Retirement is GREAT!!!

My days are full... you have to keep busy.
I finally received the close ratio (single ring) saginaw with a 2.54-1 low gear. As usual, this wasn't the low milage, clean, one owner that it was supposed to be... but 1st gear and 4th gear were very nice! I found an excellent source for saginaw parts at M/R Racing. These people KNOW saginaw and if they tell you that they have a very good used gear, it's an EXCELLENT used gear. Reasonable and fast shipping (found 'em on Ebay).

I replaced 2nd and 3rd gear and both sliders as well as the brass, then installed the Patrick's main shaft and the new bearings/adapter from the 2 ring trans. I will end up with an extra good 2 ring transmission to sell.

A new (not rebuilt!) clutch, flywheel ring gear, and surfacing will put this Chevy back together correctly. A great deal of cleaning and a revision of the rear shocks will get me back on the road.

I feel that I actually won one! Disassembled the 327 in the roller to a short block and found virtually everything is new. This engine has less than 3k miles on it I am sure! The heads are fresh with the .194 valves and are the large chamber which will be perfect for a 1-5 psi blower.

I assembled the engine with some new stuff and added a rebuilt turbo 350, then stuffed it back in the chassis.
The 1930-31 model A coupe is the body that I want to use but I have not located a suitable unit at a decent price yet. At $4.00/gal. for diesel, you can't drive to Tennessee for one.
I will keep looking, there are lots of them out there.

New program: Inheritance Reduction

I would not want my girls to stress out should I have the big one.

My Other Ride

In my other life, this is my pride and joy. I have actually owned this 1973 Scout II longer than any other vehicle....EVER!

Obtained this vehicle from a customer for an invoice he was unable to pay. Believe me it was a real dog but I needed it and the Scout II is a very strong unit.
This one was a 258 six with a T90 three speed and a single speed bicycle chain transfer case. I sold the six, then sold the transmission, and chucked the t-case in the dumpster.
When it went back together, I installed another used Jeep 258 with a Jeep truck T-18 four speed (6-1 low), dana 20 T-case and a track-lok rear differential. Fortunately I was able to add power steering and an old but decent Meyers 92" plow. I am able to push through up to 30" of fresh powder or 10-12" of older snow.
This is a must to get to snow camp in the winter.

Busy Now!!

Would you look at what rolled into my garage when I wasn't looking. I now have additional "stuff" to search Ebay for. This looks like a "shop til ya drop" situation.

Actually, I have never owned a project this clean in my life!

Still waiting for '34 chevy parts and plan to rework the clutch and 4 speed when all is in hand.

I might add that the other half of this entity is not as thrilled with this new addition as I had hoped.

Oh well.......

Click on picture

We Bad!!!

Evidently the published formulae for supercharger boost are summarized with "assemble and instrument the unit, then test and change pulleys as necessary" ???

Installed a smaller 3.4" pulley (2.9 lbs.??-1.69 pulley ratio) and tested. Now reading 1.7lbs. and WOW!! This is a definite power boost.
While I don't feel that that a change from Radial TA's to BFG drag radials is necessary at this time, I was impressed with the power increase.
The MP90 is flowing about 260 cfm at 6760 rpm and is now starving above 3000 engine rpm due to my expert surgical mod's to the junk Edelbrock 500. This seems to be quite evident as the boost drops off above 3000 rpm. We need a Holley 0-8007 390 cfm with vacuum secondaries.

Just click the image for full sized view.

Now with 1000 miles on the installation, a few clutch bugs have shown up and the Saginaw transmission ratios are no fun to drive. With the 3.11 low and 4.10 rear axle gearing, I need to shift before crossing an intersection and can start in 2nd gear with better results. I am going to change to the single ring Saginaw gear set with the 2.54 low gear. I will rip it all apart in a couple weeks and take care if all of this at one time.

Revisions

After 6 years of an occasionally stressful education by Dad (Boss-metal man), Ray and Alfonso (4EVER FOUR), Gary and Larry (street rods), my past is evidently in control. I just cannot continue the concept!
Growing up with Dick and Tom didn't help!

It would require $2K to have the wires cleaned, powdercoated, new tires-tubes-liners-hubcaps and I just don't like the look, period. Whitewalls...ugh!

The supercharged 235 fits nicely under the hood, the saginaw is invisible except for the shift knob, but this cannot go on.

I ordered a set of special smoothies from Gary McLean
in Fresno, Ca. (15", 6 lug, 4 1/2" fronts, 5 1/2" rears, 3 1/4" max back space) that bolt right on the '34. BFG Radial TA's large and small. Reasonable pricing, long wait, but they fit!
Just the change of wheels results in that street look that I had to have. The brakes are

working better and better and the smaller tires improve them even more.
The car steers and drives so much better with fresh rubber on the ground.

Now if I just knew how to paint...I'm going to learn!

Concepts

The original concept on this project was based on Larry's 1931 Model A coupe (at 15, I was more than impressed) in 1960, in East L.A. His Model A was all black, stock height, with 16" black Kelsy Hayes wires and 600.16 blackwalls. Appearing like a stock Model A, under the hood was a trick flat head V8 with aluminum heads and an aluminum single 4 barrel intake. Very clean sleeper. At 15 years, I was in love with those polished aluminum heads and chrome acorn caps. I was NOT impressed with the orange, used 265 Chevy V8 in my Model A.
A few years later, I visited Larry at home where he was involved in installing a Chevy small block with dual quads in the A.
Last summer, I visited Larry again during a trip through the Northwest. In his garage sits the Model A (a garage find!!!). After 50 years, he still has the car. Even though the car has not been run in 30+ years, I think he may put it back on the road.
Absolutely AMAZING!

It Fits!!!

When Dick explained to me what he could do with the Bridgeport CNC vertical mill, I was amazed. Basically he mounts the pulley, then locates the center hole and the existing bolt pattern and then tells the mill what he wants done and it does the functions as instructed. I'm sure there is 40 years of knowledge that goes along with this, but I WANT ONE SANTA!!

I expected minor adjustments but the pulley simply bolted on. Remember the center hole is enlarged to .980" diameter and the new 2.25" four bolt pattern is offset 45 degrees and drilled to .259". With the 1/8" spacer, the new pulley fits over the existing cast iron pulley on the pump (1" grade 8 bolts required-original fan blade). This moves the fan forward 3/8".
We are now at 1.14 times the crankshaft speed instead of 1.59 times using the original 4.25" water pump pulley. Big difference!
This would offer a 1.01 pulley ratio if the stock damper was used.

Now if I wing'er up a wee bit in the garage, my organs don't cramp from terror and the spectators and my hood are safer on launch (kinda sporty looking too).
The speed and efficiency of the water pump are a factor here and I will report if any problems crop up.
I received the invoice from Rich Tool but there was evidently an Inkjet cartridge malfunction. I penciled the corrected amounts in prior to submitting it to Corporate. 
Thanks once again Dick!!!!!

Took the 34' for a 10 mile ride this morning, no cooling problems indicated and so nice and quiet. Previous fan noise was terrible, even at normal driving RPM.
This modification is a big plus in my situation.