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http://www.vintagemusclecarparts.com/

Vintage Musclecar Parts, Union, OH (2026)

06/06/2026

Finally!

The 489 I built for my Suburban 12+ years ago (which was pressed into service in Yeti a couple of years back when Yeti's original 454 started to go sour) is coming out, and the 572 is going in.

The headers are also being swapped out as the existing 1 3/4" Street headers would strangle the 572.

In their place will be a new pair of Ho**er 2841's which I picked up on everyone's favorite auction site direct from Holley during one of their "scratch and dent" sales. The new headers feature a 2" primary and a 3 1/2" collector, but I removed the bolt-on flanges and installed a pair of slip-on 3 1/2" to 3" reducers to suit the new exhaust system that will be going on the truck.

The 489 exhaust was a simple pair of 2 1/2" duals out to the rear axle with a cheapo pair of Turbo mufflers. While that setup was pretty quiet under normal driving, for some strange reason it sounded hideous whenever you had to lean on it--it literally sounded like it was "passing gas"--and NOT in a good way. 🫤

The new system will have the passenger side exhaust come out in a gradual 90° bend over to the drivers side, and then another gradual 90° bend towards the rear to pair up with the drivers side pipe. They will merge into a Flowmaster dual 3" into single 4" Y-pipe which will head back to a HEFTY Dynomax Ultraflow welded 4" in and out muffler, then over the rear axle with a Flowmaster 4" universal tail pipe and exit behind the drivers side rear tires.

HOPEFULLY this will provide a decent level of sound control while providing zero restriction.

Most of the exhaust parts will be in some time in the middle of next week, so I won't be getting Yeti back for another week or so.

As soon as it's wrapped up I'll of course provide pics and maybe a video.

Given how good the truck ran with the 489 that made roughly 420 HP and 550 lb.ft. torque, I'm pretty curious to see what another 125 HP and 100 lb.ft. torque will provide.

More soon, stay tooned. 🙂👍

06/05/2026

Ok, here's the scoop on the interesting diagnostics post from the other day;

My customer Jeff Losapio called me earlier this week to see if I had any thoughts about an issue he was having with his 780 Holley on his L78 396 that I'd just serviced for him. It would start and idle ok, but as soon as throttle was given, the wideband indicated the mixture was going pig fat rich--even only a little off idle.

We covered all the basics like fuel pressure, float adjustment, choke setting, etc., but kept hitting a dead end.

After I'd covered all the basics I could think of, I asked him if he had another carb (something that was known to be a good unit) that could be swapped on to see if there was any change.

He told me he had another similar 780--and that it It did the EXACT same thing!

Ok, now we're getting somewhere!--

I suddenly remembered a VERY similar situation from about 10-15 years ago with a customer with an LT1 Corvette. I'd just serviced his carb, and while under normal driving it seemed OK, BUT as soon as he turned it loose it fell on its face.

If memory serves, his carb came back twice, and I couldn't find ANYTHING amiss.

After returning the carb for the last time, it came up in conversation that the owner had replaced his original 14"X3" open element air cleaner assembly with a reproduction when he restored the car.

As my last ditch effort to get a handle on the issue, I asked him to temporarily swap the air cleaner assembly for the original and take it for a test drive.

To Both of our utter amazement, this completely resolved the issue! The car now ripped right up to redline without missing a beat.

I'd ALMOST forgotten about that until Jeff mentioned the 2nd carb exhibited the exact same issue.

I had Jeff remove the air cleaner completely and take it for another test drive--and again, to BOTH of our immense relief, the problem was gone!

Apparently at least some of these repop air cleaner bases are stamped "deeper" than the OEM bases were which brings the air cleaner lid down too close to the top of the carb and restricts airflow.

Jeff is now using his original base, and a slightly taller filter element as well--it is also worth noting that I've seen some of these "14"X3"" elements that actually only measure a little over 2 3/4". Combine that with the excessive drop on the air cleaner base and you have a recipie for a serious skull-scratcher.

I'd definitely advise anyone running a repop air cleaner to do some measuring, you might be surprised--if not disappointed in what you find.

As I've said ad nauseum--"details matter."

Thanks for working with me to figure this out Jeff, a lot of others would've been quick to throw me under the bus. Your patience--and the reference pics are sincerely appreciated. 🙂👍

See the captions with the pics.

06/03/2026

Boy, have I got an INTERESTING diagnostics story to share with y'all! 🙂👍

Unfortunately, y'all are gonn'a have to wait `till Friday before I can post the details as I'm waiting on some reference pics of the situation from the involved client.

I'll say this much for now--it involved a SEVERE lack of performance at both partial AND wide open throttle, and it's something I've encountered only one time before now, which was somewhere around 10-15 years ago. I'd *almost* forgotten about that first incident until the client made one specific comment while talking on the phone this morning which immediately brought it back to my mind.

For those of you who have spoken with me in the past regarding technical issues or needing advice, you'll recall that I often give a few VERY basic things to check before diving into something too deep--this was one of those "simple" situations, but not one of the common ones.

Sometimes the seemingly most mundane things can be hiding an issue, that's why you really need to check the basics first.

Sorry for the teaser post, more when I receive the pics.

06/02/2026

Just a quick general update since I haven't posted in almost a week--

I'm once again in "hurry up and wait" mode due to several circumstances. I'm supposed to pick up the 572 for Yeti and drop off the old 496 out of the Chevelle for a cylinder head (and possibly intake manifold) dyno test, but I haven't been able to get up there yet. I have the engine swap in Yeti scheduled for this weekend, and I *REALLY* don't want to have to postpone this again for the umpteenth time.

Today I'm stuck waiting on a phone call from a tech for the gas company to do a meter check on my 2nd property, so Rachel is over there waiting on them while I hold down the fort here. I also need to get the grass cut here, but again, until I get that call (which they said would be anywhere between 12:00-4:00 ( 🙄 ), I'm stuck indoors.

I'm also awaiting an estimate on getting some (much needed) repairs done on my shop (/garage)--our resident militant city inspector decided to set his sights on my place a few weeks ago--and again, while the repairs are admittedly needed, as usual, this is seriously lousy timing for me.

Lastly--at least for the moment--the electric motor on the dust collector for my media blast cabinet decided to crap the bed early last week. I dropped it off at our local electric motor repair place last week, and I spoke with them yesterday to see if they've at least had a chance to look at it. They said they planned to get to it today, so until I get that back I'm basically dead in the water. I borrowed a shop vac from a friend (no, I don't own one myself--as I *LITERALLY* have no place to keep it!), but it can barely keep up with the cabinet and I don't want to run it to its demise and wind up having to replace it as well.

"Other than that Mrs. Lincoln, how did you like the play?" 😒

*sigh*

More...sometime...eventually.

*EDIT*

The electric motor repair shop called a little while ago...they plugged it in and the damned thing is working perfectly for them, no apparent issues. 🤔

Here we go with the Twilight Zone crap again.

Oh well, that's one thing scratched off today's list.

C'moooon gas company tech, I got stuff to do today.

05/27/2026

Yet another internet troll/wanna--be comedian has found their way onto my wall of shame.

Meet "Eric Johnson". As he's now banned, his post has been hidden by Facebook so I took a screenshot to capture his du***ssery for posterity's sake.

I try to be nice...I really, really do--but as I've said before, I have a strict "Zero Fu*****ds" policy on this page. You stick your foot in your mouth, you'll get called on it. Do it again and you're shown the door. It's your loss, not mine.

This is from the last post re: engine project updates. He got nut-slapped once but failed to take the hint. The 2nd du***ss comment got him shown the door.

Don't be a fu****rd.

Seriously.

As far as when EDM lifters became commercially available, it was at least 2006 as I'd already built and dyno'ed the Chevelle's 496 by then (I errantly stated 2007 in the reply attached) and it had the same CRANE solid flat tappet cam and EDM lifters in it then that it does now. That's 20 trouble-free years with those parts.

Lest anyone else still doubt, I'll post a link to the build thread I posted over on the Yenko site 20 years ago in the comments below, you can read some of the car's progress there--and the posts are all dated.

05/27/2026

Engine projects update;

As I'm still waiting on machine work on the LS7 project, the Mystery 496 is temporarily on hold waiting on parts (more on that in an upcoming post) and the 505 re-test isn't on the front burner at the moment, I've decided the next engine to go on the dyno at Millet's is the 496 out of my Chevelle.

For those not up to speed on this build, there's a full write-up on my website which I'll post down in the comments section--but for now, the basics are as follows:

1970's 454 2 bolt block bored .060" and torque plate honed, Eagle 4.25" crank, S**T 6.385 H beam rods, custom AutoTec pistons that give a 10.5-1 compression ratio with the bone stock 291 rectangle port closed chamber heads. Note that these particular heads actually came off of an L78 and as such only have a 1.72" exhaust valve where these heads typically have 1.88" exhaust valves. The only work done to the heads is a 3 angle valve job.

The cam is one of my favorite CRANE solid flat tappets, #131311 which has 256°/264° @ .050", 292°/300° advertised, .618"/.638" lift and a 108° LSA. Lifters are conventional solids with an EDM hole, pushrods are COMP 3/8", and the rocker arms are CRANE nitro-carb 1.7 stamped steel.

The induction is a GM 163 that came off a 1980's crate motor, the only modification done to it is the plenum divider has been removed. No other work has been done such as blending or even port matching. The carb is a 1000HP I built from scratch myself.

The ignition system was comprised of a GM points distributor that I equipped with a CRANE xr-1 breakerless conversion kit, but that got swapped into the new 396 that's in the Chevelle now so an MSD 85551 will replace it in the 496.

The oil pan is a Milodon 31188 with a Melling M77 oil pump.

That's it. Nothing fancy, no tricks, just a pump gas 496 that after a total of almost 30 dyno runs over 3 different dyno sessions wound up making a best of 616 HP and 616 lb.ft. with a radically ported Holley Strip Dominator intake with a 1" open spacer, and 612 HP and 610 lb.ft with the stock GM 163.

In 2014 I had Chad Speier of Speier Racing Heads prep a pair of 840 heads for the build. Unfortunately "life" (and a subsequent death) had other plans for me and I've not since had the opportunity to swap the 840's to see what they'll pick up.

That changes now.

I'm working on getting Yeti over to Kevin for the 572 install, and as soon as the details on that have been worked out, the 496 will go to Millets to be ran exactly as it is now, which is exactly as it was when it made the numbers stated previously. Once we've re-established a current baseline, the heads will be swapped over and tested.

Note that the old numbers came from a Superflow 901 dyno, and Kerry's dyno uses software from "Yourdyno" (same software Steve Morris and a number of other big-name facilities also use), so it'll be interesting to see what--if any differences there will be between the old and new dyno systems.

As soon as testing is done, the 496 and TH400 trans will go into the `78 Camaro "track mule" I have waiting in the wings, and hopefully shortly afterwards I'll be able to get the Camaro up and running and ready for the track.

Fingers crossed I can pull this all off without a hitch--time's a-wastin' on my end.

More soon--I hope!

05/26/2026

Holley LIST 4346 for Jeff Losapio's 396/375 L78 pure stocker. This one had been previously restored by another vendor.

Jeff sent this one in for a rebuild and race calibration for track use. Everything turned out normally and the carb is headed back to Jeff today.

05/26/2026

Holley LIST 3806 for Bill Wente's '67 L79 Chevelle.

This one had been previously restored by another vendor a while back and Bill sent it in to be gone back over to make sure everything was correct and freshen up the restoration.

The carb did have several issues that needed to be addressed, namely an incorrect Chrysler primary float bowl, a generic later style secondary float bowl, a restamped secondary metering block and an incorrect baseplate. Details on each are in the captions with the pics.

It's all sorted out now and on its way back home.

05/25/2026

I believe this was the best overall pull yesterday, it made 620 lb.ft at roughly 3200-3300 rpm at the hit with a peak of 650 lb.ft. I *think* peak HP was 540 or 545, I'll have to check the dyno sheets when I get them tomorrow.

Note that this was with the 1050HP and a 1" open spacer, the 870 carb was down about 15-20 HP/TQ over the 1050.

Again, I think I went a little *too* conservative with the cam and top end swap as the engine basically flatlines at 5000 rpm as it's simply out of air at that point.

Fwiw, had UPS not STOLEN my Crane cam, I would've initially built the engine using the rectangle port heads and 318 intake, which I'm now pretty certain would've resulted in the best overall power curve.

At least I managed to get the cam back and was able to see this to fruition, so there's that.

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