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The Car Thread ... !
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It’s a push-rod adjusting tool. It assists in adjusting tappets in OHV’s. [Yup, I’m that good. 😁] By the looks of that tool, it’s likely 70+ years old.
Ok, Ok.... I researched the patent # on the tool in the picture-[That would be the detective in me.]
Link here-
US Patent: 1,544,520 - Push-Rod Adjusting Tool
US patent 1,544,520 Push-Rod Adjusting Tool was issued to Earl P. Putrow of Milwaukee, WI. It was granted on 06/30/1925. The tool combines a screwdriver and socket wrench, designed to adjust push-rod tappets in overhead valve engines. {br}The patent number appears on Sn
www.datamp.org
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For the last 35-40 years, my hot-rodder / builder Dad and I would've just referred to it as a valve / valve adjustment tool. Hahaha, searching the internet != Batman ...
[automerge]1592311562[/automerge]
Ford dropped this yesterday, pretty cool, a new Mach I. 480HP, with the GT350 Tremec 6-speed (with rev match and dual clutch added), a revised 10-speed auto, tons of coolers (including a new secondary cooler for the automatic option), unique fascia, using the Bullit flavor of the 5.0L (480 HP / 420 TQ), all sorts of handling recalibration to the Mag ride, etc., and a Handling Pack option with 10.5/11 wheels (assuming a 305/315 tire setup), the SWing (rear wing) from the later gen GT350. Plus all the expected Mach I livery and little interior touches you'd expect.
[automerge]1592311562[/automerge]
Ford dropped this yesterday, pretty cool, a new Mach I. 480HP, with the GT350 Tremec 6-speed (with rev match and dual clutch added), a revised 10-speed auto, tons of coolers (including a new secondary cooler for the automatic option), unique fascia, using the Bullit flavor of the 5.0L (480 HP / 420 TQ), all sorts of handling recalibration to the Mag ride, etc., and a Handling Pack option with 10.5/11 wheels (assuming a 305/315 tire setup), the SWing (rear wing) from the later gen GT350. Plus all the expected Mach I livery and little interior touches you'd expect.
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You all are correct!
More specifically, though, the tool is pretty much obsolete since it's used to adjust solid lifters. Hydraulic lifters, which all current production pushrod engines(and most anything designed in the last 50+ years) have, are more or less self adjusting.
On solid lifters, such as the old British stuff I tinker with, you need to manually adjust valve clearance periodically. I've always done it with a 1/2" box end wrench, a big flathead screwdriver, and a feeler gauge. My mechanic was raving about these, showed me how to use it, and I said "I need to get one of those." Basically it combines the wrench and screwdriver into one tool, and makes it easy to not change the clearance when you snug down the locknut on the adjusting screw.
I didn't realize it when I bought the above, but the round knob dates it to 1935 or earlier.
More specifically, though, the tool is pretty much obsolete since it's used to adjust solid lifters. Hydraulic lifters, which all current production pushrod engines(and most anything designed in the last 50+ years) have, are more or less self adjusting.
On solid lifters, such as the old British stuff I tinker with, you need to manually adjust valve clearance periodically. I've always done it with a 1/2" box end wrench, a big flathead screwdriver, and a feeler gauge. My mechanic was raving about these, showed me how to use it, and I said "I need to get one of those." Basically it combines the wrench and screwdriver into one tool, and makes it easy to not change the clearance when you snug down the locknut on the adjusting screw.
I didn't realize it when I bought the above, but the round knob dates it to 1935 or earlier.
Oh, there's a few big block 60s cars around and about with solid lifters (aka, "solid cams"), hahaha, at a few cruise-ins, I've heard them coming from a mile away
You might have to explain lifters to the pleebs
There's a lot of interesting physics behind solid lifters, especially combined with a flat tappet.
Most people who run/build pushrod engines are use to the valves running with "zero lash". The oil used to adjust the lash also "cushions" the stresses that opening the valve would otherwise inflict on the tappets.
With solid tappets, the valve lash(15 thou cold on an MGB) makes up for this and lets the slack in the valve train cushion the valve opening. Given how badly flat tappet cams can get beat up anyway, you might as well make life a bit easier on them.
In other news, I checked up on my car again today. It seems that the #2 rod bearing was down to copper, the #3 main had copper streaks on the crankshaft, and they told me that pistons 2 and 3 fell out of the block when they undid the rod bolts. In other words, the engine is just plain worn out.
Hopefully things can start coming together soon.
They're $20-40 all day on Ebay depending on condition and specific variations.
Used Snap-On honestly is a bargain. It's nowhere close to "truck" prices, and most mechanics won't touch it since the truck is easier. All the Snap-On stuff I have was bought used.
Plus, this particular tool is of incredibly limited use to most any mechanic these days, and probably anyone who needs one already has one.
I used to have to adjust the tappets on my first car. It was a dog of a car. Even more so when I got rid of it! Never had anything that sophisticated though. A feeler gauge and a screwdriver.
It was the base model version. It was awful. Even more so after I had two accidents with the same girl!
It looks the same... Rear taillight is a tad different. Minor rework on the headlights, and a more vertically angled disc break intake. Such a low effort by Toyota. The next major overhaul must be a bucket of **** by Toyota.
Might be time for an MOT on your arms!
Now you see, in Hollywood they would have made a romantic comedy about that.
I was not feeling in the least bit romantic about it. The second time she hit me my insurance company decided it was suspicious and decided not to pay out.
Massive box arrived here today..here are a few quickies of the contents.
The porting work is beautiful-it deserves some more photographs before it goes on the engine!
The porting work is beautiful-it deserves some more photographs before it goes on the engine!
I've been wanting something fun to drive for my next vehicle.
This afternoon I stopped in at my local Ford dealership and saw my sales guy which my family has purchased/leased several vehicles from.
They only had one Mustang on the lot. It was a base model with the EcoBoost I4, and not the EcoBoost Premium and 10-speed automatic. They had no GT's or higher trim models.
But I haven't been in a Mustang since 1988 when my parents bought a GT convertible. So I wanted to take it for a ride and see how it felt, how the comfort was, the fit of the seats, sitting lower down, farther back and all that goes into liking or not liking a car.
First off, I like the current styling of the Mustangs exterior and interior; very sharp.
But, there were a few things I was less than impressed with, even given that this was the absolute base model.
Plus, my Lincoln has better tires as well, 245 45R 18's. There is practially no sidewall bending when I turn the wheel in this car.
A couple of other things I didn't like or thought odd was the gimmicky artificial engine noise they pump into the interior to make it seem like it has a more throaty V8 sound than it does. Once I got the drivers seat adjusted to fit me well enough the way I liked it, the instrument gauge cluster seemed to be angled more upward and away from my view. Like the very bottom of the cluster was ever so slightly hidden from view and I had to sit up and forward to see it all. That was a little odd. The stereo left a bit to be desired as well and I think my Lincoln's base stereo sounded better too.
What I did like about it is it's styling inside and out. The seats fit very well, were comfortable and hugged my body very nicely. Everything else about it was good and nice and was about what I expected from it.
I asked the salesman to let me know when/if they get some GT models, or at least the EcoBoost Premium model in so I can take it for a drive and see and feel the differences. I know the GT 5.0 is going to have good power where I want it. The EcoBoost Premium has the same ratings, but Ford says the power band is wider, but doesn't say what it is precisely.
This afternoon I stopped in at my local Ford dealership and saw my sales guy which my family has purchased/leased several vehicles from.
They only had one Mustang on the lot. It was a base model with the EcoBoost I4, and not the EcoBoost Premium and 10-speed automatic. They had no GT's or higher trim models.
But I haven't been in a Mustang since 1988 when my parents bought a GT convertible. So I wanted to take it for a ride and see how it felt, how the comfort was, the fit of the seats, sitting lower down, farther back and all that goes into liking or not liking a car.
First off, I like the current styling of the Mustangs exterior and interior; very sharp.
But, there were a few things I was less than impressed with, even given that this was the absolute base model.
- Engine performance was lackluster. At 310 HP and 350 lb.-ft torque I was expecting a little more ummmph. Sadly, the power band on this engine is rather high and seemed to kick in around 4,000 rpm. It felt like a bit of a dog from line even in sport+ mode.
- Disappointed in the choice of tires they put on it. It had Goodyear Eagles, but, they were 235 50R 18's. The sidewall's were deplorably more pliable than I would have expected to find on a modern Mustang. When I would shimmy the wheel back and forth in my lane I could feel a lot of sway, not body roll, but sidewall bending in the tires and it made the overall feel of the car squirelly and that one could easily lose control over it.
Plus, my Lincoln has better tires as well, 245 45R 18's. There is practially no sidewall bending when I turn the wheel in this car.
A couple of other things I didn't like or thought odd was the gimmicky artificial engine noise they pump into the interior to make it seem like it has a more throaty V8 sound than it does. Once I got the drivers seat adjusted to fit me well enough the way I liked it, the instrument gauge cluster seemed to be angled more upward and away from my view. Like the very bottom of the cluster was ever so slightly hidden from view and I had to sit up and forward to see it all. That was a little odd. The stereo left a bit to be desired as well and I think my Lincoln's base stereo sounded better too.
What I did like about it is it's styling inside and out. The seats fit very well, were comfortable and hugged my body very nicely. Everything else about it was good and nice and was about what I expected from it.
I asked the salesman to let me know when/if they get some GT models, or at least the EcoBoost Premium model in so I can take it for a drive and see and feel the differences. I know the GT 5.0 is going to have good power where I want it. The EcoBoost Premium has the same ratings, but Ford says the power band is wider, but doesn't say what it is precisely.
Lexus IS Facelift. Same engines but improved suspension with option of adaptive dampeners. CarPlay/AA now standard. Lexus grills are now possibly my favourite given the atrocities BMW and Audi are putting out.
@SandboxGeneral
Yeah, so you HAVE to get the right gearing, even in the GT, the revised manual 6-speed is a little lazy with the stock 3.55 rear, it absolutely needs the 3.73. The tires, drive modes, suspension, everything will be GREATLY improved with a Performance Package. I don't recall the Ecoboost changes, but on a GT, it revises the shocks, spring, swaybars / endlnks, adds extra coolers, larger Brembo brakes, different wheels and tires, programming on electronic controls - just really makes it a whole different car.
The Perf Pack changes to 255/40 front and 275/40 rear on unique wheels. FWIW, I run a 285/35 front and a 305/35 rear on 20" wheels
Plus, with a Perf Pack, you can also add the Magneride suspension systems which is spectacular.
The Ecoboost sound thing is silly (several manufacturers do this ...), but it's easily defeated (either a simple / reversible wiring disconnect or a Firescan tune [a little $35 OBD module and free software]).
There's 3 stereo options, a base, an upgraded in the Premium and a B&O option like I have, that's reasonably decent.
With a GT, going from a "base" to a Premium is a notable upgrade, add the 401A package and you get all sorts of slick additional features, including the very cool 12" full LCD dash.
A GT, with 460HP, and the A10 (10-speed automatic), backed with the proper gearing (3.55 in the Perf Pack or a standalone option), the Ecoboost isn't in the same ballpark. I run a custom tune, some intake work, exhaust upgrades, and I'm setup with a Flex tune so I can run Ethanol, and with the custom A10 tuning, in Sport Mode it's a beast (~510-520HP).
Ford offers some really stripper models, so there's a price point for different buyers, there's like a $30K difference (or more), between the most entry level models and a fully loaded GT that has the A10, Perf Pack, B&O, Safe and Smart systems, 401A, Active Exhaust (hahaha, or like $70K difference if you include the GT500
)
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I didn’t think to look at the gear ratio when I had it. I went to their website and looked at the window sticker there and it said it had a 3.15 limited slip axle.@SandboxGeneral
Yeah, so you HAVE to get the right gearing, even in the GT, the revised manual 6-speed is a little lazy with the stock 3.55 rear, it absolutely needs the 3.73. The tires, drive modes, suspension, everything will be GREATLY improved with a Performance Package. I don't recall the Ecoboost changes, but on a GT, it revises the shocks, spring, swaybars / endlnks, adds extra coolers, larger Brembo brakes, different wheels and tires, programming on electronic controls - just really makes it a whole different car.
The Perf Pack changes to 255/40 front and 275/40 rear on unique wheels. FWIW, I run a 285/35 front and a 305/35 rear on 20" wheels
Plus, with a Perf Pack, you can also add the Magneride suspension systems which is spectacular.
The Ecoboost sound thing is silly (several manufacturers do this ...), but it's easily defeated (either a simple / reversible wiring disconnect or a Firescan tune [a little $35 OBD module and free software]).
There's 3 stereo options, a base, an upgraded in the Premium and a B&O option like I have, that's reasonably decent.
With a GT, going from a "base" to a Premium is a notable upgrade, add the 401A package and you get all sorts of slick additional features, including the very cool 12" full LCD dash.
A GT, with 460HP, and the A10 (10-speed automatic), backed with the proper gearing (3.55 in the Perf Pack or a standalone option), the Ecoboost isn't in the same ballpark. I run a custom tune, some intake work, exhaust upgrades, and I'm setup with a Flex tune so I can run Ethanol, and with the custom A10 tuning, in Sport Mode it's a beast (~510-520HP).
Ford offers some really stripper models, so there's a price point for different buyers, there's like a $30K difference (or more), between the most entry level models and a fully loaded GT that has the A10, Perf Pack, B&O, Safe and Smart systems, 401A, Active Exhaust (hahaha, or like $70K difference if you include the GT500
One thing I need to be careful of is not spending far more than I want to spend on a car. Pricing out a GT with all the good stuff runs the total up quite a bit, plus there is no leasing GT or higher trim levels. That’s probably a wise move on Ford’s part.
So another idea I thought of today was that maybe I can look for and buy a used Mustang with all the good stuff on it and maybe some custom work or engines. Then I could have a nice toy to drive. I’d then turn in the Lincoln next year and then lease a real cheap AWD or 4x4 for the winter and bad weather days.
I would be okay buying a used Mustang that needed engine work too. I’ve never really wrenched on cars before expect changing the oil really. I know a good deal about from my dad, but I’ve never actually done much. So that idea would be a good way to learn, and if done right with some help, I could have a car and engine I did myself and be proud of.
The other thing I’m still considering is getting the last of the MKZ’s in about 6 months and get the 3.0L V6 twin turbo model. I regret not getting that on the car I have now. The 3.0L, AWD model, has 400 HP and 400 lb.-ft torque, a real sleeper of a car.
Sandbox, I like the 2.3 models. They are widely popular for a reason, not necessarily just because they’re ‘cheaper’ under the 5.0 L, but they’re a lot of fun. I’ve driven plenty of them, and even though they don’t have that true V8 performance and exhaust note, their underestimated heavily given the fun factor, but that little 2.3 motor really moves (Add the weight differential changes the dynamic with the ecoboost option). You’re obviously not the type of person to ‘aftermarket mod’ your car (Which is perfectly fine), and you don’t have to be in order to enjoy a car that’ll give you an edgy sport performance with the revisions of the new Mustang styling cues shared amongst the other trims. I seriously don’t think the eco-boost Mustangs receive enough credit, but they’re not for everyone who may be seeking higher performance.
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I didn’t even mention the 10 speed. I initially knocked those transmissions when they first released, but I do think it’s the most significant improvement to the 2018 + Mustangs. Probably the more significant upgrades coming from anything under the 18’ model.
Edit:
I didn’t even mention the 10 speed. I initially knocked those transmissions when they first released, but I do think it’s the most significant improvement to the 2018 + Mustangs. Probably the more significant upgrades coming from anything under the 18’ model.
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