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hkestes41

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hkestes41 last won the day on September 5 2018

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About hkestes41

  • Rank
    Guru, have been a long time contributor

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  • Gender
    Male
  • Location
    Plano, TX
  • Interests
    Cars - Hockey - Cars - Baseball - Cars
  • My Project Cars
    37 Plymouth Coupe with 360 Magnum and 727 transmission.

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  • Biography
    Born in 61 to a mom and dad who were both into cars. Dad raced and built customs.
  • Occupation
    Distribution Sales Mgr for Japanese connector mfg.

Converted

  • Location
    Plano, TX - 48 Plymouth Club Coupe
  • Interests
    cars and hockey

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  1. hkestes41

    Who Is Actually Driving Their Vintage Mopars?

    Nice looking truck. I really like your part of the world and will likely be visiting Curitiba / Porto Alegre in April for work.
  2. hkestes41

    Split header - dual exhaust - reduced torque?

    Wrong again. Your exact quote was "Multiple carbs indeed increase power, but only at steady high speed. The tradeoff is deteriorated performance at low speed and poor acceleration." Drag racing is the ultimate acceleration test of a vehicle. It starts from a dead stop and accelerates for a 1/4 mile. Yes the RPMs are brought up prior to launch, but it is in no way "steady high speed" it is full on acceleration.  Below is just a partial list of the normal factory equipped domestic cars that have had multiple carbs not to mention foreign cars. The following is a listing of multiple carburetor manifolds used by USA manufacturers as original equipment compiled by The Carburetor Shop. We believe all information presented to be correct, however, the listing is not complete. We would welcome documented additions and/or corrections. Make Years Engine Application Casting number Material Type Buick 1941 248 40, 50 Cast iron 2x2 Buick 1941 320 60, 70, 90 Cast iron 2x2 Buick 1942 248 40, 50 1326503-2 Cast iron 2x2 Buick 1942 320 60, 70, 90 Cast iron 2x2 Buick 1964 425 1370316 Cast iron 2x4 Buick 1965 425 1370316 Cast iron 2x4 Buick 1966 425 1370316 Cast iron 2x4 Cadillac 1930-1937 452 2x1 Cadillac 1931-1937 368 2x1 Cadillac 1938-1940 431 2x2 Cadillac 1955 331 El Dorado 1463205 Cast iron 2x4 Cadillac 1956 365 El Dorado 1464580 Cast iron 2x4 Cadillac 1957 1469263 Cast iron 2x4 Cadillac 1957 365 El Dorado 1465950 Cast iron 2x4 Cadillac 1958 365 El Dorado 1469689 Cast iron 3x2 Cadillac 1959 390 El Dorado 1472225 Cast iron 3x2 Cadillac 1960 390 El Dorado 3512080 Cast iron 3x2 Chevrolet 1953 235 Corvette Aluminum 3x1 Chevrolet 1954 235 Corvette Aluminum 3x1 Chevrolet 1956 283 3731394 Aluminum 2x4 Chevrolet 1957 283 3739653 Aluminum 2x4 Chevrolet 1958 283 3739653 Aluminum 2x4 Chevrolet 1959 283 3739653 Aluminum 2x4 Chevrolet 1960 283 3739653 Aluminum 2x4 Chevrolet 1961 283 3739653 Aluminum 2x4 Chevrolet 1958 348 3749948 Cast iron 3x2 Chevrolet 1959 348 3749948 Cast iron 3x2 Chevrolet 1960 348 3749948 Cast iron 3x2 Chevrolet 1961 348 3749948 Cast iron 3x2 Chevrolet 1962 409 3814881 Aluminum 2x4 Chevrolet 1963 409 3814881 Aluminum 2x4 Chevrolet 1964 409 3814881 Aluminum 2x4 Chevrolet 1965 409 3814881 Aluminum 2x4 Chevrolet 1963 396 Z-11 3830623 Aluminum 2x4 Chevrolet 1967 427 400 HP 3894382 Aluminum 3x2 Chevrolet 1967 427 435 HP 3894374 Aluminum 3x2 Chevrolet 1968 427 400 HP 3937795 Aluminum 3x2 Chevrolet 1968 427 435 HP 3919852 Aluminum 3x2 Chevrolet 1969 427 400 HP 3937795 Aluminum 3x2 Chevrolet 1969 427 435 HP 3937797 Aluminum 3x2 Chevrolet 1969 302 Z-28 (cross ram) 5841130 Aluminum 2x4 Chrysler 1959 413 300-E 2264877 Cast iron 2x4 Chrysler 1960 413 300-F 2264877 Cast iron 2x4 Chrysler 1961 413 300-G 2264877 Cast iron 2x4 Chrysler 1962 413 300-H 2264877 Cast iron 2x4 Chrysler 1963 413 300-J (right side) 2129985 Aluminum 2x4 Chrysler 1963 413 300-J (left side) 2129987 Aluminum 2x4 Chrysler 1964 413 300-K (right side) 2129985 Aluminum 2x4 Chrysler 1964 413 300-K (left side) 2129987 Aluminum 2x4 Dodge 1956 D-500 (early) 1733878 Cast iron 2x4 Dodge 1956 D-500 (late) 1733978 Cast iron 2x4 Duesenberg 1931 420 (Supercharged) 2x2 Duesenberg 1932 420 (Racing only) 2x2 Ford 1956 EDB-9424-C Aluminum 2x4 Ford 1956 312 (experimental) ECZ-9424-C Aluminum 2x4 Ford 1957 312 ECG-9424-D Aluminum 2x4 Ford 1963 406 None Aluminum 3x2 Ford 1963 427 Low riser C3AE-9425-H Aluminum 2x4 Ford 1963 427 C3AE-9425-K Aluminum 2x4 Ford 1967 427 C7AE-9424-A Aluminum 2x4 Hudson 1952 232 Wasp Cast iron 2x1 Hudson 1952 262 Super Wasp Cast iron 2x1 Hudson 1952 308 Hornet 307184 Cast iron 2x1 Hudson 1953 202 Jet Cast iron 2x1 Hudson 1953 308 Hornet 307184 Cast iron 2x1 Hudson 1954 202 Jet Cast iron 2x1 Hudson 1954 262 Wasp, Super Wasp Cast iron 2x1 Hudson 1954 308 Hornet 307184 Cast iron 2x1 Hudson 1955 202 Jet Cast iron 2x1 Hudson 1955 308 Hornet 5325118 Cast iron 2x1 Hudson 1956 308 Hornet 5325118 Cast iron 2x1 Mopar 1634285 Cast iron 2x4 Mopar 1956 315 500 'A' Option 1735917 Aluminum 2x4 Mopar 1957 315 500 'A' Option 1735917 Aluminum 2x4 Mopar 1957 318 'C' body 1822004 Cast iron 2x4 Mopar 1958 318 'C' body 1822004 Cast iron 2x4 Mopar 1958 350 'C' body 1827899 Cast iron 2x4 Mopar 1958 383 'C' body 1827899 Cast iron 2x4 Mopar 1959 350 'C' body 1827899 Cast iron 2x4 Mopar 1959 383 'C' body 1827899 Cast iron 2x4 Mopar 1959 413 385 H.P. 1854817 Cast iron 2x4 Mopar 1960 350 'C' body 1827899 Cast iron 2x4 Mopar 1960 383 'C' body 1827899 Cast iron 2x4 Mopar 1960 413 385 H.P. 1854817 Cast iron 2x4 Mopar 1961 350 'C' body 1827899 Cast iron 2x4 Mopar 1961 383 'C' body 1827899 Cast iron 2x4 Mopar 1961 383 'C' body (left side) 1947162 Aluminum 2x4 Mopar 1961 383 'C' body (right side) 1947163 Aluminum 2x4 Mopar 1961 413 385 H.P. 1854817 Cast iron 2x4 Mopar 1961 413 'C' body (left side) 1947162 Aluminum 2x4 Mopar 1961 413 'C' body (right side) 1947163 Aluminum 2x4 Mopar 1962 383 'C' body 1827899 Cast iron 2x4 Mopar 1962 413 385 H.P. 1854817 Cast iron 2x4 Mopar 1962 413 'B' body max 2402726 Aluminum 2x4 Mopar 1963 426 'B' body max 2402726 Aluminum 2x4 Mopar 1963 426 'B' body max perform II 2402728 Aluminum 2x4 Mopar 1964 426 'B' body max perform 2402720 Aluminum 2x4 Mopar 1964 426 'B' body S/S strip - 2468045 Aluminum 2x4 Mopar 1965 426 'B' body S/S strip - 2536900 Magnesium 2x4 Mopar 1966 426 'B' body hemi w/Carter 2531921 Cast iron 2x4 Mopar 1966 426 'B' body hemi w/Holley 2946278 2x4 Mopar 1967 426 NASCAR 2536900 Magnesium 2x4 Mopar 1967 426 W/marking 'DPCD' 2780543,4 2x4 Mopar 1967 426 W/pentastar (late) 2780543,4 2x4 Mopar 1968 426 2536900 Magnesium 2x4 Mopar 1968 426 W/pentastar 2780543,4 2x4 Mopar 1969 426 W/pentastar 2780543,4 2x4 Mopar 1969 440 'B' body (Edelbrock) 3412046 Aluminum 3x2 Mopar 1970 440 'B' body (Edelbrock) 3412046 Aluminum 3x2 Mopar 1970 340 'E' body (Edelbrock) 3418681 Aluminum 3x2 Mopar 1970 426 W/pentastar 2780543,4 2x4 Mopar 1970 440 'B', 'C', 'E' body 2946275 Cast iron 3x2 Mopar 1970 440 'B', 'C', 'E' body 2946276 Cast iron 3x2 Mopar 1971 426 W/pentastar 2780543,4 2x4 Mopar 1971 440 'B', 'C', 'E' body 2946276 Cast iron 3x2 Mopar 1972 440 'B', 'C', 'E' body 2946276 Cast iron 3x2 Nash 1951 235 5160 2x1 Nash 1952 252 Healy 2x1 Nash 1952 252 Jetfire 2x1 Nash 1953 252 Healy 2x1 Nash 1953 252 Jetfire 2x1 Nash 1954 252 Jetfire 2x1 Nash 1955 195 5540 2x1 Nash 1955 252 Jetfire 2x1 Nash 1956 252 Ambassador 2x1 Oldsmobile 1957 371 J-2 571145 Cast iron 3x2 Oldsmobile 1958 371 J-2 571145 Cast iron 3x2 Oldsmobile 1966 400 442(3 versions AL,AU,AZ) 393238 Cast iron 3x2 Packard 1955 352 440856 Cast iron 2x4 Packard 1956 374 440856 Cast iron 2x4 Plymouth 1956 (over the counter) 1732479 Cast iron 2x4 Plymouth 1956 1735919 Aluminum 2x4 Plymouth 1956 303 Fury 1733878 Aluminum 2x4 Plymouth 1957 303 Fury 1733878 Aluminum 2x4 Plymouth 1957 318 1822004 Cast iron 2x4 Pontiac 1956 316 (production) 523554 Cast iron 2x4 Pontiac 1956 316 (developmental) D-32960 Cast iron 2x4 Pontiac 1957 347 528533 Cast iron 3x2 Pontiac 1958 370 529371 Cast iron 3x2 Pontiac 1959 389 532422 Cast iron 3x2 Pontiac 1960 389 (Late production) 535552 Cast iron 3x2 Pontiac 1960 389 (Early production) 536194 Cast iron 3x2 Pontiac 1961 389 538202 Cast iron 3x2 Pontiac 1961 389 Super duty 540510 Aluminum 3x2 Pontiac 1961 421 Super duty 542991 Aluminum 2x4 Pontiac 1962 389 541690 Cast iron 3x2 Pontiac 1962 421 541690 Cast iron 3x2 Pontiac 1962 421 Super duty 542991 Aluminum 2x4 Pontiac 1962 421 (over the counter) 54299 Aluminum 2x4 Pontiac 1962 421 Super duty 9770319 Aluminum 2x4 Pontiac 1962 421 Super duty 9770859 Aluminum 2x4 Pontiac 1963 389 9770275 Cast iron 3x2 Pontiac 1963 421 9770275 Cast iron 3x2 Pontiac 1963 421 Super duty 9770859 Aluminum 2x4 Pontiac 1963 421 Super duty 9772128 Aluminum 2x4 Pontiac 1963 421 Super duty 9772598 Aluminum 2x4 Pontiac 1964 389 9775088 Cast iron 3x2 Pontiac 1964 421 9775088 Cast iron 3x2 Pontiac 1965 389 9778818 Cast iron 3x2 Pontiac 1965 421 9778818 Cast iron 3x2 Pontiac 1966 389 9782898 Cast iron 3x2 Pontiac 1966 421 9782898 Cast iron 3x2 Pontiac 1969 303 RA V 478489 Aluminum 2x4 Pontiac 1969 303 RA V 546235 Aluminum 2x4 Studebaker 1962 304 1555811 Aluminum 2x4
  3. hkestes41

    Split header - dual exhaust - reduced torque?

    Again a very broad brush you are painting with. If the original carb was at or close to the upper end of the capacity of the engine then yes the issues you point to could indeed occur with an additional carb added to the mix. However if the opposite is true and the original carb is at or near the bottom of the capacity of the engine a second carb as long as the combined do not exceed the capacity will absolutely increase performance and can and did in my case increase fuel economy. This is especially true if you help open the breathing on the exhaust side. Look at all the production vehicles (cars, bikes, planes etc) that well paid and very educated engineers have designed with multiple carbs. Were these engines only efficient at high speeds and show poor acceleration? Do all those drag cars with multiple carbs exhibit poor acceleration?
  4. hkestes41

    Split header - dual exhaust - reduced torque?

    I would say that what you have posted is not a realistic comparison. You see all those tests you posted are on later model cars that have had exhausts that were more highly engineered than that of the flathead Mopars. For instance the Miata / Acura they were on a four cylinder that have what is close to a "header" stock from the factory with a basically centered exit. The Chevelle had actual headers and in each case the tests consisted of only a bigger exhaust pipe size. With an optimized exhaust manifold simply adding a larger exhaust pipe may well be detrimental depending on the size of the pipe that it is replacing. It could also improve the performance if the pipe it is replacing was too small. With the split exhaust or headers replacing the log style exhaust on the flathead Mopar you have a totally different situation. With the exit at the rear of the log you scavenge #6 at a much different rate than #1. With the split exhaust or headers you relieve backpressure seen by #1 with dual exits much closer to the exhaust port and open up the breathing and as the OP said he is also looking to add an additional carb which opens the breathing on the intake side. I mean if you just look at the different exhausts you can see that it is not a valid comparison. First is the stock Miata exhaust, second are the Chevelle headers, third is the stock P15 exhaust manifold and fourth are one of the header options for a flathead Mopar. It is obvious that the original log style Mopar exhaust is much more restrictive.
  5. hkestes41

    Split header - dual exhaust - reduced torque?

    Yes there are multiple dual carb intakes available mostly for the 23 inch block. As far as I know there are only a couple that are available as NEW intakes that being Offenhauser, Edgy manifold now sold by Mopar Montana and AoK. There are also vintage units out there from Thickston, Edmunds, Ellis and others that show up on EBay from time to time. Just depends on when you want it and how much you want to spend.
  6. hkestes41

    Split header - dual exhaust - reduced torque?

    This was my 230. With the added aluminum head, cast iron headers, dual exhaust through 14 turbo style mufflers, Offenhauser Intake, Carter Webber carbs, HEI disty did indeed make a difference in the performance. I do not have dyno testing to prove that, but did see some fairly significant seat of the pants improvements not to mention an uptick in MPG. Is it worth it? I thought so, but only you can decide if the expense and time is worth your efforts. Will you be able to do the work yourself or will you have to take it somewhere and pay someone to do the work for you? All that plays into the value of the upgrades which some people would consider a step backward. Here is a video of the intake / carbs and headers on the original 218. Unfortunately I never did a video of the 230. https://youtu.be/AxfKQ4KMM9s
  7. hkestes41

    Who Is Actually Driving Their Vintage Mopars?

    Had my 37 out yesterday to visit a local guy who has a black 35 Dodge coupe in the background. The 35 is a nice driver/survivor hot rod that is for sale. I have posted it in the Ebay, Craigslist and External Site Referrals section.
  8. Nope the car was built in the early 80's so it is a nice survivor.
  9. This is not mine but I just went to see the car and it is a nice survivor. If I hadn't recently bought my 37 Plymouth I would be working on a deal for this one. It could stand to have some work done on the drivers side of the seat and some paint work if you want a show car. But this is a nice driver. If you are interested let me know and I will PM you Mark's phone number. https://dallas.craigslist.org/dal/cto/d/plano-dodge-brothers-street-rod-1935/6774748880.html
  10. hkestes41

    1939 3 window plymouth coupe

    Andy I am a Harley as well, but have always gone by Kirk my middle name. Both my grandfather and dad were Harleys so 3 of us in the same room could get confusing. Honestly, I dont recall if the Olds was injected or not. That photo was from about 68 so I was only about 8 at the time. They are unique wheels and I have never seen any others.
  11. We are setting in a restaurant eating dinner and just outside the window at the curb was a very nice 65 GTO convert. Blue with a white interior. A woman and her daughter walk up the sidewalk and stop at the passenger door. The mom opens the door and the daughter climbs in. Mom closes the door and o think she is going to go around get in and drive off. Nope. Pulls out her phone takes a picture of her daughter in the car then opens the door, let's her out and walks away. About 15 minutes later a guy walks up from the other direction gets in and drives off. Can't believe the nerve of some people.
  12. hkestes41

    1939 3 window plymouth coupe

    Well as my gradma always used to say "opinions are just like butt holes, everyone has one and all of them but mine stink". 🤩 I get it Gassers are not for everybody and you are right they are not built for longer distance driving, but I still like em. Maybe it is bread into me as this was what I grew up around. My dad built / drove this Willys and also Modifieds when I was a kid. So, nostalgic drag cars have always appealed to me. But, I like all kinds of cars. As I said that 3 window is a beautiful body style and would look good however it is finished from stone stock to Gasser to Street Rod or even a Tail Dragger Custom.
  13. hkestes41

    1939 3 window plymouth coupe

    That thing would look fantastic with a straight front axle, nose up stance, blown hemi with fenderwell headers and some pie crust cheater slicks. Would also look good restored. In fact I think that body style would look great just about anyway it is done.
  14. hkestes41

    Dropping transmission - any pointers?

    I would say Don't drop it. Especially on your toes. Oldguy48 is right. They are a wee bit heavy. The center floorboard section of my 48 had been welded in place by some knucklehead in the past so I had to do everything from under the car. One thing I found when putting the transmission back in by my self was using all thread as guides. I got a long piece of all thread from one of the big box home stores that was the same size as the bolt that hold the trans to the bellhousing. Cut it into four pieces and screwed them into the bellhousing mounting holes. That allowed me to lift the trans with my floor jack with some wood to stabilize it and slide the trans over the all thread using it as a guide to align the input shaft into the throwout bearing. Once the trans has seated against the bellhousing put double nuts on one piece of the all thread and use that to back it out of the bellhousing so that you can install one of the mounting bolts. Repeat the process for the rest of the all thread and bolts.
  15. Well I have been having electrical issues with my 37 Plymouth since May. Had starting issues early on replaced the battery, starter, battery cables and added grounds a second new starter. Unfortunately, due to my own negligence I didn't get one of the wires to the starter back into the loom clip and it got loose and wrapped around the end of the steering column causing a short and all the wires under the hood to burn up. Luckily I always have a fire extinguisher in the car so it was confined to the wiring. Anyway, I rewired the entire car with a new EZ harness and things were looking good once more. Then the electron demons reappeared. Driving down the road on my way home and noticed voltmeter not registering any charge. Made it to the driveway and checked belt good and tight, all wires with good connection etc. Next morning started it with a jump and voltmeter reading 12 volts. So off I go only to look down a few miles later to no reading on the voltmeter. Pulled the alternator and had it checked everything shows good. So I swapped out the voltage regulator. Things seemed to be good after I jumped it again and made it home. Started the car yesterday again with a jump and started the stopwatch on my phone. A couple minutes after I started it the needle on the voltmeter slowly started falling from about 12 volts and at three minutes and 14 second after starting it hit zero. At this point I am clueless as to where to turn next. I am not the brightest bulb in the pack when it comes to electrical and was actually surprised when everything but the brake lights worked after the rewire. Is there an internal voltage regulator in a Denso alternator or something else internally that could be heating up and shutting it down? Any suggestions would be appreciated I'm at a loss.
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