, and those that do, well usually we wont sell them one.. lol Hope that helps. Tim
  30. 3 points
    timkingsbury

    The all Mighty Cam - Flathead Style

    Hi Danny - I would be happy to do that and to be honest, if guys can get the cams ground themselves I am ok with that. Prices of cams is something that is in a little bit of a flux at the moment. Guys want new cams but don't send back their old cams and the cost of getting cams, especially big block cams has risen a great deal. I can tell you a few guys we wholesale cams to are about to crank their prices because we just cant do them for what we could. So right now, your talking $300 + shipping for any cam we do, and we will take $50 off if you send us your old cam. That is the price right now, and really is dependant upon what everything costs us. Now small hub cams are 1" and that is the size of the hubs one every small block or big block from 1936 (and likely prior on small blocks) up until 1951 for the big blocks. The small blocks I am told it is around that time. They changed to a 1 1/8" hub on the cam and the reason was you actually could break a cam. They saw it will bigger trucks used for dump trucks or plow trucks. Unless you really hard on the engine, and by that I mean rev-ing it hard, changing gears and dumping the clutch your likely never ever going to have an issue. If it is straight rev, you can rev the engine to any level and the cam will be find, its the changing gears and dumping the clutch at high rev, that sees the torque do damage. I don't know of anyone that has ever broke a big hub cam, nor has my partner in crime George. Hope that helps and I will put something together on cam profiles beyond what I did above .. soon !
  31. 3 points
    Lol, I can not confirm or deny the existence of any Chrysler Motorcycle project! Now the super lightweight auburn pressure plate, 6 lb flywheel (yes 6 pounds), lightweight Aluminum bell housing that there were only ever 3 cast in Windsor Engine facility, a specially lightened transmission that George built, a "dual fire" magneto and an ultra rare 12 spark plug head for a 25 1/2" Chrysler 6 cylinder flathead, that may be in my possession are purely coincidental tee hee.. Now if I was building such a project did you know that Honda made an shaft drive rear end capable of handling 450 hp ? They call it 210 hp I believe but its been tested well above 2 x that amount. With the Plymouth Motorcycle tipping the scales at over 1500 pounds I would say its possible to get a Chrysler Motorcycle at under 900 pounds. Gee I wonder what 30" tires and 7500 rpms would actually propel such a project ? But sorry Danny, I don't know much about that project.. lol
  32. 3 points
    ta dah... for now the Unauthorized Fast Fred thread ! Love the sound of that.. http://p15-d24.com/blog/17/entry-106-captain-fred-challenges-the-model-t-guys-httpp15-d24comuser1218-cptfred/ Tim
  33. 3 points
    Hi all, thanks Tim and Fred for doing this! It's true, i haven't been able to do computer things other than work recently, but i'll start a thread over on the main board with lots of pictures as soon as it gets calmer here. the engine is scheduled to arrive here on march 20th and i have lots of work to do before it arrives. it isn't really hi-performance i guess, but it should drop some jaws once in a while, i hope. can't wait to get my hands on it :-) best from berlin, Fred
  34. 3 points
    55 Fargo

    Nostalgic Chrysler Flathead Racing Blog

    Extremely Kool Tim, very interesting facts about the 265 and the early V8s, no doubt the 265 with factory dual/dual, packed a bit more punch, than the early Mopar flathead 6s. I always enjoy the stories about George and Your Dad, and look forward to more pics and historical accounts of the AoK Racing Boys. Hope to see your posts and pics about George Uncle Harry real soon. Now I invite those who have any experiences, stories and photos to get on this blog and share, sure makes for interesting reading on a cold early winter night. Happy Thanksgiving To Our American Friends too.....
  35. 3 points
    timkingsbury

    Nostalgic Chrysler Flathead Racing Blog

    Well its all stuff we likely have, but not anything I can quickly post. Its another item on my "to do list". In terms your last three, well there not really racing or performance stuff. Mopar flatheads were put into everything from tanks to boats, but I put up this blog really as a spot for racing. If you want another one for - anything ever to use a Chrysler flathead I can do that. But I will be honest, there both topics as I happen to come across stuff I will try and contribute but they are not things I am going to be things I am dedicating a lot of time on. I just have to much stuff on the go, and if you ever say what both sides of the AoK family have to go through, you would get an idea that there is no easily to retrieve filing system and nether the Kingsbury or Asche's were big on taking pictures of everything they work on. Sorry, but it is what it is
  36. 3 points
    Beautiful piece of work Tim. Should work very well too...
  37. 3 points
    I spend this evening going through the youtube videos. Absolutely amazing. Is there a series of them ? This blog is without question the best thing on this site. Well done.
  38. 3 points
    Suspense right from the get go, another great Kingsbury story, what a truly great family you have Tim, you are very fortunate.....Fargos-go-far
  39. 3 points
    51dodge

    Happy New Years

    Being considered as a close friend of Tim's is an honor as is just knowing the Asche's. Tim's knowledge is so vast its like going to a live computer when just shooting the breeze with him.I will always treasure his friendship and look forward to following whatever he puts out here.If you ever get the chance to meet these AoK guys, i promise you wont regret the trip. Happy New Year to all, again thanks Tim.
  40. 3 points
    desoto

    Happy New Years

    Thank you Tim and Happy New Years to all the AOK boys. I have to tell you the tip about your new intake and finding this blog were the hightlight of my 2014. Where have you guys been all my life? I just love your posts. If your taking suggestions, How about a series on George building an engine ? How about a sneak peak behind the place that is doing the molding, fabricating and casting of the intakes.? or is that too much of an AOK secret? No fear of megoing to steal your idea. I just find it amazing to see the molds in progress. Maybe its also a favor and the guy doesnt want to be hounded with peoples projects. Its definately obvious you know where to find talent or you guys attract it to you, not sure which. How about a series on the dragster? Im sure that must already be in the works. How about a series of the Asche Boys and your son? What do they drive, what are their projects? You mentioned a starter business by George's boys and when I was just talking to him he told me the story about that business. That sounds like something a lot of people on this forum could use. I hear starter and genrator talk all the time and now its obvious Asches have all that coveredand Im sure better than the chinese crap they sell at part stores. Im tired of crap that doesnt last 5 minutes. So any stories on stuff happening in the homeof the brave would be nice. Heck even from your country woud be good. Never had the opportunity to go see Canada and likely wont now but any place that made the chrysler flathead 6 and put dual carbsand exhaust on it from the factory is my kind of place and definately has my respect. Ok mywife says stop talking. thanks for being there Tim, I really have enjoyed this last few weeks and I cant remember a month where my wife keeps saying what as I say wow.
  41. 3 points
    Now the real fun begins. I love getting the 'thumbs up' and waves from other motorists while cruising around in my truck. I also enjoy seeing people check out the truck as I come out of a store. And of course the chats with folk at gas stations and such. Enjoy it. Merle
  42. 3 points
    Don Coatney

    Zen and the Art of Impatience

    To become a ZEN Master on the forum all one has to do is make a lot of postings irrelevant of meaningful and non meaningful content. I think we need to get Herrigel and Pirsig to join the forum as they could assist in differentiating between sense and nonsense.
  43. 3 points
    chopt50wgn

    Fast & Loud Or Fake & Lousy...

    Besides the somewhat shoddy craftsmanship on these shows, many people think a vehicle can be transformed into a real nice car in a week. I have 2 friends who have fabrication shops and the work they do is top notch. But the problem I hear from my friend is the customer thinks a car can be built in a week with all the details. And they always bitch about how much money it costs. I told him to hang up this sign............Good work ain't cheap, and cheap work ain't good........which one do you want.
  44. 2 points
    Please wish George our best. At 85, any trip to the hospital is serious and I know for me, I have no problem waiting. I did talk to George a few weeks ago and I was about number 40 in the line but all awesome things are worth the wait!
  45. 2 points
    Hi all, not a whole lot happening this week, as it twas the week before Christmas. I have started a build and/or prospective build thread for the A833 conversion. Now I hope to post as my progress rolls along, and it will be an honest detailed compilation complete with pics and videos. Immediately after I started the new thread there were 2 who wanted to add a negative slant to the thread, under the guise of wanting info, and anyone who knows the history of 1 of thee 2 , knows they have no real interest in this swap. I did ask the suspect interested party if they wanted to upgrade there D24, he of course got annoyed and deflected my question. I have made it clear, that this is not a competition against a T5 or any other trans swap, they just don't get it, and want to create disharmony instead of adding to the thread, they are bent on pulling it apart. My next thread, covers the topic of trailering with flathead powered cars and trucks, and I am meaning light trailers, 2500 lbs and less, I hope anyone who has a history of doing so will post from time to time, as there are members who ask this question every now and then. There are those who right away think this thread is implying about pulling heavy trailers like an Airstream, not at all, and I do suggest you have a very safe mechanically fit vehicle to do any trailer hauling. Again 1 member felt the need to post in a way that added some doubt to the idea, he mentions insurance company restrictions ( which is good info), to vehicle types trailer type, automatic transmissions etc. While the theme of his post was not entirely negative, when asked about his experiences and how often or what type of trailer he pulls, he does not reply. I find this amusing, interested enough to state his opinions but not interested enough to state how much or what kind of trailer he pulls. I hope this thread grows over time too. So here is a shout out to the AoK Boys, have a Merry Christmas and safe holiday season.....
  46. 2 points
    Congratulations Tim and George in finally getting to the finish line on this project. I want one of each with carbs and linkage and even if I have to put them on the book shelf and enjoy them as art for a while I don't care. These are nothing buy Jewelry in my mind. Love the look. Thanks for everything you guys have done for the hobby. I truly wish I had found you guys about 30 years ago. It would have changed the direction on a lot of projects. I will say publically how impressed I am that you have taken the time to pick up the phone on your dime, call me and discuss my projects without hesitation. With there being nothing I was buying from you, just looking for information, it was truly amazing to have you spend a couple of hours on the phone to help. The result solved several problems and saved me a lot of money. I also had the pleasure to talk to George on the phone, again for a couple of hours. The man is truly a living legend and I was blown away by his willingness to share information and secrets. In a world where you cant even get basic information on things like cams I was totally amazed he rattled off the entire specs of a cam to me and then offered to have Tim send me the information on every cam they have via email. I don't feel it is my place to disclose what both George and yourself told me about the trials and tribulations of getting the AoK intakes to completion however would like to say how fortunate we are as the vintage Plymouth, Chrysler, Desoto, Dodge community to have you guys complete these. You guys truly are putting your money where your mouth is as my wife would say! If I could make a suggestion for a topic for your blog it would be to try and tell us why a high-tech guy like yourself, who is clearly at the cutting edge of the computer industry to spend time on old flathead Mopars. For George and your Dad and family I completely understand as that is the world they grew up in, but with yourself the last flathead had been cast I think, before you were even born I think it would just be fascinating. All the best to the AoK boys and the blog followers, for the season.
  47. 2 points
    HI Fred - Yes those are truck items. Standard issue on trucks, and on factory dual intake and exhaust equipped trucks they actually came with two different versions. A slightly smaller profile on the back and a bigger one on the front. Ton of guys try and match the two up and then cant figure why the bigger one wont fit inbetween carbs. Attached is a prime example of a truck that was purchased by the Gravenhurst Municiplaity in Ontario Canada to be a winter plow and salt truck, and in the summer a road dump truck. When we got it, it came with maybe the most complete documentation I have ever seen. With over 350,000 miles they documented its maintenance right down to spring bolts and seat repairs. Heck they even replaced 4 air cleaner wing nuts over its time in service, that I am sure got dropped on the shop floor and they just put on new ones, but the cool factor is they documented absolutely everything. 2 binders of maintenance records so I am very comfortable in calling it accurate. That side track aside, do we need to find you 1 or 3 for the vintage look Plymouth for you ?
  48. 2 points
    oldasdirt

    The all Mighty Cam - Flathead Style

    Thanks Tim - Thank you for all the information. I don't think I will be needing a Raptor cam, or a tractor pulling cam although one of those cams that you have in your Plymouth might be in the future. If I am following your correctly the cam patterns are available on both the USA and Canadian block engines?
  49. 2 points
    55 Fargo

    Nostalgic Chrysler Flathead Racing Blog

    Enjoyed these videos, very fast little four for sure.....
  50. 2 points
    55 Fargo

    Nostalgic Chrysler Flathead Racing Blog

    Hi Tim, do you have any archived photos of old Flathead drag racing, or stock car racing, that can be added to this blog. Maybe we can even add in Chrysler flathead powered boat racing and Chrysler powered machinery, such as Bombardiers, Airport Tugs and forklifts........


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