It’s time once again for our monthly In Case You Missed It recap that showcases the top-5 trending articles we published last month. I know some of you might wonder why I publish an article that simply showcases past articles, but the internet is constantly moving forward, and some enthusiasts might have missed some of this cool information.

Chevy Starter Fitment Is Not A One Size Fits All Situation

When it comes to the starters in classic ’60s and ’70s — and even ’80s — Chevrolet muscle cars, a starter is a starter, correct? That’s not exactly correct. While most starters look similar, there are slight differences that require mentioning. For starters (yep, pun intended), let’s look at the nose cones. Unless you consider the early starters that used three bolts and attached to the bell housing, there were two nose cones that you need to know about.

Can you tell which starter fits what application? Check out the original article and you can.

Not only are there differences in the nose cones, but all is not equal when looking at the starter itself. Chevrolet developed two starters for use in different applications. One was a “standard-duty” starter, while the other was a “high-torque” starter. While the starters look basically the same, some external features allow you to tell the difference.

There is a lot more information in this trending article, and you can read all of it by clicking here.

Discussing Compression Ratio And Pump Gas Compatibility

Compression is one of the few areas in an engine where the “more is better” theory holds true. The standard recommendation for street engines running on pump gas has always been to shoot for a 9.0:1 to perhaps 9.5:1 compression ratio. This is so the engine can safely run with pump gas, which for much of the country, is limited to 91-octane. While 9:1 is a safe number, maximizing compression is a great way to increase power while also improving fuel mileage, throttle response, and drivability.

What’s the highest compression ratio you feel is safe to run on pump gas?

There are opportunities to raise compression ratios, as evidenced by the OEs moving in this direction. In fact, GM’s LT1 direct injection engines now run an 11.5:1 static compression ratio. However, these engines also benefit from detonation sensors and millions of dollars of research and development. But the indications are that with the right combination of parts and cam timing that the days of settling for a 9.0:1 static compression ratio on a normally aspirated performance engine are rapidly falling out of favor.

To read more about running higher compression ratios and pump fuel, click here.

Alternator-Upgrade Wiring Tips for Popular GM Charging Systems

One of the most overlooked upgrades you can do is to the charging system. It was in the early ’60s when alternators replaced generators. Since then, a landslide of charging system and alternator enhancements have followed. In the original article, we decided to focus our attention on some of the more popular alternator conversions and wiring harness modifications necessary to accommodate them. We wanted to get input from a few professionals in the world of automotive charging, so we reached out to Tuff Stuff Performance and Painless Performance.

To keep this trending article brief, we didn’t look into mounting different alternators to various engines, as this can get somewhat complicated. To simplify this as much as possible, the newer CS130 and CS144 alternators are a great choice for Gen I small- and big-block Chevys, while the CS-130D is commonly used on factory accessory drives for LS engines.

You can check out the trending original article right here.

Shaken & Stirred: 1966 Chevrolet Chevelle Pro-Touring Track Monster

Tom Farrington bought this 1966 Chevrolet Chevelle on Memorial Day weekend of 2002. Back then, the world was a very different place. Fuel prices were but a sliver of what they are today, and the fear of accidentally pushing the “internet button” on your cell phone brought with it images of bank account-crippling overage fees.

Not your typical ’66 Chevelle.

At the time, Tom’s wife Debbie stopped by for a visit at the Army communication school he was attending in Sacramento. While discussing the future, the two found themselves discussing their shared passion for classic GM muscle cars and how, if they were going to own another Chevelle, the Sacramento area would be the place to score one. And faster than you can say “whiplash,” a 1966 Chevelle materialized in a local trader’s paper, and thus the process began.

This is a cool trending article that you can read right here.

Determining The Optimum Oil Clearance For Your Engine

When talking about oil/bearing clearances and what type of oil to run usually elicits strong opinions from those who may or may not be the best judge of your particular setup. Keyboard mechanics abound on internet forums and are quick to offer their not-so-sound expertise to anyone who will listen. But you can throw a dart and have a better chance of being right.

For years, according to Len Groom of AMSOIL, engine builders relied on a basic rule of thumb of about .001-inch of bearing clearance for every inch of journal diameter. But the caveat here is that this rule only applies to stock engines. The rule changes a bit for a performance application. While rules are generally meant to be broken, it is better to err on the safe side. A performance engine that spends a lot of its time at high RPM may need some extra gap (about .0005-inch) between the rods and mains to account for crankshaft flex and rod elongation.

The discussion in this trending article gets in-depth, and you can see more of it by clicking here.

This ’64 Nova Was A First Ride. Now It’s A First-Place Hot Rod

According to Paul Doggett, “this is Shari’s [my wife’s] first car. Her dad actually bought it for $50.00 in 1973. Even back then, that was cheap. The previous owner was using it to haul hay for his horses.” As you can imagine, life as a utilitarian farm vehicle wreaked more than a little havoc on the small ’64 Nova, and it needed quite a bit of work.

Once filled with hay, this is now a hot rod the Doggetts can be proud of.

Initially, the car was destined to be a daily driver, but we all know how that eventually changes. “I knew I didn’t have the free time or the skills to do the car right, so I worked with Lo-Man Rods in Tipp City, Ohio,” he states. “At first, the plan was to do a simple rebuild with a rebuilt suspension, crate engine, and OE-style interior. But as the saying goes, one thing led to another.”

The transformation is astounding, and you can see more of the car by clicking here.