I've seen the term a couple of times on other posts. For that matter, what are "202 Fuely Heads"? My heads had some work on them from the previous owner with 2.02 intakes installed...it that where at least the 202 comes in?

D,
The term "Fuely Head" came about from the early Corvette and Chevy fuel injection motors from the early sixties. For thier time, the heads were the ones to have for performance. Compared to modern cylinder heads, they are basically old technology.

Yes, 202=2.02

In 1957 Chevy made Fuel Injection an option on the 283's... mostly in Corvettes but some BelAirs had them also... These had 1.72 X 1.50 valves and were used on Fuel Injection Vette's ( with rare exceptions ) until 1962 when the 327 came out.The Fuel Injected 327 of 1962-1963 had larger ports and 1.94 X 1.50 valve with the familiar camel hump or double hump on the ends of the heads.... Since these castings were also used on the 300HP and 340 HP engines of those years people noticed that these heads were the same but the term " FI " ( Fuel Injection ) became the street term for them since they were better than the old 283 heads.... In 1964 Chevy put 2.02 X 1.60 valves in the 1964/1965 375HP FI 327 engine.... The Term FI head
or ( Fuely Heads ) stuck.... So it got to the point that any of the double hump 1.94 X 1.50 or 2.02 X 1.60 castings became known as FI or Fuely Heads.... despite the fact that they were used on
327/275 , 327/300 , 327/325 , 327/340 , 327/350 , 327/365 , 350 / 295 , 350/300 , 302/290 HP engines that never even came close to haveing a Rochester FI unit being bolted to them........

Back then it was not common to refer to cylinder heads by their casting numbers... So to distinguish the " Perf Heads " from the non perf heads the FI / Fuely / double hump / camel backs/ pretty much all meant the same thing.....Most notibly the 461 , 461X , 462 , 186, 492 ect ect type castings all were considered the perf type castings... or fuely heads.

Thanks guys...especially for the detailed insight 69LS1. Interestingly, I recently noted the engine ID...and from what I can remember (don't have the number on me at this moment at work)it had a "CNU" notation, or something in that regard...that I think desginated a form of vette block? The date code portion was from a '70. Tonight I'll post the actual ID.

I might just add a couple of notes to what Al mentioned. In 57, ANY passenger car could be had with FI. AND, virtually ALL 57 model passenger car body styles were delivered with FI (I'll have to check production figures, but it seems the Bel Air 4dr hrdtp was the only body style that didn't get FI). In fact, I believe that even 5 sedan deliveries were built with FI!!! Also, in 57, strange as it may sound, the heads used on the FI engines were NOT unique to the FI engines. Back then, the FI heads had the Pyramid symbol on each end, which in later years, became the symbol used on most base engines, such as the 250hp/327s. In the 57 Corvettes with FI, these heads with the pyramid indicated fuel injection. BUT, in the passenger cars, this head was common as dirt. It was the standard head used on the 57 "power-pac" (4bl carb) engines. Thus, FI heads for a 57 283 are NOT rare and for those who are knowledgeable, they do NOT bring premium dollars. The REALLY sought after heads for 57 283s are the heads for the 2x4 carb engines.
The VERY FIRST "fuelie" heads with the double hump symbols on the ends of the head, was 1961. It was a Corvette ONLY engine, 315hp/283 with FI. The valve size in those heads was 1.94/1.5, which remained through 63 on the "fuleie" heads. Then, as Al mentioned, the solid lifter engines (365 and 375hp) got the 2.02/1.6 valves. The rest of the hipo engines stayed with the 1.94/1.5 valves. BUT, in 65 when the 350hp 327 (L79) was introduced, it also got the 2.02 versions. Both 1.94 and 2.02 heads were the same head casting, so, you can machine a head which originally came with 1.94/1.5 valves and install 2.02/1.6 valves. The heads which were ORIGINALLY machined for the 2.02 valves also got some ADDITIONAL machining around the combustion chamber wall near the intake valve to help unshroud that area to improve flow from the intake valve. The 1.94 heads DO NOT have this machining and that makes it real easy to identify a head which may have had 2.02 valves added to it (unless of course the person who had it done also had the machine shop do the extra machining to the combustion chamber).

Tom, You are always a wealth of knowledge, ever think of writing a book?

Nah! This is just stuff that us old timers who grew up with it still remember. There are a whole lot more guys out there who remember much more than I do. Also, when I was growing up, I wish I had paid a lot more attention to things at the drive-ins and at the drag stips. ESPECIALLY the cars which are really rare today, but were not terribly uncommon back then. Like 2x4, side oiler, tunnel port 427 Fords, 57 T-birds with 2x4s, 57 and 66 Olds with 3x2s, 55 Cad with 2x4s, 59 Cad with 3x2s, Race HEMIs (NOT Street HEMIs), 426 Max wedge Mopars, Cross Ram Mopars, W-30 Olds (with dual scoops under the front bumpers for the air cleaner), 64-5 Buicks with a 425 and 2x4s, Z-11s, 67 Z/28s, Z-16s, 401 AMXs, 57-8 Pontiacs with FI, 63 Olds F-85 with a turbo charged V-8, Corvair with a 4 carb or turbo engine (the Spyder), etc, etc. I remember 'um, but I never made a special effort to study them REAL close for all the little details--------------also, should have taken pictures for posterity!

Wow! I have a pair of fuely heads on my Nova!!! graemlins/hurray.gif graemlins/beers.gif :D

Outstanding post, Tom, as usualy. Will you have my children???

Cam

Wow also!!!...all I wanted to know was what was "Fuely Heads"....what I got was a great education...I am such a rookie.

Anyways, engine ID is :

K01 26 CNU

From the VIN, the car was orginally a '72 Malibu sport coupe with a 2 barrell 307. What's the "CNU" telling me from the engine ID?

Originally posted by dirty_dawg:
Wow! I have a pair of fuely heads on my Nova!!! graemlins/hurray.gif graemlins/beers.gif :D And Bruce Springsteen has a set on his 396 BB :D

Just to add some info (which i hope is correct) did they also have a very rare "fuelie" version with the 2.02's and camel humps but they also had angled spark plugs. Also there are earlie and late camel humps some have acc. mount holes the early ones do not. Ralph.

Nearly all the early heads 1955 - 1968 did not have
accesories bolt holes in them.From 1969 and later they did have.... However I have a set of 1969 041 castings from a 295HP/350 Camaro that are cast for them but were never drilled from the factory... let me rephase that... one casting is drilled the other is not..... These is little question that Chevy did expiriment with bolt holes in the early years.There was a thread here a year or two ago about a circa 1958 or there abouts casting that had them..... I remember seeing in a circa 1963 Hot Rod magazine with a 283 that had them.... Very very rare but they did exist.

The 2.02 angle plug heads came out in the early 1970's . These to my knowelege were never installed on a passenger car but were available over the GM parts counter... just like the 292 castings and the Bowtie casting ect ect....

Originally posted by 69LS1:
There was a thread here a year or two ago about a circa 1958 or there abouts casting that had them..... I remember seeing in a circa 1963 Hot Rod magazine with a 283 that had them.... Very very rare but they did exist.

I still have two sets of 283 '58 X heads for a passenger car with the very rare air ride suspension. These heads have cast in pads for the tapped holes to mount the compressor.

Yes, there were 2.02 heads with the double hump symbol AND accessory holes on the ends. Those heads were at one time commonly called LT-1 heads, because these are what came on the Corvette LT-1 as well as the Z/28 engine. Both were 350 engines. Actually, the Z/28 350 and the Corvette LT-1 were the same exact engine.

And yes, there were some VERY early 283 heads with threaded accessory holes on the ends. TO THE BEST OF MY KNOWLEDGE, these heads were special purpose heads, such as on big trucks, which had air brakes and the holes were used for mounting the compressor.

The VERY FIRST angle plug head came out about 69-70. It was ONLY available as a "service" or "off road" head. They were almost 100% identical the the LT-1 head with 64cc chambers. The angles spark plug hole was about the only difference. Those first angle plug heads did have the exhaust cross over passage.

This was all back in the days when ONLY Chevrolet produced these kind of hipo parts. At that time, there were not any after market SB blocks or heads. About the only aftermarket castings were for HEMI engines. Most were alum from Kieth Black, Ed Pink, Donovan and maybe a couple of others. So, the only hi-tech, hi-perf engine parts such as heads were only available from Chev.

Originally posted by Wooderson:
</font><blockquote>quote:</font><hr />Originally posted by 69LS1:
There was a thread here a year or two ago about a circa 1958 or there abouts casting that had them..... I remember seeing in a circa 1963 Hot Rod magazine with a 283 that had them.... Very very rare but they did exist.

I still have two sets of 283 '58 X heads for a passenger car with the very rare air ride suspension. These heads have cast in pads for the tapped holes to mount the compressor. </font>[/QUOTE]Thanks Wooderson,

I remembered that thread but I couldnt remember who it was that had these castings .

Has anyone here actually owned or even seen a set of the 1961 Alum 315HP 283 heads ? I have never seen them in person but somewhere in my archives I have a pic of Zora Duntov holding a casting...it did not have the familair double hump but more like the 265 castings with just the rectangle..but it had two large screw in core plugs on the ex side... weird looking piece.

I have a pair of 69 corvette double hump heads on my 350 bored 30 over can they be fuelys or am i mistaken

I believe that the 315 horsepower 283 heads were aluminum. I remember reading that the foundry had about a 50% failure rate, and don't know if any were actually released. You'll have to double check me on that. It's been a few years since I read the info.

Those heads were at one time commonly called LT-1 heads, because these are what came on the Corvette LT-1 as well as the Z/28 engine. Both were 350 engines. I am 99.999% sure '69 302 had 64cc 2.02 heads with accesory holes too. In fact I KNOW they had accesory holes, I just can't remember if 302s used 2.02 valves.

The 315HP 283 heads were alum and patterned much like the 461 castings.Again I have never seen a set of these in person.

What I have read is that they tried to use a type of material that was hard enough to not need steel seats installed.Acording to what I read the problem was one of porosity and they had a high failier rate during QC ...well that was totally out of the question for production use so they scrapped the alum head project.They said that for 1962 when the 327 came out they slightly modified the alum heads and cast them in iron.

Novadude...

All three years of the 302's production they did use 2.02 X 1.60 valves on those Z28 engines.

The 315hp/283 heads were -461x's with 1.94"/1.5" heads per Ed at Mortec. The about 170 or so cc intake port heads, not the more common, -461's at about 160 cc's..

DZ, don't forget the old Corvair, 180hp turbo motor here too... He, He!! that's where the first "Turbo" muffler came from that everybody started using way back when...

pdq67

NO, NO, NO!!! Let's dispel this myth forever!
There were NEVER, NEVER, NEVER any PRODUCTION small blocks, prior to the late 80s, delivered with alum heads. There are too many UNinformed magizine writers that have piggy-backed off of what Chev SAID was to be delivered, and, there is also TOO MUCH good documentation to disprove this. The alum heads were SUPPOSED to appear on the 60 315hp and 250hp/283s with FI. DIDN'T happen. The 60 solid lifter cam and hyd cam FI Vette engines were the same as the 1959 290hp and 250hp engines. Neither of the 61 FI 283s (315hp and 275hp) got alum heads either. DIDN'T HAPPEN!
YES, there are a FEW alum SB heads floating around out there with 1960 date codes. Jack Podell has been trying to sell a set for $10,000 for some time. So far, no takers. These were not delivered on a 60 PRODUCTION Vette.
As mentioned, the 61 FI heads were 461 castings, the first with the double humps-----------------thus, THE origin of the "fuelie" head.
Yes, fuel injection WAS also available 57-60, BUT, the DOUBLE hump head first appeared in 61, and that is when the nickname "fuelie" head was attached. And up through 63, ONLY FI engines got double hump heads, whereas, in 57, BOTH the FI and power pac 4bl 283s used the same head (pyramid symbol).

And yes, ALLLLLLLLLLLLLLLL Z/28 engines (302 and 350) had 2.02 heads.
Yes, the 69s got the accessory holes on the ends. This occured when the alt and AC compressor switched sides on Chev cars from 68 to 69. ONE OF THE BIGGEST MISTAKES CHEV EVER MADE!!!!!
And while we're on the subject, 68 heads are a ONE YEAR only version. They got the threaded hole in the side for a temp sending unit, but still had the plain ends with no accessory holes.

I gotta stock pair of big valve, -461 heads..

They cc'ed at 66cc's due to the unshrouding machining job around the intaske valves that you can both see and feel from the factory...

It was funny b/c I got them from the Recyling Center I worked at while back in School in the summer time after asking the Boss for them. He just gave them to me.

And later I went back and talked to the guy scrapping the old motors and I had to almost laugh when he said somebody stole his good setta "Power-Pack" heads.. I just said, that's terrible and kept my mouth shut..

pdq67

:
And up through 63, ONLY FI engines got double hump heads
[/QB]Whether the info is correct on cylinder heads, the NCRS (National Corvette Restorers Society) says "3782461....300,340 & 360 horsepower for 1962 Corvette." (All of these are carbureted versions except the 360.) Also from the NCRS for 1963 Corvette: "3782461.... All optional engines." (Meaning all engines above 250 hosepower which is the standard engine in a '63 Vette.) I don't own a Vette, and I'm not a member of the NCRS, so I cannot verify this, just passing it along.

Originally posted by DZAUTO:
[The alum heads were SUPPOSED to appear on the 60 315hp and 250hp/283s with FI. ).

[/QB]Yes, 1960, not 1961 was the year that Chevrolet had planned on using the aluminum heads. I also know of no documented example that exists. (Although it would be a lot cooler if they did). :D

Corvette fuel injection guy, Jack Podell, had a pair of them that were suposedly removed during a recall. Not many were installed, and the ones that were got replaced under a recall without the car owner ever knowing they had aluminum heads. At least thats the explanation I got when I asked him about them. That was at least 15/20 years ago and I think he wanted $3000 for them then :eek: .

Whoops, that is correct, the 62-63 300hp and 340hp did have the double hump, 461 heads!! When I said that, my brain was still thinking 61!

But didn't the smaller hp motors -461 heads only have 1.94"/1.50" valves in them?

Vs the "top of the line" motors with the 2.02"/1.60" valves..

pdq67

All double hump heads through 63 had 1.94/1.5 valves.
Then in 64, when the 340hp (carb) and 360hp (FI) engines were upped to 365hp and 375hp, they got 2.02/1.6 valves. The other engines with double hump heads (which would have only been the 300hp) had 1.94/1.5 valves. The 350hp engine (L-79) was introduced in 65 and it also had 2.02/1.6 valves.
The 250hp engines had the pyramid symbol with 1.72/1.5 valves.
As far as I know, ALL double hump heads, 61-66, were only 3782461 castings. The 3890462 double hump was introduced in 67. After that was the 291, 292, 186, 187, 487 and so on.
In their day, these were THE heads to own, until the angle plug heads came along. Now, as mentioned, they are old technology and the better heads to own are aftermarket.

Did the angle plug have a horsepower gain over straight plug design ? or was that so you could change plugs easier. With todays gas and lower compression would it still be possible to get 375 h.p. with a 350 and 202 angleplugs? that would be the 492s right.

Change plugs easier? Yea, right! Not on my 69 Camaro with 492's, not to mention header fitment issues...... graemlins/angry.gif Seriously, I don't think any "noticable" horsepower gains were realized, although some people I'm sure would beg to differ.

I came across a set of "double hump" heads w/ casting # 3927186.These heads have accessory holes.Are these any good?

186s are ok for a stock head, but you have to be careful if you are going to cut them for bigger valve springs.

So is that a No? as to the 375 H.p. . What makes them old technology "flow" ? good springs s.s. valves and they still don't compare.? A lot of them have survived 40 years so I guess the quality was o.K.

Absolutely! You can duplicate Chevy's 375hp using an early set of 2.02 heads. With today's technology, you very probably can get even more than 375hp from a 327. The 375hp from a 64-65 fuel injected 327 was accomplished with an air meter that only flowed between 600 and 650cfm. A Q-jet or 750 Holley will beat that!!! One of the good features of the FI unit was that it had "ram tubes" inside the plenum which helped increase velocity to each cylinder. One of today's good manifolds can do the same (or better) with a 780 Holley. These engines developed 375hp at 6200rpm. With today's cam technology, that could probably be achieved around 5500-5800. ESPECIALLY with a roller!
The early 2.02 heads to not flow as well as today's heads, especially some of the aftermarket heads. With some mild port and bowl work, a set of early 2.02 heads will definitely provide an improvement. Stock springs were 1.25in and if you cut the spring pockets of early heads for larger (1.45) springs, there is a real risk of getting into the water jacket. Today's aftermarket heads have much more metal in this area.
The 74-earlier heads are the BEST and thickest PRODUCTION heads ever made by Chev--------------BUT THEY ARE STILL OLD!!! Depending on how much they got overheated (if ever), how much abuse they received, how many times they were machined, etc, will all be factors which affect how solid they are today. They may be fine today, and crack tomorrow. If you plan to use a set of old heads, have your machine shop check and magnaflux them VERY thoroughly first. As far as quality of old SB heads is concerned, as I said before, ONLY 74-earlier heads are worth considering. In 75, Chev begin to cut corners on SB Chev heads, and by 77, they were basically junk. Toooooooooooooooooooo many machinists will confirm that 75-later heads are commonly cracked---------or will crack. It isn't worth the risk to use them.

Thanks Tom I guess this is a little off topic but Could you or someone please give me a combo. that would go together utilizeing a set of 202 angle plug heads for nostelga sake I guess, Well that and that Since I have several of them if there ok I would like to bring them back to life.I would like to use any of the stuff I have on hand if it's logical outherwise i'll spring for new. This would be for 65 a 3400 lb. car. I have a 69 350 4 bolt block thats .010 over, stock rods silvolite pistons thats been balanced. I would like to go with manley valves but don't know which model.streetmaster? severe duty? or are milodon ok. I have a set of arp 7/16 screw in studs arp head bolt kit a set of crane energizer rocker arms 1.5 ratio.I need a cam but don't have a clue with all the wiped cam stories I'm scared to pick a brand.I have a rebuilt 350 turbo with a shift kit no torque converter yet. what stall do i want? I don't have rearend gears picked out yet so I would like to afford to drive it on the highway so not tooo low.I have a edelbrock manifold and a 650 edelbrock carb if that will work. thanks for any suggestions. And Oh anyone got an extra ten grand laying around they could lend me.

WOW...I can't believe this thread is still going since I orginally posted the question!!!...it's an incredible wealth of knowledge...how do you guys know this detail...absolutely amazing!

I looked up the recipt information from the previous owner on my "fuelie" (or whatever I have)heads. They came from good old e-bay, a machine shop "The Engine Store". Anyways, supposedly they are rebuilt/machined 64CC heads 2.02/1.6. It states the casting number is "434". Going to the Mortec site, if I am reading correctly they state based on the casting they are/came from:

354434.....75-79...262/267/305...60cc chambers

Based on the information, any addtional insight you can lend? They are matched to my SB with an ID of:

K01 26 CNU

Tommy,
IF I were going to build a SB (with a nostalga look) by using a 350 block and a set of early (no accessory holes on the ends) double hump heads, here is the way I'd go. First, and foremost, I'd go for MAX displacement. With a 350 block, that means one of 2 ways. Either a .030 or .040 bore (for street/daily use, .060 over is pushing it too much for any worthwhile gains), or a 383 (my preference). For a set of these old heads, a good machine shop that can do a THOROUGH job of inspecting/magnafluxing is imperative. Remember, the LAST year for this type of head was 68--------------36yrs ago! If the heads look good after inspection, then I'd have them opened up to 2.02/1.6 (if they're 1.94 heads), have the combustion chamber machined next to the intake valve (like the factory did to 2.02 heads), mild bowl work and intake port matching and smoothing done, guide plates and screw-in studs installed.
That's what I'd do to the heads. ON A SET OF HEADS THIS OLD, DO NOT HAVE LOTS OR PORT AND BOWL MATERIAL REMOVED, AND DON'T HAVE THEM SURFACED UNLESS IT IS ABSOLUTELY NECESSARY! You need all the thickness you can keep! For a street engine, this would provide plenty of flow velocity up to around 6000rpm, and 1000 to 5000rpm torque would be great. That's what you want on the street. These heads are about 64cc, so a flat top piston in a 355 or 383 inch motor with today's pump gas is about all you can stand. For these kinds of engines, my all time favorite intake manafold is the EARLY Z/28-LT1 alum hi-rise FROM GM, not aftermarket. The bad thing about them is that they are becoming rather scarce and kind of expensive. FOR STREET USE, I also prefer a good Q-jet, rather than a Holley. To put a Q-jet on a manifold with a Holley bolt pattern requires using a Mr. Gasket adapter between the carb and manifold. Too easy.
As far as the internals and valve train are concerned------------the sky (and your budget) is the limit. For a practical, dependable street/performance car which has some thump to it, I would keep the cam profile under .510 lift and the duration under 235deg @ .050 (this kind of profile will allow you to stay with stock size 1.25in valve springs).
Normally, when building a 383, a harmonic balancer and flywheel for a SB400 are required. The BIG notch in the outer ring of a 400 balancer is going to be a giveway as to what's inside. It may be possible that if you build a 383, it can be balanced with a regular 350 balancer, MAYBE. Otherwise, if you don't want to be required to use a 400 balancer, then you can have the FRONT end of the crank INternally balanced to allow the use of a 350 balancer.
YOU, and no one else, must decide what you want from an engine------------------hardcore race or daily dependable, or, somewhere in between.

Imho, go with a good old Holley 300-36 intake if you can't find a stock, Z-type intake..

And a Z-25 or Z-27 Isky solid cam should do nicely here, imho...

And there are no angle-plugged, double-hump heads that I know of unless they are the over the counter race heads of that time period??

pdq67

And you're correct, those were the only ones---------------but they had accessory holes in the ends. Otherwise, no double hump, angle plug, PLAIN heads.

Thanks for the tips guys The Isky solid cam sounds intreging sp? I don't think i've seen too much bad about Isky. would a z25 or z27 be fairly mild like a 268 comp.

I would love to build a 383 but job expenses eat up the extra cash. Just had to get a new 16 ft. equipmemt trailer good part is it has ramps with it for hauling cars too. Then last week a new pressure washer it never ends.Here's the deal I have a balanced 350 .010 over shortblock with flatop pistons I have the 492 heads 3 of them.This thread gave me some insperation so I cleaned the carbon out of the runners and smoothed out the castings a little bit.I'm going to drop them off at a machine shop soon and get them magnafluxed A mistake I made On the last set of heads I had done. pdq67 suggested Isky Z25 orZ27 but they recomend 10.1 comp.for them.I'll have more like 9.0 What does anyone think of a isky 270 or 280 mega hyd, I'll guess I'll have to enlarge the spring pockets but Thats not that big of a deal is it? Dzauto how do I know how much or if the heads have been milled they have no valves in them is ccing them the only way? Also is a cheap s.s. summit or manley valve better then a stock valve? How much spring pressure would be needed on a ? 270 As i mentioned in previous post I have a set of 1.5 energizer rockerarms will they work with this setup? thanks any input is appreciated.

Originally posted by tommy411:
Did the angle plug have a horsepower gain over straight plug design ? or was that so you could change plugs easier. With todays gas and lower compression would it still be possible to get 375 h.p. with a 350 and 202 angleplugs? that would be the 492s right. The intent of angling the plug was to place the spark such that there was a better flame front created for more complete combustion. There were horse power increases but I cannot speak to how much horse power was improved nor to the economics of the angle plugs. I had a set of "292" angle plug castings on a 283 in a 65 Chevelle. I got to take it to the strip twice before the strip closed forever. The best time I turned was 12.96 at 106 MPH. I never got to drag race the car again so I will never know what I could have done with the package with further development. That time was turned at mid day the first time I ever had the car on the strip. This was in 1978 and all I had at that time was stock suspension , an M-21 and a set of 4.88 gears in a 12 bolt. The engine had 12.5 to 1 comp forged pistons on 327 rods and a mild solid lifter cam. Also I was running a set of J.C. Penny 9" cheater slicks. All in all not too competitive a package even at that time. Sure was great to drive however.

Originally posted by 69LS1:
Back then it was not common to refer to cylinder heads by their casting numbers... So to distinguish the " Perf Heads " from the non perf heads the FI / Fuely / double hump / camel backs/ pretty much all meant the same thing.....Most notibly the 461 , 461X , 462 , 186, 492 ect ect type castings all were considered the perf type castings... or fuely heads. Hey....I have a set of fuely heads on the Nova! :D

All I'm gonna say to keep this thread alive is that the ride I took late one night in my long gone Crippled Buddy's hand controlled, '58 'Vette ragtop with a 375hp/327, matching 4-speed and 3.08's and no more then an Isky Z-30 solid cam saw us still accelerating at 7,200 rpm in fourth gear!!

I asked Tom what we were running and he said about 160/170 mph b/c he got chased out of the state when he got in trouble earlier and the SHP Intercepters couldn't catch him before he hit the Misouri northern stateline!!

He, He!! He came back home after a while from Alaska where his Brother was and spent some time in the county jail b/c of his trouble earlier!!

Talk about a guy!! You had to know him to appreciate him and I miss him to this day.. He would give you the shirt off his back!! Boy to be a kid again....

pdq67

An old friend of mine had 2 brothers, as well as his father that were Dwarfs. They drove hand controlled AUTOMATIC cars, and the one brother had a MGB with a 4 speed, but with extended pedals.
So, my question is...How did your Crippled buddy drive a Hand controlled car with a 4 speed?
Just curious...

Tom fitted it with a "break-over" Orschelen Brothers E-Brake Lever, hand brake, with a "Hog" throttle on it!!

AND he also had a "lever" hand brake to operate the regular brakes between his worthless legs as he use to call them.....

Tom put all this together himself and shifted he it fine on the street. But when he was dragging, he had to have a "shotgun" rider to shift quickly for him.. My Buddy Gene usually was the GUY shifting for him!!

Gene was with him the night they ran Tommy in his new Red L-79, '65 Chevelle H/T when the clutch let go above 8,000rpm! in his '58 'Vette!

I pulled Tom and his 'Vette home that night late using a rope behind my Mom's new '65, 283, 300 Chevelle three speed..

Boy we had fun back then!!!

pdq67

PS., He, He!! And Barry Orschelen is a friend of mine and their corporate H-Q is in Moberly, MO!! Went to his first wedding with a bunch of other Buddies!!