1971 Plymouth 'Cuda. Ola Nilsson
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Название: 1971 Plymouth 'Cuda
Автор: Ola Nilsson
Издательство: Ingram
Жанр: Автомобили и ПДД
isbn: 9781613253809
isbn:
The 383 4-barrel continued to use an oil windage tray. Compression ratio was reduced from 9.5 to 8.7 to allow operation using regular grade fuels with minimal reduction of power output. This offered the customer a reduced cost per mile. The distributor was recalibrated, and a new intake valve port shape allowed for improved combustion benefiting engine warm-up and drivability.
The 340 4-barrel received a newly designed Carter Thermo-Quad 4-barrel with a plastic main body. The plastic’s low thermal conductivity reduced heat transfer of the fuel. The smaller, triple-primary venturi and larger secondaries result in better performance, improved drivability, and increased fuel economy.
The 426 Hemi engine receive a manual choke.
Torsion Bar
The suspension system was a major difference between 'Cuda and its American-built competitors. Torsion bars are the most efficient way to provide riding comfort and handling. Built-in mechanical adjusters allow the front to be raised or lowered. This resilient steel bar allows the car to maintain excellent ride and handling characteristics as it resists twist. In addition, it helps provide the correct amount of force to hold the wheel to the road.
The Evaporation Control System (ECS) included a vapor-liquid separator mounted in the trunk compartment and connected to the fuel tank as well as vent lines connected to the crankcase breather to reduce fuel vapors from escaping into the atmosphere. This was essentially a closed system to draw fuel vapors into the carburetor for combustion. (Dodge, Plymouth and the AMC design are registered trademarks of FCA US LLC)
Air System
Some modifications were made to the newly named Clean Air System (CAS) for improved vehicle emissions control. In 1970, 'Cudas built in California had an evaporation control system (ECS). All 1971 'Cudas had this installed. The system reduced the loss of fuel from evaporation by drawing vapors from the fuel tank and carburetor into a vent line to the engine air cleaner. It also trapped liquid that escaped from tank due to expansion or overfill. A sealed fuel cap also prevented vapor escape. Inside the fuel tank is a 1.4-gallon thermal expansion tank that allows expansion to occur in a filled tank without forcing liquid fuel out of the system.
The NOx system was mandatory on 'Cuda340 cars registered new in California. The control unit was mounted on the passenger’s side of the firewall in the engine compartment. The white solenoid vacuum valve was located on the rear of the intake manifold. (Dodge, Plymouth and the AMC design are registered trademarks of FCA US LLC)
Nitrogen Oxide
A Nitrogen Oxide (NOx) Control System was incorporated on all 'Cuda340 cars sold new in California. Improved combustion efficiency provided a more complete burning of fuel-air mixtures to help reduce photochemical smog. By using a lean mixture and retarded ignition timing, most of the fuel was burned in the lower part of the power stroke during acceleration. The control unit assembly consisted of a vacuum switch, a thermal switch, and a control module. Although all components were incorporated on vehicles sold new in California, some components were included in vehicles for nationwide sale. These modifications included:
• Higher overlap camshafts that allowed more exhaust gas dilution which caused a lower peak burning temperature during combustion.
• Restricted usage of the distributor vacuum advance unit. No spark advance was available on acceleration up to 30 mph. Use of the vacuum advance is restored at ambient temperatures below approximately 68 degrees F.
• Modified centrifugal spark advance curves.
• Manual transmissions that have a switch in the transmission case or shift housing that deactivates the NOx system when the transmission is in high gear. On the A833 4-speed, it is located in the shift housing below the 3-4 shift lever and is actuated by a cam on the lever. Vehicles not equipped with this system have a solid plug instead. Automatic transmissions use a speed switch in the speedometer drive system.
Option code N98 included this decal affixed to the driver-side rear window. Higher demand for cleaner air and lower emissions began in California. This decal indicates the maximum emissions allowed for new vehicles.
Unibody
A unitized body and frame (or unibody) make a more rigid car. The heavy-duty frame structure was welded into the metal body, which provided a stronger passenger compartment. More than 5,400 welds unite the structural steel members, body braces, and body panels into a single unit. This resulted in a stronger, tighter, and more durable structure with less shake and rattle than cars with bodies bolted to separate frames. Plymouth used narrow doorsills because the unibody didn’t have a perimeter-type frame to take up. This provided more foot room in front and in back.
Chrysler-Plymouth used a unibody design that featured many safety factors to protect the occupants. Boxed sections, cross braces, and thousands of welds all added structural integrity. (Dodge, Plymouth and the AMC design are registered trademarks of FCA US LLC)
Body Reinforcements
Extra body safety was achieved in the 'Cuda by welding strong steel side-impact beams into each door. Reinforcements were also added to the door lock pillars and the door strikers. An extra roof-beam structure on the hardtops acted as a roll bar. It was welded to the rear wheel housings and extended up the roof pillars and across the roof. In addition, a box section was added on the inside of the windshield header and pillars. These heavy-gauge steel side sills have four-sided construction for extra strength and are galvanized on the inside to resist corrosion and rust. After construction, they received a seven-step dip and spray anti-rust treatment. The car was coated with epoxy primer before being sent off to the paint shop for acrylic enamel paint.
Additional boxed steel sections were incorporated for rollover protection and side-impact accidents. The large door openings benefit from a large welded-in section of thick steel for added driver safety. A fully dressed door weighs a hefty 105 pounds. (Dodge, Plymouth and the AMC design are registered trademarks of FCA US LLC)
A newly manufactured steel unibody was treated to a seven-step protective process prior to two coats of epoxy primer. Finally, the acrylic enamel exterior color was applied and oven-baked. (Dodge, Plymouth and the AMC design are registered trademarks of FCA US LLC)
Insulated Unibody for Silence
Insulating and sound deadening were a big part of Plymouth’s scientific approach to achieving a car body that was tight and quiet. Materials that insulate, isolate, dampen, and absorb were placed to eliminate body sounds in the following areas:
• Steel roof bows bonded with adhesive sound-deadening material
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