1/16/07

I've got nothing. I did win the auction for the Renault Clio badges on e-Bay this morning though. They should be on their way from “Jolly Olde” as you read this. I also finally heard back from the dude in Australia with the DCOE to turbo adapter I won last week. I've been waiting to hear from him to get his mailing address so I can send him the money. John is thinking about using the DCOE on his 210 though so I might not try to make that work after all. We’ll see. I'm fairly certain I'm not going to use the DGV adapter I made though. But I might, Juan never knows with me. I'll have to go in and clean it up with a port job if I do decide to go with it. That, and I'll have to cut a really big hole in the hood for the round air-filter hoozis I'd plan on running. Of course that would free up my 300ZX hood scoop to go back on the Chickenhawk. Running the DGV on George would give me a good excuse to change to a four-barrel on Mr. Wiggly since I'd want a DGV with the Albatross. For those with public school attention spans, the Albatross is the spun aluminum air horn thingy for a DGV carburetor. Of course if I ran the Albatross I'd want to run the Plexiglas topped filter. The beauty of the round thing is it would hide the fact that the carburetor adapters I made sit catty-whompus to the engine. Rather than running parallel to the engine, the axis of the throttle shafts are about 25 degrees askew. I'm making that angle up off the top of my head so when pictures of this thing get posted on the internot don’t go taking a protractor to it and calling me a liar. I just had a really bad thought. The angle of those adapters, in conjunction with the angle of the engine in the Seven, would make the DGV sit perfectly in that chassis. I'd need a new hood though. Now that is an interesting thought. I'll bet I could sell those SU carburetors to John for enough to get another hood. I'd want to enclose the majority of the mechanical bits and just have the air filter sticking up. I need to go in and look at some pictures right quick. Well no, I need to have my ass kicked for thinking about this, but I'm going to look at pictures instead. I'll be right back. Ok, sanity has returned. The inlet of the turbo is way too tall and too far out from the engine. It would sit about where the “tea strainers” on the SU carburetors are now. I'd have to come outside the body and go up to hit the turbine and then the down pipe would probably foul the frame as well. No, this turbo setup stays in George. Call off the ass kicking, I'm back to reality without it. Notice I didn’t say “sanity” because we know that isn’t likely to happen any time soon. Ok, so while looking at stuff on e-Bay, I perused the Slant Six offerings. I'm always doing that. There is a dude selling a 1965 Dart that has some really cool features. First off, it has a race prepared Slant Six with triple Weber carburetors and he has adapted a six-speed transmission to it. It is a six-cylinder, six-barrel, six-speed! The chassis has had all kinds of stuff done to it including four-wheel disc brakes. The car is really clean and well done but the engine still needs to be assembled and installed. No telling whether or not it is all going to work together. It is also in New Jersey or Pennsylvania or somewhere. Needless to say, I'm not going to bid on it but it was cool. I also found an Offenhauser dual one-barrel manifold for the Slant Six that has already been modified to run dual two-barrel carburetors. Dual DGV carburetors on Mr. Wiggly would be as cool as, if not cooler than, a four-barrel I think. Well, I need to take someone a projector right quick. I doubt I'll come back to talk to y'all anymore after that either. So, deal with it.