GOLDMYN
Senior Member
not that I recall.
Inspection.
- Thread starter carguy300
- Start date
Gotta blow up this pic of the box to see "Made in USA". Lower left corner.
Of course, that doesn't mean the one they ship you was made in the USA...
GOLDMYN
Senior Member
I stand corrected, here's box
Back in the earlier 1970s, a friend was rebuilding (and making a bit better) his '64 Galaxie 500 352 V-8. He got an Edelbrock aluminum intake and all it took to make it work as stock. Found some headers to fit, with the addition of a bracket to remount the power steering ram unit, a Mallory UniLite distributor (as it was the recently-introduced best electronic ignition update), and a few other things to enhance the stock OEM orientation he was going for. Might have used the OEM Ford carburetor, as I don't recall him buying a new one.
In the course of things, he wrote Edelbrock to ask some questions. To his questions, he received back a hand-written letter from Vic Edelbrock. One of the questions regarded thermostat temperature and would a cooler thermostat than 180 degrees F be beneficial. As to using a 160 degree F thermostat. Vic's answer was that using anything cooler than 160 degrees F would increase engine wear, with the implication that higher temps would decrease it. Which meant that 180 degrees F was the best choice for minimal engine wear. Prior to that time, the main focus of using a cooler thermostat had to do with (undocumented, but it had to work) orientations that a cooler thermostat was better (as some hard-core drag racers used one?). As I recall, "engine wear" meant "cylinder wall wear".
In some carburetor books I have, it notes that max power is achieved with higher engine temperatures. Probably like at 200 degrees F rather than 180 degrees F and with a slightly leaner AFR than the accepted 12.2 to 1 at WOT. This was back when we had "crude" gasoline with 3gms/lead per gallon in it as a normal situation.
In those earlier "crude" times, one of the first changes to emission-controlled engines was to use a 195 degree F thermostat, for an alleged "better burn" of combustion gasses. With the AIR pump added to continue "the burn" into the exhaust manifolds, on some engines that needed that. ,
Another side effect of the higher temps is that it gets the condensate (which happens after shut-down, especially in cooler/cold weather) cooked out of the oil quicker, which helps minimize harmful things being formed in the oil, between changes.
Regards,
CBODY67
In the course of things, he wrote Edelbrock to ask some questions. To his questions, he received back a hand-written letter from Vic Edelbrock. One of the questions regarded thermostat temperature and would a cooler thermostat than 180 degrees F be beneficial. As to using a 160 degree F thermostat. Vic's answer was that using anything cooler than 160 degrees F would increase engine wear, with the implication that higher temps would decrease it. Which meant that 180 degrees F was the best choice for minimal engine wear. Prior to that time, the main focus of using a cooler thermostat had to do with (undocumented, but it had to work) orientations that a cooler thermostat was better (as some hard-core drag racers used one?). As I recall, "engine wear" meant "cylinder wall wear".
In some carburetor books I have, it notes that max power is achieved with higher engine temperatures. Probably like at 200 degrees F rather than 180 degrees F and with a slightly leaner AFR than the accepted 12.2 to 1 at WOT. This was back when we had "crude" gasoline with 3gms/lead per gallon in it as a normal situation.
In those earlier "crude" times, one of the first changes to emission-controlled engines was to use a 195 degree F thermostat, for an alleged "better burn" of combustion gasses. With the AIR pump added to continue "the burn" into the exhaust manifolds, on some engines that needed that. ,
Another side effect of the higher temps is that it gets the condensate (which happens after shut-down, especially in cooler/cold weather) cooked out of the oil quicker, which helps minimize harmful things being formed in the oil, between changes.
Regards,
CBODY67
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