I worked with a guy back in the mid 90's that pulled about that same thing. He bought a real nice 2 year old Dodge pickup with IIRC the 318 V-8 and auto trans. It had air and all the emissions on it and of course mostly early OBD 1 computer controls. He was always b---hing about the fuel mileage and power output. I told him on several occasions to take it to the Dodge dealer and have them 'plug it in' and see what's wrong. He finally told me one day that he had a guy that was going to 'hop the engine up'. I told him that probably wasn't his best option, but what do I know? So Henry had the guy 'work his magic' on it. This entailed ripping out the A/C, changing the ignition to some after market something, pulling the whole exhaust off and putting on headers and glass pacs sans the cat and O2 sensor, tweaking the fuel system in ways I don't know how and other 'improvements' that Henry couldn't explain. What Henry ended up with was a nice looking Dodge that got half the mileage he was getting with less power than it did have and it sounded real bad (as in lousy) when it ran. Henry had to take it to another garage and have cats put in the cobbled up dual exhaust system to pass Pa inspection. At least they didn't ping him on the O2 sensor. Long story short, he finally ended up selling the truck to a salvage yard because it was basically undrivable and nobody would touch it because of the screwed up wiring and other 'improvements' that were made. Them spiffy chrome valve covers and custom air cleaner also made a BIG difference.
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Today's Featured Article - Restoration Story: 1964 JD 2010 Dsl - Part 2 - by Jim Nielsen. Despite having to disassemble the majority of my John Deere 2010's diesel engine, I was still hopeful I could leave the engine-complete with crankshaft and camshaft-in the tractor. This would make the whole engine rebuild job much easier-and much less expensive! I soon found however, that the #4 conrod bearing had disintegrated, taking with it chunks of the crankshaft journal. As a resul
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