From hotrod@Dixie.Com Fri Jul  1 01:43:18 1994
Subject: Re: Summit Racing
From: hotrod@dixie.com (The Hotrod List)
To: hotrod@dixie.com
X-Sequence: 8842
X-Archives: ece.rutgers.edu
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The Hotrod List writes:
> 
> 
>  I've been trying to get through to Summit to order some pistons.  I've
> been calling three or four times a day since Monday.  Now I'm sitting
> here after 3 AM wardialing the place, and I'm still getting that damned
> busy signal.

That's just going to make it sting even more when you finally get your
order and find out that they sent the wrong ones. :)

-- 
Jonathan R. Lusky  --  lusky@knuth.mtsu.edu
 "Turbos are nice but I'd rather be blown!"
    68 Camaro Convertible - 350 / TH350
       80 Toyota Celica - 20R / 5spd

----------
Posted by: emory!knuth.mtsu.edu!lusky (Jonathan R. Lusky)
 



From hotrod@Dixie.Com Fri Jul  1 01:48:01 1994
Subject: Re:  Summit Racing
From: hotrod@dixie.com (The Hotrod List)
To: hotrod@dixie.com
X-Sequence: 8843
X-Archives: ece.rutgers.edu
X-Comment: Send subscription and drop requests to hotrod-request@dixie.com
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----- Begin Included Message -----

 I've been trying to get through to Summit to order some pistons.  I've
been calling three or four times a day since Monday.  Now I'm sitting
here after 3 AM wardialing the place, and I'm still getting that damned
busy signal.                              

----------
Posted by: emory!chaos.lrk.ar.us!dave.williams (Dave Williams)
 


----- End Included Message -----


I think this line has been busy for the past few months!  I had the same
problem.  Call their Tech Line or Customer Service line and they will transfer
you to sales.

				Joe Kelly
				Rutgers University

----------
Posted by: emory!oliver.rutgers.edu!joskelly (Joseph Kelly)
 



From hotrod@Dixie.Com Fri Jul  1 13:09:37 1994
Subject: ADMINISTRIVIA: Hotrod List Charter
From: hotrod@dixie.com (The Hotrod List)
To: hotrod@dixie.com
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This is what will become a periodic posting of the charter of the hotrod
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I wrote the charter in consultation with several people who helped get the
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I try to seek a consensus among those who do.

John
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----------
Posted by: hotrod@dixie.com
 



From hotrod@Dixie.Com Fri Jul  1 13:27:57 1994
Subject: Re: Summit Racing
From: hotrod@dixie.com (The Hotrod List)
To: hotrod@dixie.com
X-Sequence: 8845
X-Archives: ece.rutgers.edu
X-Comment: Send subscription and drop requests to hotrod-request@dixie.com
X-Comment: Send comments and trouble reports to jgd@dixie.com

On Jun 30, 11:39am, The Hotrod List wrote:
} Subject: Summit Racing
> 
Dave why not call PAW or JEGs. My experience is that PAW has better 
prices though they don't have a toll free number. They do answer their
phone though.Mike



-- 
Mike Brattland(Brattlan@cyber.net) "Three Deuces and a 4 Speed" 
Insurance Auto Auctions, Spring Valley, California 800-322-8284   
E-MAIL me for Tech Info on Small and Big Block Ford Tri-Power Information! !

----------
Posted by: "Michael G. Brattland" 
 



From hotrod@Dixie.Com Fri Jul  1 13:34:17 1994
Subject: TV: *Televised Events #94-26*
From: hotrod@dixie.com (The Hotrod List)
To: hotrod@dixie.com
X-Sequence: 8846
X-Archives: ece.rutgers.edu
X-Comment: Send subscription and drop requests to hotrod-request@dixie.com
X-Comment: Send comments and trouble reports to jgd@dixie.com

----------------------------------------------------------------------
			       TV Events

Now in its third year of weekly publication, TVE is a compilation of 
info. gleaned from TV listings, auto mags., newspapers, tea leaves, my 
favorite bartender, and the nice folks at TNN.  A special thanks also to 
Curt Swinehart for providing me with info. on the many regional sports 
networks.  PLEASE confirm dates and times with your local listings 
before setting your VCRs.

TVE will USUALLY be updated no later than every Friday morning and will 
be most accurate (or least inaccurate) for the following 7 days. If your 
favorite event is "tba'd", please don't panic unless it's in the 7 day 
window.

As mentioned previously, this listing is now being submitted to the new 
group rec.autos.sport.info.  Assuming the moderators approve, this list 
will be available in the r.a.s.i group from now on.  In an attempt to 
get the word to as many r.a.s readers as possible, I will continue to 
cross-post to r.a.s for a short time. (This again assumes the moderators 
of r.a.s.i do not object to my doing so.)

If you are having trouble with this list arriving at your site in
a timely fashion, please let me know via e-mail and I will also start
mailing you a copy.

Comments, suggestions, additions, extra pit passes, etc. to:
					  stoffel@oasys.dt.navy.mil

		   ---------------------------------

(T)=Taped  (L)=Live  (SD)=Same Day  (?)=dunno

12:00AM = 0000 hours = start of day

    EVENT                             DATE  TIME(Eastern, USA) NETWORK*

NHRA, SPRINGNATIONALS, COLUMBUS (T)   07/01    12:00-1:00PM     EMPS,
				   HTS,KBL,MSG,PASS,PRTK,PSN,PSN2,SCP
NHRA, SPRINGNATIONALS, COLUMBUS (T)   07/01    1:00-2:00PM      HSE
This Week In NASCAR w/Eli Gold (T)    07/01    5:00-6:00PM      MSG,
					       PRTK,PSN,PSN2,SCOH,SCP
In The Driver's Seat                  07/01    6:30-7:00PM      ESPN2
IMSA, EXXON SUPREME, LIME ROCK (T)    07/02    1:00-2:00AM      ESPN
This Week In NASCAR w/Eli Gold (T)    07/02    6:00-7:00AM      PRTK
Speed Racer (cartoon)                 07/02    7:00-7:30AM      MTV
NHRA, MOTORCRAFT NATIONALS (T)        07/02    9:00-10:00AM     ESPN2
Shadetree Mechanic (batteries)        07/02    9:30-10:00AM     TNN
FORMULA II SUPERCUP (T)               07/02    9:30AM           MSC
MotorWeek                             07/02    10:00-10:30AM    WGN
This Week In NASCAR w/Eli Gold (T)    07/02    10:00-11:00AM    SCNY
Hot Rod 2                             07/02    10:30AM          ESPN2
WINSTON CUP, DAYTONA (L)              07/02   11:00AM-2:00PM    ESPN
Motor Sports Hour                     07/02   11:00AM-12:00PM   SCC
AMA, SUPPORT DIVISION (T)             07/02    12:00PM          SCC
NHRA, SPRINGNATIONALS, COLUMBUS (T)   07/02    1:00-2:00PM     HSE,SCC
Motor Sports Hour                     07/02    1:00-2:00PM      SCP
Shop Talk                             07/02    2:00-2:30PM      ESPN
NHRA Today w/Steve Evans              07/02    2:00-2:30PM      TNN
FORMULA II SUPERCUP (T)               07/02    2:00PM           SCP
NHRA, SPRINGNATIONALS, COLUMBUS (T)   07/02    2:00-3:00PM      SUN
Inside Winston Cup w/Ned Jarrett      07/02    2:30-3:00PM      TNN
SpeedWeek                             07/02    3:00-3:30PM      ESPN
Truckin' USA w/Ed Bruce               07/02    3:00-3:30PM      TNN
Motor Sports Hour                     07/02    3:00-4:00PM      EMPS,
					       KBL,PSN,PSNW,SCNE,SCOH
IMSA, GLEN CONTINENTAL (T)            07/02    4:00-5:00PM      TNN
Movie: Cannonball Run II              07/02    4:00-6:00PM      WGN
MotorWeek                             07/02    5:00-5:30PM      MPT
In The Driver's Seat                  07/02    6:30-7:00PM      ESPN2
MotoWorld                             07/02    7:00-7:30PM      ESPN2
SATURDAY NIGHT LIGHTNING (L)          07/02    7:30-9:30PM      ESPN2
NHRA, SPRINGNATIONALS, COLUMBUS (T)   07/02    8:00-9:00PM      EMPS,
				  HTS,KBL,PSN,PSNW,SCNE,SCNY,SCOH,SCP
NHRA, SLICK 50 NATIONALS (T)          07/02    9:30PM           ESPN2
AMA MOTOCROSS (T)                     07/02    10:30PM          ESPN2
TOYOTA ATLANTIC, MILWAUKEE (T)        07/03    1:00-1:30AM      ESPN
SAAB PRO SERIES, DETROIT (T)          07/03    1:30-2:00AM      ESPN
MotoWorld                             07/03    2:30-3:00AM      ESPN
SpeedWeek                             07/03    3:00-3:30AM      ESPN
WINSTON CUP, DAYTONA (T)              07/03    3:30-5:30AM      ESPN
IHRA, SPORTSMAN SERIES, STEELE (T)    07/03    5:30-6:00AM      ESPN
MotoWorld                             07/03    7:30-7:50AM      ESPN
FORMULA 1, FRANCE (L)                 07/03    7:50-10:00AM ESPN,TSN,
								 RDS [1]
Truckin' USA w/Ed Bruce               07/03    9:00-9:30AM      TNN
Trucks And Tractor Power              07/03    9:30-10:00AM     TNN
N. Bonnett's Winners (Dave Blaney)    07/03    10:00-10:30AM    TNN
NHRA Today w/Steve Evans              07/03    10:30-11:00AM    TNN
AMA, SUPPORT DIVISION (T)             07/03   11:00AM-12:00PM   HTS
Inside Winston Cup w/Ned Jarrett      07/03    11:00-11:30AM    TNN
RaceDay w/Pat Patterson (L)           07/03   11:30AM-12:00PM   TNN
SODA OFF-ROAD, ANTIGO (T)             07/03    12:30-1:30PM     ESPN
NHRA, SPRINGNATIONALS, COLUMBUS (T)   07/03    12:30-1:30PM     SPTS
IHRA NATIONALS, STEELE (T)            07/03    1:30-2:30PM      ESPN
Motor Sports Hour                     07/03    1:30-2:30PM      SCNY
BUSCH GN, MILWAUKEE (L)               07/03    2:00-5:00PM      TNN
Motor Sports Hour                     07/03    3:30-4:30PM      HTS
N. Bonnett's Winners (Dave Blaney)    07/03    5:00-5:30PM      TNN
Truckin' USA w/Ed Bruce               07/03    5:30-6:00PM      TNN
Trucks And Tractor Power              07/03    6:00-6:30PM      TNN
This Week In NASCAR w/Eli Gold (T)    07/03    6:00-7:00PM      PSNW
Shadetree Mechanic (batteries)        07/03    7:00-7:30PM      TNN
Motor Sports Hour                     07/03    7:00-8:00PM      PSNW
NHRA Today w/Steve Evans              07/03    7:30-8:00PM      TNN
Inside Winston Cup w/Ned Jarrett      07/03    8:00-8:30PM      TNN
RaceDay w/Pat Patterson (L)           07/03    8:30-9:00PM      TNN
Road Test Magazine w/Don Garlits      07/03    11:00-11:30PM    TNN
RaceDay Update w/Pat Patterson (L)    07/04    12:00-12:05AM    TNN
AMA, LOUDON (T)                       07/04    12:05-1:30AM     TNN
FORMULA 1, FRANCE (T)                 07/04    12:30-2:00AM     ESPN
Motor Sports Hour                     07/04    1:00-2:00AM      EMPS,
							      KBL,PSN
AMA, SUPPORT DIVISION (T)             07/04    1:00AM           SPTS
Trucks And Tractor Power              07/04    1:30-2:00AM      TNN
AMA, SUPPORT DIVISION (T)             07/04    2:00AM           EMPS,
						 KBL,MSG,PASS,PSN,PSN2
IHRA NATIONALS, STEELE (T)            07/04    3:00-4:00AM      ESPN
Hot Rod 2                             07/04    3:00-3:30AM      ESPN2
In The Driver's Seat                  07/04    3:30-4:00AM      ESPN2
M.T. OFF-ROAD, LAS VEGAS (T)          07/04    4:00-5:00AM      ESPN
SAAB PRO, LIME ROCK (T)               07/04    5:00-5:30AM      ESPN
NASCAR, WINSTON WEST (T)              07/04    12:00-2:00PM     EMPS,
				    HTS,KBL,MSG,PASS,PRTK,PSN,PSN2,SCP
SCCA, DES MOINES GRAND PRIX (L)       07/04    2:00-4:00PM      EMPS,
		      HSE,HTS,KBL,MSG,NESN,PASS,PRTK,PSN,PSN2,SCP,SPTS
SCCA, DES MOINES GRAND PRIX (L)       07/04    3:00PM           SCNE
ASA, CEDAR RAPIDS (L)                 07/04    3:00-5:30PM      TNN
NASCAR, WINSTON WEST (T)              07/04    4:00-6:00PM      NESN
NASCAR, WINSTON WEST (T)              07/04    7:00-9:00PM   MSG,PASS
NASCAR, WINSTON WEST (T)              07/04   11:00PM-1:00AM  PRTK,SPTS
NASCAR, WINSTON WEST (T)              07/04    11:15PM          MSG
SAAB PRO SERIES, WATKINS GLEN (T)     07/05    1:00-1:30AM      ESPN
BRIDGESTONE SUPERCAR, LIME ROCK (T)   07/05    1:30-2:00AM      ESPN
NASCAR, WINSTON WEST (T)              07/05    3:30-5:30AM      SCC
SCCA, DES MOINES GRAND PRIX (T)       07/05    5:30-7:30AM      SCC
SATURDAY NIGHT LIGHTNING (T)          07/05    1:00-3:00PM      ESPN2
NHRA, SLICK 50 NATIONALS (T)          07/05    3:00PM           ESPN2
SCCA, DES MOINES GRAND PRIX (T)       07/05    7:00-9:00PM      SUN
SUMMER LEGENDS SERIES (L)             07/05    8:00PM           SPTS
Motor Sports Hour                     07/05    8:00-9:00PM      SCOH
WORLD MOTORCYCLE GP, AUSTRIA (T)      07/05    9:00-10:00PM     ESPN
1994 AMA Supercross Series Highlights 07/05    10:00-10:30PM    ESPN
NHRA, SPRINGNATIONALS, COLUMBUS (T)   07/05    10:00-11:00PM  SCNY,SPTS
Auto Shop                             07/05    10:00-11:00PM    QVC
NHRA, SPRINGNATIONALS, COLUMBUS (T)   07/06    2:00-3:00AM      SCNY
Movie: Winning                        07/06    2:00-4:30AM      WDCA
WINSTON CUP, DAYTONA (T)              07/06    3:30-5:30AM      ESPN
NHRA, SPRINGNATIONALS, COLUMBUS (T)   07/06    5:00-6:00AM      EMPS,
					     KBL,MSG,PASS,PSN,SCNE,SCP
VideoMorning RACEWEEK, Loudon (L)     07/06   9:00AM-12:00PM    TNN
NHRA, SPRINGNATIONALS, COLUMBUS (T)   07/06   11:00AM-12:00PM   SCNY
SCCA, DES MOINES GRAND PRIX (T)       07/06   11:00PM-1:00AM    PRTK
NASCAR, WINSTON WEST (T)              07/07    12:00-2:00AM     EMPS,
							     PSN,SCOH
NASCAR, WINSTON WEST (T)              07/07    1:00-3:00AM      KBL
Harley-Davidson 90th Birthday         07/07    1:00-1:30AM      SHOW
SODA, OFF-ROAD RACING (T)             07/07    4:00-5:00AM      ESPN
INDY LIGHTS, MILWAUKEE (T)            07/07    5:00-5:30AM      ESPN
VideoMorning RACEWEEK, Loudon (L)     07/07   9:00AM-12:00PM    TNN
MOTORCYCLE RACING (T)                 07/07    2:00-3:00PM      HTS
Motor Sports Hour                     07/07    3:00-4:00PM      EMPS,
				   HSE,HTS,PASS,PRTK,PSN,SCNE,SCP,SUN
Motor Sports Hour                     07/07    6:00-7:00PM      MSG
MotoWorld                             07/07    6:30-7:00PM      ESPN2
NASCAR, WINSTON WEST (T)              07/07    7:00-9:00PM   PSNW,SCP
Motor Sports Hour                     07/07    7:00-8:00PM      PASS
SpeedWeek                             07/07    7:30-8:00PM      ESPN
This Week In NASCAR w/Eli Gold (L)    07/07    8:00-9:00PM      PASS,
				       PSN,PSN2,SCC,SCOH,SCP,SPTS,SUN
USAC MIDGETS, INDIANAPOLIS (L)        07/07    8:00-10:00PM     ESPN
NHRA, SPRINGNATIONALS, COLUMBUS (T)   07/07    8:00-9:00PM      PRTK
MotorWeek (Ferrari 348 & Spider)      07/07    8:30-9:00PM      MPT
Motor Sports Hour                     07/07    9:00-10:00PM     SCP
Motor Sports Hour                     07/07    9:30-10:30PM     PRTK
MotoWorld                             07/07    10:00-10:30PM    ESPN
Motor Sports Hour                     07/07   11:00PM-12:00AM   SUN
This Week In NASCAR w/Eli Gold (SD)   07/07   11:00PM-12:00AM   EMPS,
				  HTS,KBL,PRTK,PSN,PSN2,PSNW,SCOH,SCP
Motor Sports Hour                     07/07   11:30PM-12:30AM   SCC
Motor Sports Hour                     07/08    12:00-1:00AM     SPTS
Motor Sports Hour                     07/08    1:00-2:00AM      EMPS,
						     KBL,PSN,PSNW,SCP
AMA SUPERCROSS, IRVING (T)            07/08    1:00-2:00AM      ESPN
This Week In NASCAR w/Eli Gold (T)    07/08    1:00-2:00AM      SUN
This Week In NASCAR w/Eli Gold (T)    07/08    3:00-4:00AM      HSE
This Week In NASCAR w/Eli Gold (T)    07/08    4:00-5:00AM      SCC
Motor Sports Hour                     07/08    5:00-6:00AM     HSE,SCC
Movie: The Pace That Thrills          07/08    6:00-7:10AM      AMC
This Week In NASCAR w/Eli Gold (T)    07/08    7:00-8:00AM      EMPS,
						  KBL,MSG,PASS,PSN,SCP
VideoMorning RACEWEEK, Loudon (L)     07/08   9:00AM-12:00PM    TNN
Motor Sports Hour                     07/08   11:00AM-12:00PM   HSE
This Week In NASCAR w/Eli Gold (T)    07/08    7:00-8:00PM      SCNY

		  ----------COMING EVENTS----------

NASCAR, BUSCH NORTH, LOUDON (L)       07/09    1:00PM           TNN
FORMULA 1, GREAT BRITAIN (L)          07/10    8:50-11:00AM ESPN,TSN,
								 RDS [1]
WINSTON CUP, LOUDON (L)               07/10    1:00PM           TNN
INDYCAR, CLEVELAND (L)                07/10    1:30-3:30PM      ABC [1]
BUSCH GN, SOUTH BOSTON (L)            07/16    5:00PM           TNN
WINSTON CUP, POCONO (L)               07/17    12:30PM          TBS
INDYCAR, TORONTO (L)                  07/17    2:00-4:00PM      NBC [1]
PORSCHE CUP, FRANCE (T)               07/17    5:00-5:30PM      ESPN
Road To The Brickyard                 07/17    5:30-6:00PM      ESPN
EXXON SUPREME, INDIANAPOLIS (T)       07/17    6:30-7:30PM      ESPN2
NHRA, TOPEKA (T)                      07/18    12:00-1:30AM     TNN
BUSCH GN, TALLADEGA (L)               07/23    2:00PM           TNN
WINSTON CUP, TALADEGA (L)             07/24    12:15PM          CBS
PORSCHE CUP, BRITAIN (T)              07/24    12:30PM          ESPN
NHRA, MILE-HIGH NATIONALS, MORRISON(L)07/24    7:00PM           TNN
Road To The Brickyard                 07/30    2:00-2:30PM      ESPN
FORMULA 1, GERMANY (L)                07/31    7:50-10:00AM ESPN,TSN,
								 RDS [1]
BUSCH GN, HICKORY (L)                 07/31    1:00PM           TNN
INDYCAR, BROOKLYN, MI (L)             07/31    12:00-3:30PM     ESPN [1]
ASA, TOPEKA (L)                       07/31    3:00PM           TNN
EXXON SUPREME, LAGUNA SECA (T)        07/31    4:00-5:00PM      ESPN2
NHRA, NATIONALS, SEARS POINT (?)      07/31    tba              tba
BRICKYARD 400 QUALIFICATION (L)       08/04    2:30-4:00PM      ESPN
BUSCH GN, INDIANAPOLIS (?)            08/05    tba              tba
BRICKYARD 400 QUALIFICATION (L)       08/05    3:00-4:00PM      ESPN
Brickyard 400 Preview                 08/05    8:30-9:30PM      ESPN
Brickyard 400 Pre-race                08/06   11:00AM-12:00PM   ESPN
BRICKYARD 400 (L)                     08/06    12:00PM          ABC
SAAB PRO SERIES, LAGUNA SECA (T)      08/07    1:30-2:00AM      ESPN
NHRA, NATIONALS, KENT (?)             08/07    tba              tba
NHRA, TOPEKA (T)                      08/07    5:00-6:30PM      TNN
FORMULA 1, HUNGARY (L)                08/14    7:50-10:00AM ESPN,TSN,
								 RDS [1]
WINSTON CUP, WATKINS GLEN (L)         08/14    1:00PM           ESPN
INDYCAR, LEXINGTON, OH (L)            08/14    3:00-5:00PM      ABC [1]
NHRA, SEARS POINT (T)                 08/14    4:00PM           ESPN
EXXON SUPREME, PORTLAND (T)           08/14    4:00-5:00PM      ESPN2
IROC #4, MICHIGAN (T)                 08/14    tba              ABC
NHRA, DENVER (T)                      08/15    12:00-1:30AM     TNN
NHRA, DENVER (T)                      08/19    3:30-5:00AM      TNN
NHRA, NORTHWEST NATIONALS (T)         08/19    4:00PM           ESPN
BUSCH GN, MICHIGAN (?)                08/20    tba              tba
INDYCAR, LOUDON (SD)                  08/21    8:30-10:30PM     ESPN [1]
WINSTON CUP, MICHIGAN (L)             08/21    12:30PM          CBS
NHRA, NATIONALS, BRAINERD (?)         08/21    tba              tba
SAAB PRO SERIES, MID-OHIO (T)         08/23    1:00-1:30AM      ESPN
BUSCH GN, BRISTOL (?)                 08/26    tba              tba
PORSCHE CUP, GERMANY (T)              08/27    3:00PM           ESPN
WINSTON CUP, BRISTOL (L)              08/27    7:40PM           ESPN
FORMULA 1, BELGIUM (L)                08/28    7:50-10:00AM ESPN,TSN,
								 RDS [1]
ASA, MILWAUKEE (L)                    08/28    tba              TNN
NHRA, MN (T)                          08/28    6:00PM           ESPN
BUSCH GN, DARLINGTON (?)              09/03    tba              tba
SAAB PRO SERIES, NHIS (T)             09/04    1:30-2:00AM      ESPN
WINSTON CUP, DARLINGTON (L)           09/04    1:00PM           ESPN
INDYCAR, VANCOUVER (SD)               09/04    9:00-11:00PM     ESPN [1]
NHRA, US NATIONALS, CLERMONT (?)      09/05    tba              tba

[1] CBC also carries all F1 and most IndyCar races.  The races are 
usually broadcast on a tape-delayed basis at 11:37PM ET on the evening 
following the race.  I understand that it is not uncommon for CBC to 
delay the broadcast as much as an hour beyond the 11:37PM start, so 
please use extra caution if you plan to tape the race.  If you have 
access to it, and your French isn't too rusty, you may also want to 
check out RDS.  RDS broadcasts every F1 race and most IndyCar races, and 
their F1 coverage usually also includes a 30 minute prerace show.  RDS 
and TSN generally use the ESPN feed, while CBC generally uses the BBC 
feed.  The exception to these rules is the Canadian Grand Prix.  Only 
CBC and SRC have the rights to the Canadian GP.  Thanks to Pierre 
Mailhot and Tak Ariga for info. on coverage in Canada.

* Network Designations

A&E      Arts & Entertainment Network
AMC      American Movie Classics
CBC      Canadian Broadcasting
EMPS     Regional Sports Network (New York)
ESPN     ESPN Sports Network
ESPN2    ESPN Sports Network 2
HBO      Home Box Office
HSE      Regional Sports Network (Houston)
HTS      Regional Sports Network (Baltimore & DC)
KBL      Regional Sports Network (Pittsburg)
MAX      Cinemax
MPT      Maryland Public TV
MSC      Midwest Sports Channel
MSG      Madison Square Garden
MTV      Music Television
PASS     Regional Sports Network (Detroit)
PRTK     Regional Sports Network (LA)
PSN      Prime Sports Network
PSN2     Prime Sports Network (Midwest & Mountains)
PSNW     Prime Sports Network (Northwest)
QVC      home shopping
RDS      Montreal (French)
SCC      Sports Channel Chicago
SCNE     Sports Channel New England
SCNY     Sports Channel New York
SCOH     Sports Channel Ohio
SCP      Sports Channel Pacific
SHOW     Showtime
SPTS     Sport South Network
SRC      Societe Radio-Canada (French)
SUN      Sunshine Network (Regional Sports Network, SE USA)
TBS      Atlanta "Super Station"
TNN      The Nashville Network
TSN      Canada (English)
USA      USA Network
WBFF     Baltimore
WDCA     Washington, DC
WGN      Chicago "Super Station"
WOR      New York "Super Station"
-------

----------
Posted by: emory!oasys.dt.navy.mil!stoffel (Bill Stoffel)
 



From hotrod@Dixie.Com Fri Jul  1 13:47:27 1994
Subject: PROGRAMMABLE CAR HORN wanted
From: hotrod@dixie.com (The Hotrod List)
To: hotrod@dixie.com
X-Sequence: 8847
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Hi
I'm posting this from Australia as I can't get any help here..
I'm looking for a musical car horn that I can program the tune on myself.
Do any of you guys know of the existance,price,can I get it mailed to me 
etc.?

ta
(Mail me direct if you can as I don't always get to read this group)

--
  A sig is a sig you dig you dig - and no one can talk to a sig you dig - 
  that is of course unless the sig is the famous Mr SIG!!!
  
 * Craig Harnath           craig@loose.apana.org.au              Australia *

----------
Posted by: emory!loose.apana.org.au!craig (Craig Harnath)
 



From hotrod@Dixie.Com Fri Jul  1 13:52:38 1994
Subject: RE: GM (Chevy or Olds) 350 in a 85 Ford Thunderbird
From: hotrod@dixie.com (The Hotrod List)
To: hotrod@dixie.com
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First of all thanks once again to Dave Williams for his assistance and much
respected input.

>Starter and alternator wiring should be relatively straightforward
>depending on which type of alternator you use.

On this part would it be best to put in almost a complete Olds Electical
system.  Ex: The starter relay (which dies all the time anyway) and the
like.

> The only potential trouble you may have is engine height.  The T-bird's
>hood isn't very high.  If the carb doesn't clear you'll have to decide
>what kind of hood scoop or blister would look best.

True enough.  It won't fit.  If all my calcs are correct the hood will
need about an extra 3 to 4 inches.  The other concern is the distributor
in the back possibly hitting of few things.

> The Olds engine and a T350, together, will be 150-200 pounds heavier
>than a 302/C4, depending on whose figures you use.  The car may sit an
>inch or two lower in front, no big deal.  If it rides too low you could
>probably pick up some stiff Mustang springs from the track-noids on the
>mustang mailing list.

Does anyone have the Mustang mailing list address?  I replaced the front
ones once when going from the V-6 to the V-8 but it still doesn't seem
to sit correctly.

> The driveshaft will have to be cut.  We actually found one the correct
>length for the pickup, laying in a truck bed full of old driveshafts.

The nice things about living near Buffalo in that Denny's driveshaft
place is just down the road.  They do excellent work.

> The 302 radiator should cool the 350 OK.  You can get electric booster
>fans or larger radiators, but try the 302 radiator alone first.

Sadly the radiator in it presently is the original (I think).  Anyone
ever put an Olds Radiator in one of these.....?.?.  :>

> If the T-bird has the regular metal power steering pump, it may bolt up
>to the Olds power steering bracket.  Used to, almost all Detroit and
>most Japanese pumps were similar, but they started getting inventive in
>the early '80s.  If the pump won't fit, any hydraulic shop can make you
>hoses with Ford on one end and GM on the other.  There are differences
>in pressure and volume from pump to pump, but in practice they're pretty
>well interchangeable.

This is one part I am a bit shaky on.  If I use a GM pump will there be
any effects on the Rack & P due to an extra or lesser pressure.  Pardon
the ignorance, but besides replacing the entire unit I'm not well versed
in R & Ps.

>rubber isolators.  Don't get too worked up over how to do the actual
>brackets if you're going to have a shop do it - the weldor will probably
>decide to do something different anyway.  You don't really care as long
>as they'll guarantee it to stay, or fix it for free.

I remember once seeing some type of kit for putting a Chevy 350 in a
Ford.  Anyone remember who or what it is?  Better yet does anyone know
of a good automotive type welding shop in the western NY area that may
be able to help?

> The T-bird uses a throttle cable.  The Olds may or may not, depending
>on what the carb came off of.  You can buy universal throttle balls.
>Measure how far the Ford ball was from the throttle shaft and about what
>angle, then drill a hole and mount the new one on the Rochester.  You'll
>have to look to decide what to do with the cable bracket.

Worse yet....  Fuel injected.  I am pondering how NYS is going to view
this swap at inspection time?  In CA rumor has it this swap would be
illeagal.  If this can pass the sniffer would it still fail or how does
this work?

> You probably won't come across many swaps more straightforward than
>this.

Except for replacing the Old Olds Cutlass 260 with it's 350..  :>

> Dare to be different - use the Olds engine instead of the Chevy!
Definately.  I have a few spares ( being the 455 addict I am) out of my
Cutlass collection ( a whole whopping two now).  The only big problem I
see right now is the stearing column.  I may need to call up the
infamous Headers by Ed and see if he can cure the problem.  Even the
stock exhaust manifold apparently will hit.

Thanks again,

SJRD

----------
Posted by: emory!gigli.medicine.rochester.edu!sdarcy (Sean J. Roc D'Arcy)
 



From hotrod@Dixie.Com Fri Jul  1 19:05:48 1994
Subject: Re: Fuel Starvation/Vapor Lock
From: hotrod@dixie.com (The Hotrod List)
To: hotrod@dixie.com
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In article <1994Jun30.014719.29743@unislc.slc.unisys.com> you write:
>[ Article crossposted from alt.hotrod ]
>[ Author was Brandi Hart ]
>[ Posted on Thu, 30 Jun 1994 01:43:30 GMT ]
>
>I have a 78 Blazer that is experiencing fuel problems.  I have a fuel
>pressure gauge connected after the mechanical pump but before the
>carburetor.  I am running both the electrical and mechanical fuel pump on
>this thing.

Are both of the pumps original?

>The symptoms are as follows:
>1.)  fuel pressure drops when first starting the engine. (sometimes)
>     Sometimes if you wait and restart a few times the pressure will
>     come up.

What was it before it dropped and how low is it dropping?

>2.)  fuel pressure drops most often after engine has been driven on 
>     on the freeway at higher rpms.

See previous question.

>Things I have tried:
>1.)  put on electrial pump alone.
>2.)  used both electrical and mechanical together.
>3.)  wrapped fueld line (by motor) with heat tape.
>4.)  blew out fuel lines, cleaned out tank, changed fuel filters.
>
>Questions:
>1.)  Is this vapor lock?

No.  If you have a good electric pump near the tank, you don't have
vapor lock....  assuming the electric pump is working.

>2.)  Could heat collapse/restrict my fuel flow?  Where?  Remember, it
>     acts up even when its not hot or up to temperature.

Only on the suction side...

>3.)  Could this be electrical?  The blazer does not have a computer.

Yeah, if your electric pump is working interittantly it would cause a
bunch of problems.

>HELP!!!!!!
>Please email any suggestions to: brandi@slc.unisys.com

Hook up a test light on the electric pump, run it up into the cab
where you can see it.  Go drive the truck around and make sure you are
getting good power and ground at the pump all the time.  If you aren't,
invesitage the wiring.  If you are, I'd junk both pumps you have now and
run a single aftermarket electric pump.  I've had good luck with my
little Holley red pump.

-- 
Jonathan R. Lusky  --  lusky@knuth.mtsu.edu
 "Turbos are nice but I'd rather be blown!"
    68 Camaro Convertible - 350 / TH350
       80 Toyota Celica - 20R / 5spd

----------
Posted by: emory!knuth.mtsu.edu!lusky (Jonathan R. Lusky)
 



From hotrod@Dixie.Com Fri Jul  1 19:18:41 1994
Subject: Re: Olds Engine Identification Questions
From: hotrod@dixie.com (The Hotrod List)
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In article  you write:
>Hi all,
>
>I have purchased another Olds 455 engine and I have a few questions
>about it's origins that are a bit difficult to answer.
>
>It came out of a 1969 Vista Cruiser Station Wagon.  The block has an X
>stamping on it and it has an N series crank.  The heads on it are J
>series.  Most interesting is the the pistons which are the 14cc type.  I
>always thought that these came only in the W type 442 engines in 1969
>(though I could be quite wrong).  The previous owner believes this was
>the engine that came in the car.
>
>Any idea on if this is an original engine combination or it's origins.
>I never remember seeing J series heads with the 10.5:1 pistons.....  The
>car had less than 40,000 miles on it so I doubt anything akin to a
>rebuild would have been done (and all the parts appear equally aged and
>all stock Olds).

  According to the book "Oldsmobile 442 and W-machines Restoration 
Guide", the 1969 442 came with a 400ci engine.  The heads were C.  The
1969 W-30 has a 400 with D heads.  The Hurst Olds had a 455 with D heads.

  The books engine identification chart for 1969 doesnt list any 455's
with 10.5 compression, only 9.0 and 10.25.  They do list a 400
with 10.5, used only in the 442 W-30 (series 4400).  The Vista Crusier
(series 4800) had the following available engines; 400 10.25, 350 10.25,
and 350 9.0.

  E-mail me if you want other details.  The book has quite a few facts
and figures for '64 - '72 442's.

>Thanks again,

  Your welcome.  Can you spare a '72 vintage Olds 350 engine?  :-)

>SJRD
>----------
>Posted by: emory!gigli.medicine.rochester.edu!sdarcy (Sean J. Roc D'Arcy)

-- 
  ___  ___    Jeff Easton             easton@zds-oem.zds.com
 (__  (__     Zenith Data Systems     j.easton@mi04.zds.com
 ___) ___)    Saint Joseph, Mich.     easton@andrews.edu
Monte Carlo   1972 Cutlass Hardtop Coupe

----------
Posted by: emory!zds.com!easton
 



From hotrod@Dixie.Com Fri Jul  1 19:24:25 1994
Subject: Re: Engine swaps - engine angle
From: hotrod@dixie.com (The Hotrod List)
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-> Don't you also need a small angle with the system at rest so that
-> when the engine torque is applied and the rear end rotates slightly
-> on the spring perches it is now almost straight?  If you set it
-> straight while parked,

 There's a school of thought on that.  The drag guys sometimes set the
pinion angle to be close to optimum under acceleration.  However, for
street guys and road racers, you want the pinion angle close to optimum
at cruise.

 The reason the drag guys will live with the shakes on the far side of
the strip is, the U-joints are highly stressed if there's much angle,
and the odd vibrations can cause the driveshaft to collapse.  It's also
possible for a U-joint to bind a bit under load, also promoting
driveshaft problems.  The pinion bearings aren't real happy either.

 Now, the load-carrying difference between a high angle and a low angle
isn't much, but on some cars the joints are stressed pretty hard to
begin with.  Figure an engine with 400 ft-lb of torque, multiplied by
3.0 or so in first gear is 1200 ft-lb.
                 

----------
Posted by: emory!chaos.lrk.ar.us!dave.williams (Dave Williams)
 



From hotrod@Dixie.Com Sun Jul  3 23:52:33 1994
Subject: alternators
From: hotrod@dixie.com (The Hotrod List)
To: hotrod@dixie.com
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 Flipping through the August 1994 issue of Popular Hot Rodding I found:

"Stock alternators in most vehicles have a rating range from 35 to 120+
amps.  This rating system is the SAE cold test (with the engine turned
off).  Unfortunately, that does little to tell you the actual output of
the alternator when it's up, running, and hot.  Typically, an alternator
with an SAE rating of 55 amps has a hot rating of approximately 40 amps.
Similarly, an alternator with an 85-amp rating will actually produce 65
amps (more or less)."


 Does anyone know if this is true?  If so, it's the first I've seen of
it.
                                                                                                                       

----------
Posted by: emory!chaos.lrk.ar.us!dave.williams (Dave Williams)
 



From hotrod@Dixie.Com Sun Jul  3 23:58:26 1994
Subject: Re: Engine Conversion
From: hotrod@dixie.com (The Hotrod List)
To: hotrod@dixie.com
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In article  you wrote:

:        Does anyone have information on kits or plans
: for fitting a V6 Chevy or Buick or V8 Chevy in a     
: Porsche 924.

: ----------
: Posted by: emory!wam.umd.edu!ppremysl (Philip A. Premysler)


i would think that it is impossible i had a porsche 924 and those cars 
have a very tiny engine space.

but good luck. it will go like a bat out of...well you know what i mean.

----------
Posted by: Josie Lawrence  
 



From hotrod@Dixie.Com Mon Jul  4 00:03:51 1994
Subject: RE: GM (Chevy or Olds) 350 in a 85 Ford Thunderbird
From: hotrod@dixie.com (The Hotrod List)
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-> On this part would it be best to put in almost a complete Olds
-> Electical system Ex:  The starter relay (which dies all the time
-> anyway) and the like.

 If you have a one-wire alternator on the Ford and the same on the Olds,
just hook the Olds wire to the Ford harness.  If you have an external
regulator on one, internal on the other, or whatever, it'll be time to
look at the shop manual and see what the easiest way to do it is.
Nothing difficult.

 As for the starter relay, we just ran the Ford starter wire to the Olds
relay.  I guess there's no reason you couldn't use the Ford relay - some
companies make "hot start kits" which use the Ford relay on GMs.


-> Does anyone have the Mustang mailing list address?

 mustangs-request@hpda.cup.hp.com


-> This is one part I am a bit shaky on.  If I use a GM pump will there
-> be any effects on the Rack & P due to an extra or lesser pressure.
-> Pardon the ignorance, but besides replacing the entire unit I'm not
-> well versed in R & Ps.

 It's unlikely you'd have trouble using the GM pump with the Ford rack.
Don't worry, be happy...


-> Sadly the radiator in it presently is the original (I think).  Anyone
-> ever put Olds Radiator in one of these.....?.?. :>

 Measure the height and width.  If it'll fit, the bracketry is a snap.


-> Worse yet.... Fuel injected.  I am pondering how NYS is going to view
-> this swap at inspection time?   In CA rumor has it this swap would be

 You'll have to find that out for yourself.  Rotsa ruck - you'll
probably get a different tale from every DMV flunky you talk to.

----------
Posted by: emory!chaos.lrk.ar.us!dave.williams (Dave Williams)
 



From hotrod@Dixie.Com Mon Jul  4 00:09:54 1994
Subject: Re: Summit Racing
From: hotrod@dixie.com (The Hotrod List)
To: hotrod@dixie.com
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-> Dave why not call PAW or JEGs. My experience is that PAW has better
-> prices though they don't have a toll free number. They do answer
-> their phone, though.

 No, it takes me about the same amount of time to get through to PAW,
and unless their prices have changed recently, Summit is still cheaper
on just about everything, with free shipping too.  Neither place has an
800 number.

 I've never dealt with Jegs, but the prices in their catalog weren't
great.
                                                                                                           

----------
Posted by: emory!chaos.lrk.ar.us!dave.williams (Dave Williams)
 



From hotrod@Dixie.Com Mon Jul  4 00:16:25 1994
Subject: AutoNotes #16
From: hotrod@dixie.com (The Hotrod List)
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=====================================================================
AutoNotes #16, 07/02/94                   copr. 1994, Dave Williams
---------------------------------------------------------------------
        CIS: 72571,3542      dave.williams@chaos.lrk.ar.us
               The Courts of Chaos BBS, (501)985-0059
    usenet mailing list and paper mail subscriptions are available
=====================================================================
           ==================================================
 Automobile Magazine reports employed men between the ages of 25 and
54 spend an average of 1.5 hours per day in their cars.
           ==================================================
 Automobile also reported that drivers caught ignoring red lights in
1920s Peking were executed and their heads displayed in baskets next
to the traffic signals.  Frankly, I think it's an excellent idea.
           ==================================================
 'Way back in 1990 Mitsubishi ran ads for their then-new Galant VR-4.
The ad showed a rally car in action.  Too bad it was a Lancia Delta
Integrale and not a VR-4.  It took a while before they noticed and
changed the ad.  Before that, Mitsubishi had trouble selling their
Pajero sport-utility vehicle in South America.  Apparently in some
places "pajero" is not a polite word.  Lest you think Mitsubishi is
the only one who hires cretins to manage their advertising, it took
Chevrolet years to figure out why Mexican buyers avoided Novas.
           ==================================================
 The last Checker automobile rolled off the line on July 12, 1982.
           ==================================================
 Vehicles per person (figures from Toyota, 1992)
        US     1.2             Canada  1.5             Australia 1.8
        W.Germany 1.9          France  2.0             Italy 2.2
        UK     2.2             Japan   2.2

 Additional figures (Motor Trend, 1986)
        US     1.8             Australia 2.4           France 2.6
        UK     3.4             Argentina 8.4           USSR   26.0
        China (Red, presumably) 10,220.0

 Still more figures (Motor Trend, 1976)
        Sweden 3.0  ("Fifth highest worldwide, behind the US, Canada,
                     Australia, and New Zealand.")
           ==================================================
 According to a 1987 figure, South Dakota had more vehicles than
people.
           ==================================================
 Though the former USSR had a much smaller driving population than
the USA, they had a much larger ratio of traffic fatalities per
citizen - 40,000 total killed in 1989.
           ==================================================
 FIAT ordered some commemorative chocolates from Majani of Bologna
as part of their launch of the new model 501 back in 1919.  Majani
obtained the rights to use the FIAT name and still sells FIAT-badged
candy today.
           ==================================================
 Gas costs about 35 cents per gallon in Saudi Arabia.  It costs about
the same in the USA - the other 80 cents or so is tax.
           ==================================================
 Land of the Fruits and Nuts, Take 2:  the last Trabant smoked its
way off the production line in April 1991, but a group of German
investors wants to restart production.  In California.  Go, Trabant,
Go!   What's next, Wartburgs?
           ==================================================
 According to the Motor Vehicle Manufacturer's Association the median
age of cars on the road in 1989 was 6.5 years.
           ==================================================
 One of the few options on the Lamborghini Diablo is a hand-wound
Brueget clock for only $12,000.  
           ==================================================
 With friends like these:  in the last few years at least one major
US car magazine has advocated one or more of the following:  seat
belts, rear seat belts, mandatory seat belt laws, air bags, dual air
bags, $1 to $2 per gallon gas taxes, gas rationing, gas guzzler
taxes, crushing of cars over 10 years old, punitive import duties for
Japanese cars, horsepower limits, displacement limits, and top speed
governors.  Thanks too much, guys.  Go suck a tailpipe.
           ==================================================
 According to the Federal Highway Administration, less than 2.5% of
all trips are made with public transportation.  Thank heaven.  Who
wants to ride a bus or subway where winos have urinated on all the
seats, where the passengers are primarily composed of screaming
children, muggers, hoodlums, freaks, weirdos, Jesus freaks seeking
converts, moochers, and geeks?  Public transportation - pfaugh!
They'll have to take my car keys from my cold dead fingers first.
           ==================================================
 Big brother doesn't want you to drive:  The Clean Air Act of 1990
requires companies in designated "non-attainment" areas nationwide to
file plans with their state environmental agencies to cut employee's
use of automobiles to get to work by 25% by 1996.  Da, comrade.  The
typical plan appears to be to restrict employee parking.  How about a
counterproposal:  All members of the Congress and Senate, and all
their staff, will set an example by sitting on the bus with the winos
to get to work.  Yes?  No?  Why do they need chauffeur-driven
limousines anyway?  Perhaps we could require them to car pool with
anyone who's heading their way.  Just stick out your thumb when you
see the fancy license plate...
           ==================================================
 Back a few issues ago I mentioned Hoechst Celanese had a new plastic
(Celazole polybenzimidazole) they felt was suitable for piston rings.
Now Total Seal in Phoenix is experimenting with the plastic.  If
successful, they'll market them to racers.
           ==================================================
 A big part of car design is NVH, otherwise known as Noise,
Vibration, and Harshness.  Many manufacturers instrument their cars
and drive them over rough roads.  Others, like Mercedes, use road
simulators instead.  Volvo does it backwards - they generate noise in
the passenger compartment, then monitor the suspension.  I guess it
works for Volvo, but I'm not usually that worried about tire noise.
It's that damned rattle under the dashboard that's driving me
crazy...
           ==================================================
 GM's Impact electric car was officially killed off, but California's
new "Zero Emissions Vehicle" law brought it clawing back from its
grave.  So what if the batteries only last for ten recharges and cost
thousands to replace?  That's progress!
           ==================================================
 The June 1994 issue of Automotive Industries reported some Japanese
opthamologists have conducted tests on five different types of
airbags, using pig eyes mounted in crash test dummies.  Apparently
some crash survivors have reported eye problems after the air bag
went off.  The opthamologists found corneal endothelial cell loss in
the test eyes.
           ==================================================
 The Dodge Viper gets adjustable pedals next year.  Hey, just like a
Marcos!  Except not as pretty, of course.
           ==================================================
 The hottest new market for car is Russia.  Not that many individual
vehicles, but the Russians want them *bad*.  Bad enough that when
Jaguar ships cars through Finland into Russia, each car is welded
into a steel container and accompanied by security guards to prevent
them from being stolen before they even reach the border.  Russians
are cleaning up the used car market in Finland as well, and Finland's
car theft statistics have boomed.
           ==================================================
 GM's 3.1 V6 is now known as the 3100, and gets cross-bolted main
caps, "double polished" crank, plastic valve covers, cast aluminum
oil pan, extra stiffening ribs in the block, and a Ford-type built-up
steel cam with roller lifters.  The Dual Twin Cam 3.4 is now called
the 3400, no other changes.
           ==================================================
=====================================================================
  AutoNotes is published irregularly as the mood hits.  Contains no
  cyclamates, backwards-masked messages, FNORDs, or recycled fibers.
=====================================================================
                                                                                                                   

----------
Posted by: emory!chaos.lrk.ar.us!dave.williams (Dave Williams)
 



From hotrod@Dixie.Com Mon Jul  4 00:26:00 1994
Subject: Pontiac engine
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I am looking for a 1967 to 1970 Pontiac 400 cid 4-bolt engine to rebuild.  If anyone out there is selling one, please send Email and let me know.  Thanx.

---
brian@ares.ame.arizona.edu
Pontiac Power - "Mess with the best, lose like the rest."

----------
Posted by: emory!ares.ame.arizona.edu!brian (Brian Vaniman)
 



From hotrod@Dixie.Com Mon Jul  4 00:32:25 1994
Subject: Fuel Starvation?
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I have a '69 Camaro with a slightly pumped up 350.  It's got a 268 adv.
duration cam, forged pistons, stock manifold, match-ported heads etc.

I spent about 6-months playing around with different distributor advance
curves and stuff until I've got it running just fine.  It took all kinds of
tinkering with fuel mixture, and advance to get it "just right".  Now it has
a slightly lopey idle (I like how it sounds), it has great throttle response
and tons of power.  (It ran like crap with the stock distrubutor advance
curve)

The only thing fishy about it is if I go flat out it pulls hard and revs
quick right up to about 4500 and then seems to just quit pulling.  The tach
swings up fast and stops dead at 4500.  This is only when the engine's under
load.  It'll rev over 5000 in idle.

I at first thought the problem was my lifters floating, but these are PAW's
"high performance" lifters.  Actually they seem to be some sort of generic
brand, so maybe the lifters are the problem.  But the way the engine just
stops pulling at 4500 only under load makes me wonder if I'm not getting
enough fuel or something.  I have the stock fuel pump.  I have an "open air"
type air filter and headers, so I don't think there's any restriction there.

Oh, the other thing is that it only stops pulling when you hit 4500 in high
gear.  In the lower gears I see it swing up to about 5200 right before I get
a nice, hard, tire-chirping shift.

Any ideas?  Maybe a weak spark?  Fuel starvation?  Too tall of a gear ratio? 

Thanks for your advice.  The advice I got about distributor advance really
helped out.

Tom

----------
Posted by: Tom Carver 
 



From hotrod@Dixie.Com Mon Jul  4 05:15:12 1994
Subject: Re:  Holley jet sizes
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I used 69-70 on my van carb primaries on a 750 carb; 65-66 on a 650.
The power valve only sets the crack point, not the amount of enrichment;
ultimate enrichment level is set by drilling out the PVCR orifices.

----------
Posted by: emory!mlb.semi.harris.com!jws (James W. Swonger)
 



From hotrod@Dixie.Com Mon Jul  4 05:19:51 1994
Subject: Re: Fuel Starvation?
From: hotrod@dixie.com (The Hotrod List)
To: hotrod@dixie.com
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The Hotrod List writes:
> 
> I have a '69 Camaro with a slightly pumped up 350.  It's got a 268 adv.
> duration cam, forged pistons, stock manifold, match-ported heads etc.
> 
> The only thing fishy about it is if I go flat out it pulls hard and revs
> quick right up to about 4500 and then seems to just quit pulling.  The tach
> swings up fast and stops dead at 4500.  This is only when the engine's under
> load.  It'll rev over 5000 in idle.
 
That sounds about right to me for the combination you listed above.
Maybe a little low, but not much.

> I at first thought the problem was my lifters floating, but these are PAW's
> "high performance" lifters.  Actually they seem to be some sort of generic
> brand, so maybe the lifters are the problem.  But the way the engine just
> stops pulling at 4500 only under load makes me wonder if I'm not getting
> enough fuel or something.  I have the stock fuel pump.  I have an "open air"
> type air filter and headers, so I don't think there's any restriction there.
> 
> Oh, the other thing is that it only stops pulling when you hit 4500 in high
> gear.  In the lower gears I see it swing up to about 5200 right before I get
> a nice, hard, tire-chirping shift.
> 
> Any ideas?  Maybe a weak spark?  Fuel starvation?  Too tall of a gear ratio? 
 
Well, you ought to throw in an O2 sensor and verify that you aren't
leaning out really bad up top, but my guess is that you're just running
out of air.  Thats a pretty mild cam, your heads probably don't flow
very well, and that factory intake probably isn't good for much either.
The question is where the biggest bottleneck is...  I'm no fan of
factory intakes, so I'd probably start there.  Oh, one other
possibility...  you could be floating valves.  Did you match the springs
to the cam?

-- 
Jonathan R. Lusky  --  lusky@knuth.mtsu.edu
 "Turbos are nice but I'd rather be blown!"
    68 Camaro Convertible - 350 / TH350
       80 Toyota Celica - 20R / 5spd

----------
Posted by: emory!knuth.mtsu.edu!lusky (Jonathan R. Lusky)
 



From hotrod@Dixie.Com Mon Jul  4 14:40:31 1994
Subject: Fuel Starvation?
From: hotrod@dixie.com (The Hotrod List)
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-> Any ideas?  Maybe a weak spark?

 I'd check that first - swap coils and see what happens.  Make sure the
coil is getting a full 12v if you're using an HEI.


->  Fuel starvation?

 Possible.  You can do a volume and pressure check on the pump, or find
a way to justify a fuel pressure guage.


-> Too tall of a gear ratio?

 Not likely unless you're running something taller than a 3.08.
                                                       

----------
Posted by: emory!chaos.lrk.ar.us!dave.williams (Dave Williams)
 



From hotrod@Dixie.Com Mon Jul  4 14:46:06 1994
Subject: Amps gage
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Hi all, I was wondering if anyone could help me ! I bought an 
ammeter and it has two connections A & B, the instructions
say not to connect any of the leads 
a ground. B goes directly to the battery but where does the
other wire go A, I tried to connect it back to the battery
but that didn't work. Thanks
-- 

----------
Posted by: emory!FreeNet.Carleton.CA!av989 (Steve Lamarche)
 



From hotrod@Dixie.Com Tue Jul  5 01:40:49 1994
Subject: Carbon-kevlar brake system report
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I had a chance to run some laps on my brake set-up, and thought
you might be interested in my feelings on them.
 
EQUIPMENT
-86 5.0 mustang
-87 spindles & 11 inch rotors
-Lincoln Continental front calipers
-Lincoln Continental master cylinder
-factory 86 rear drums
-stainless steel braided flex line replaced ALL rubber flex hoses
-4 inch dryer ducting from old fog light holes to front rotors
-SS Brake Corp 299^c brake fluid (DOT 3)
-Porterfield carbon-kevlar front pads
-Porterfield carbon-kevlar rear shoes
 
TRACK
-Summit Point Raceway
-125+ mph on front straight
 
SUMMARY
        The car was getting plenty of speed on the front straight, and
coming into turns 5, 10, and 1. I was kinda apprehensive about how
much I could trust the brakes as last time I had fade going into both
1 and 5 (this was with a different setup).
        On my second session out I was finally able to get enough clear
track to really start testing them. I managed 4 hard laps without ANY
fade before coming off track due to a leaky transmission front seal.
Prior to pitting, I was really using the system. Very hard pedal all
the way through the session. some odors from the system, but nothing
I was worried about. Good stopping power.
        I didn't have the opportunity to really try to "abuse" them with
a large number of extreme hard short stops. but what i did experience
from the limited time on track was VERY gratifying.
        the rears seemed to contribute to the stopping power. I didn't
notice as much nose dive as I have before. I will not think twice about
the next time, diving further and further into the turns. They really
seemed to work excellent.  I've never used a set of Wilwoods or other
aftermarket brake system, so I don't have a comparison with them. I am
though, VERY happy with this setup, and it didn't cost as much.


--
****************************************************************************
Tom Stangler                QC Mngr, TRACOR Applied Sciences, Chesapeake Ops
Va Beach, VA                                  Tidewater Sports Car Club, LTD
stangle@infi.net                                            tsccnet@infi.net
86 Mustang GT, C/P                             --NAS Grand Prix, Aug 27/28--
                                              same site as the NT in Norfolk

----------
Posted by: emory!infi.net!stangle (Tom Stangler)
 



From hotrod@Dixie.Com Tue Jul  5 12:58:52 1994
Subject: Re: Exhaust systems for '90 CRX si ?
From: hotrod@dixie.com (The Hotrod List)
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Trent Hemmings:
>I'm looking for info on replacing the stock exhaust system
>on my 90 CRX si with a higher performance setup.  Any
>recommendations would be appreciated.

>I remember that Jackson Racing used to carry a complete
>exhaust system (including header !) that would add
>about 10-15 hp. Alas, I no longer have the Jackson Racing
>catalog.
I've recently (early this past Spring) put a J.R. system on my
'89 CRX Si (header and muffler, kept the stock 'B' pipe and
cat). I don't know if J.R. sells a 'B' pipe.
J.R. is in Huntington Beach, CA (sorry, don't have the p.n. here).

>For those of you who have replaced their exhaust systems...
>does the system include a catalytic converter ?
>(Mine is damaged, which is one reason for replacing
The J.R. system did *not* include a cat (don't know if they
sell one). Pieces are "a la carte".
Performance improvement was noticeable. Noise not objectionable
(a bit lower in tone and faintly louder, but still a lot quieter than my
Dad's stock Corvette (BTW, speaking as a Ducatisti, that 'vette
sounds *wonderful*.)
Quality and fit were good (although I'd have preferred the header
to have been of stainless, sigh...).
J.R. seems to have a reputation for being a bit expensive (in discussion
in the Honda list - HONDA-L @ BROWNVM.BROWN.EDU). I didn't
do much comparison shopping. Might be worth checking around....
Bob
PS: If you're spending money on a header, be sure to get a K&N
air filter while you're at it...

----------
Posted by: Bob Koure 
 



From hotrod@Dixie.Com Tue Jul  5 13:04:35 1994
Subject: Re:  alternators
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 By my experience, alternators don't last very long when run near 
rating. When I put in a secondary A/C unit (house evap unit, aftermarket
blower, all cobbled up with copper pipe) on my van, I toasted a stock,
then a 95A, then a 120A unit. Eventually just gave up on the idea. 
The cooling in a van engine compartment isn't great. I think the problem
isn't so much capacity, as how much capacity can you use and expect it
to last.

----------
Posted by: emory!mlb.semi.harris.com!jws (James W. Swonger)
 



From hotrod@Dixie.Com Tue Jul  5 13:10:18 1994
Subject: Motes EFI
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John mentioned seeing a "Motes" EFI from Australia at a trade show.  I
found this in a 1992 Car Design & Technology magazine:


Motec Fuel Injection            add-on EFI                      06/92
Unit One
Progress Estate
Parkwood, Maidstone
Kent ME15 9YH
England
(0622) 688642
(0622) 692273 fax
                                             

----------
Posted by: emory!chaos.lrk.ar.us!dave.williams (Dave Williams)
 



From hotrod@Dixie.Com Tue Jul  5 13:15:15 1994
Subject: Honda LAF sensor
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 The wide-range O2 sensor used in some of the Hondas is called an LAF
sensor in England, UEGO over here.  There's a chart in the October 1991
Car Design & Technology which shows the response curves of a
conventional Lambda O2 sensor and the Honda LAF sensor

 The LAF's response isn't linear, as depicted on the chart.  It starts
at about -5v at 10:1 A/F, moving up sharply to about -1v at stoich, then
progressing slowly up to maybe +2v at 25:1.
                

----------
Posted by: emory!chaos.lrk.ar.us!dave.williams (Dave Williams)
 



From hotrod@Dixie.Com Tue Jul  5 13:19:57 1994
Subject: Re: Engine Conversion
From: hotrod@dixie.com (The Hotrod List)
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 Here's some trivia.

 Buick V-6 (1975) 

 Length (back plane of block to tip of shorty water pump shaft) = 24"
 Width (maximum dimension, outer bend of Blackjack headers) = 24"
 Motor mount centerline spacing = 14"
 Height from motor mount CL to top of HEI distributor = 19"

 Interestingly, a Buick 455 is exactly 6" longer, and not much wider.
If you're going to put something big and heavy in the hole, might 
as well go -real- big. 

----------
Posted by: emory!mlb.semi.harris.com!jws (James W. Swonger)
 



From hotrod@Dixie.Com Tue Jul  5 13:25:07 1994
Subject: Re: Amps gage
From: hotrod@dixie.com (The Hotrod List)
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In article n497kt@dixie.com, hotrod@dixie.com (The Hotrod List) writes:
>
>Hi all, I was wondering if anyone could help me ! I bought an 
>ammeter and it has two connections A & B, the instructions
>say not to connect any of the leads 
>a ground. B goes directly to the battery but where does the
>other wire go A, I tried to connect it back to the battery
>but that didn't work. Thanks
>-- 
>
>----------
>Posted by: emory!FreeNet.Carleton.CA!av989 (Steve Lamarche)


Hi there,

*Do not* connect any wire to ground! You'll fry the ammeter.

Connect one wire to the battery (positive terminal). The other one goes
to the alternator output. What wire goes where, you ask? Well, with the engine
off, turn on the headlights. If the ammeter shows a positive value, reverse
the connections.

The ammeter measures the voltage difference between the battery and the
alternator. If the battery is charged by the alternator, there will be a slightly
higher voltage at the alternator than the battery. this will be indicated on the
ammeter.

Hope this helps

Markus 

----------
Posted by: emory!sta.ericsson.se!etxmst (Markus Strobl 98121)
 



From hotrod@Dixie.Com Tue Jul  5 13:30:41 1994
Subject: Re: Amps gage
From: hotrod@dixie.com (The Hotrod List)
To: hotrod@dixie.com
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>
>
> Hi all, I was wondering if anyone could help me ! I bought an
> ammeter and it has two connections A & B, the instructions
> say not to connect any of the leads
> a ground. B goes directly to the battery but where does the
> other wire go A, I tried to connect it back to the battery
> but that didn't work. Thanks
> --

Steve,
     Basic ammeters are usually wired in series with the circuit you are trying 
to measure. There are other ways to measure current flow but not likely in this
case.
     The circuit shout look like this:

         Pos + ----A (ammeter) B------(circuit)---
 Battery                                         |
 Terminals                                       |
         Neg - -----------------------------------


     The drawback to this kind of wiring is that when wired in a car, you end
up having to route the wires into the passenger compartment in order to make 
the meter usable (visable). The potential for a fire in the passenger 
compartment from a short is greatly increased.

Hope this helps.

               ____
        _ -         \                          Datsun 240z/260z/280z
     -                \_____________
  (      ___                  ___ \_`\
  {_____/   \________________/   \_____>                        IZCC# 125
        \___/                \___/                           Luis MacLean
                                       lmaclean@magnus.acs.ohio-state.edu

----------
Posted by: Luis Maclean 
 



From hotrod@Dixie.Com Wed Jul  6 01:22:37 1994
Subject: Re: Amps gage
From: hotrod@dixie.com (The Hotrod List)
To: hotrod@dixie.com
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There have been a few postings in reply to the question about how
to wire in an ammeter but I haven't seen a complete answer yet so
I'll make the attempt.

First, find out if the ammeter uses a shunt.  If it does then the shunt
should be mounted near the alternator/battery/etc.  You can then run
small wires from the shunt to the ammeter, and it would be a good idea
to fuse both of these wires near the shunt (fusible links will do).

If the ammeter does not use a shunt then you will need to route the
current carrying wires through the firewall to the meter.  Fuses
are not generally practical in this kind of installation so use good
quality components and install them carefully.  Electrical fires are
nasty; not only can they involve large portions of the wiring, they
can also cause batteries to explode.

In either case (shunt or not), you need to separate the starter's
current from that of the rest of the system.  Here's a simple
block diagram of the vehicle wiring.  I am assuming a negative
ground system.


        ----------------starter relay-------------------------
        |                                                    |
        |                                                    |
        |----------ammeter--------------alternator           |
        +          B     A   |----------ignition          starter
       BAT                   |----------headlights           |
        -                    |----------horn                 |
        |                    |----------radio                |
        |                    |----------(etc.)               |
       gnd                                                  gnd

The "A" end of the ammeter connects to the place that used to connect to
the battery, and this is normally connected to the fuse block.  The "B"
end now connects to the battery.  If the ammeter is a non-shunt type
then the wires to it need to be large enough to safely handle the
maximum expected charge or discharge current.  This will probably be
#10 AWG or larger, and the insulation needs to be rated for high
temperature and oil and solvent resistance.

If the ammeter uses a shunt then the shunt connects where I have
indicated "ammeter" in the diagram above and a small wire from each
end of the shunt goes to the ammeter.

Most vehicles these days have abandoned the ammeter and have opted for
a voltmeter instead.  I suspect that the main force behind this change
was cost because a voltmeter uses small wiring and requires no shunt.
Unfortunately, the voltmeter only gives an indirect indication of what
is happening in the charging system.

Bob Hale   hale@brooktree.com

----------
Posted by: emory!brooktree.com!hale (bob hale)
 



From hotrod@Dixie.Com Wed Jul  6 01:28:30 1994
Subject: generator replacement
From: hotrod@dixie.com (The Hotrod List)
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Hey all!

My '61 Caddy has a generator that is on its way out.  I want to switch
to an alternator and believe there should be no problems doing so, but I 
wanted to get some comments from you guys.  Are there any gotcha's I 
need to worry about?  How about the coil?  I know the alternator will
put out much more current the the old generator, are there weak points
in the electrical system this will affect?   Thanks

gregg

 

----------
Posted by: emory!fmrco.com!gregg (Gregg Pitkin)
 



From hotrod@Dixie.Com Wed Jul  6 01:33:17 1994
Subject: Re: Amps gage
From: hotrod@dixie.com (The Hotrod List)
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Steve,

First of all what kind of car are you trying to put it in?  	

Earl

----------
Posted by: emory!mfg.amdahl.com!ece00 (Earl C Edgerton)
 



From hotrod@Dixie.Com Wed Jul  6 01:40:00 1994
Subject: Valve Guides and Seals
From: hotrod@dixie.com (The Hotrod List)
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My question is:

What should I ask the machinest for when I get valve
guides and seals?  Is there any new technology for
guides and seals that will result in better oil control
and durability?

The reason I ask is that when I had the guides replaced
in the aluminum head of my Fiat 2.0L engine, the machinest
seems to have finished one of the guides too short on the
spring end.  As a result, the black rubber seal doesn't
have enough purchase on the guide and slips up the valve
stem.  I discovered this when I had to tear the head down
about 6 months after the rebuild.  This explained the blue smoke
I was seeing as I left stop signs and on engine startup.
Since then, I have started consuming oil in another cylinder
and believe that the same thing has probably happened there.

Is there a valve guide seal that threads onto the top of the
valve guide as opposed to just slipping over the top?  If so,
can it be retrofitted to my existing guides, or will I need to
have the guides replaced?  I would also value advice on guide
materials, especially if I am going to have to replace them.

Its embarassing to have a car that you proudly proclaim as
having been recently rebuilt by yourself smoke everytime you
start it.

paul
pstoaks@mentorg.com


----------
Posted by: emory!spider.mentorg.com!pstoaks (Paul Stoaks)
 



From hotrod@Dixie.Com Wed Jul  6 01:47:16 1994
Subject: Help me size stuff for RB block
From: hotrod@dixie.com (The Hotrod List)
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I don't think that I've posted here before, but I was wondering
if you folks could give me a hand.  I was trying to be scientific
'bout picking an exhaust header for that RB engine I'm gonna get,
but what I came up with doesn't sound right (too small).  Can you
tell me (all of the places) where I went wrong?  It's a truck
application so I want a broad torque curve with a low idle (as I'll
tell the guy who builds the engine for me) and I calculated 1.56"
diameter primaries that are 58" long for the four into one headers.
(Yeah, I know, where'm I gonna put all that pipe!)

Heres how:

Goal:  Predict airflow so as to size intake and exhaust.
Note:  Magazines trumpet engines that have ~1.2 hp/cid
       Peak torques appear to bear nearly equal numerically
       at different rpms.
       
Assume that that means Volumetric Efficiencies of 120% for street
engines at 6000 rpm.

So :  (cfm air)
   (6000rev/min)([1/2 of 440cid]air/rev)(120%)(1cf/12^3ci)=916 cfm air
   
   [Hey, thats a Holley 1050 ain't it?  Or a Predator?
    Whats a Six Pack flow? Does that manifold fit B1 heads?]
    
And : (lbs air/hr)
   (916 cfm)(1 lb air/13.7 cf)(60 min/hr) = 4015 lbs air/hr
    
Then : (lbs gas/hr) at stoichiometric mixture
   (4015 lbs air/hr)(1 lb gas/14.7 lbs air) = 273 lbs gas/hr 
   
   [37.4 gal/hr !?]
   
And : (hp)
   (273 lbs gas/hr)([1 hp]/[0.5 lbs gas/hr]) = 546 hp
   
Now : (Exhaust[ed?])
   Each pair of pipes in a bank holds a "slug" of air per rev
   at (presume) 180 degrees phasing expanding toward atmospheric.
   This implies that the primaries hold a volume equal to 2 cylinders
   displacement or 2(440/8) in^3.
   
And : (Velocity)
   Read that a small block chevy should use 1.5" primaries, so its
   velocity is ([distance= vol/area]/time) :
   ([350 cid/8]/[pi*0.75"^2])/([0.5 rev/7000 rpm][60 sec/min]) = 5777 in/sec
   
Then : (Primary diameter)
   area = vol/[vel*time]
   (440/8)/([5777 in/sec]{([0.5 rev]/[6000 rev/min])(60 sec/min)}) = 1.9 in^2
   diameter = 2[root(1.9 in^2/pi)] = 1.56" (huh? I expected 2")

And : (Primary length)
   (2[440/8])/(1.9 in^2) = 58" (huh? I expected 32")

Last : (Secondary diameter)
   Area is sum of contributors or
   4(1.9 in^2) half the time => 2.2" diameter pipe.
   
Thanks all.
--
-S
~*~*~*~*~*~*~*~*~*~*~*~*~*~*~*~
Scot Stockton
TRW                                      
Space & Electronics Group
scotoran@mamacass.etdesg.trw.com
       -* or *-
scot@iceland.etdesg.trw.com
        (was)
stockton@iceland.etdesg.trw.com
~*~*~*~*~*~*~*~*~*~*~*~*~*~*~*~

----------
Posted by: Scot Stockton 
 



From hotrod@Dixie.Com Wed Jul  6 16:40:08 1994
Subject: Re: Fuel Starvation?
From: hotrod@dixie.com (The Hotrod List)
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In article , hotrod@dixie.com (The Hotrod List) writes:
> I have a '69 Camaro with a slightly pumped up 350.  It's got a 268 adv.
...
> The only thing fishy about it is if I go flat out it pulls hard and revs
> quick right up to about 4500 and then seems to just quit pulling.  The tach
...
> Oh, the other thing is that it only stops pulling when you hit 4500 in high
> gear.  In the lower gears I see it swing up to about 5200 right before I get
> a nice, hard, tire-chirping shift.

So you're saying that it stops pulling at 4500 in high gear? What speed are you
doing at that point?  While a '69 Camaro is nice looking, it's a brick as far
as the air is concerned, so you might just be hitting the point where
aerodynamic drag plus rolling resistance overcome the ability of the car to
accelerate any further. You've just found your top speed.

The clue is that it doesn't happen in neutral or under load in any other gear;
if it was fuel or air, it would happen *all* the time, because your fuel and
air flow don't change with your gears. (the exception, of course, is if for
some reason pressure is being evacuated from under the hood at that high speed,
which might starve your engine for air. A simple test for this would be to just
drive without a hood).

You could increase your top speed by lowering your car, adding a front spoiler,
'69 Z-28 style, fashioning some bellypans from sheet aluminum, rolling up the
windows, running narrower tires, etc... anything to reduce the resistance that
your engine has to overcome.

Another thing might be your gear ratio; if it is too low (high numerically),
you may be spinning your engine beyond its power peak for the speed you are
currently doing at 4500 rpm. If you are hitting this speed, say, 125 mph, at
4500 rpm, but your power is dropping off after 3500 rpm, then you've got less
horses to accelerate at that point, and it feels like you've hit a wall. On the
other hand, if your engine is turning 3500 rpm at 125 mph, you'll have more
power to overcome the same drag, and be able to accelerate. Your ultimate
high-gear rpm "wall" will then be a bit lower, though, because the drag
increases by a power of two (if I remember high-school physics correctly), so
you might only get up to 4200, but at a higher speed.

I had the opposite problem; I have an Olds 455 in a Cutlass, with 2.56 rear
gears. It doesn't want to rev much over 4200 rpm or so in 1st or 2nd (about
55mph and 90mph, respectively); I've never been able to hit the wall in high,
though, because that would be about 135 mph, more than I had room for on our
highway.

Bob

----------
Posted by: emory!bcvms.bc.edu!barryro
 



From hotrod@Dixie.Com Wed Jul  6 16:48:28 1994
Subject: RE: Valve Guides and Seals
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>My question is:
>
>What should I ask the machinest for when I get valve
>guides and seals?  Is there any new technology for
>guides and seals that will result in better oil control
>and durability?

I recently had a discussion with a machinest about valve guides.  For cast 
iron heads in a performance application he recommended stainless steel 
valves, steel valve guides - with a bronze insert.  He said the steel guide 
is much better than a pure bronze one.  The bronze on stainless steel 
offers a low friction tight tolerance (good oil control) arrangement.

>From what I understand the valve seals to get are the "Viton" ones.  These 
cannot always be used with double springs so check with the machinest.
Also I recently learned (never noticed a problem though) that the little 
O-rings that come with most rebuild kits (at least American V-8) belong on 
top of the vavle spring retainer - below the spring keepers - not below the 
retainer.... learn something new everyday.  I suppose this reduces the 
amount of oil on the valve stem itself - less to seal off.

Dirk 


----------
Posted by: emory!STDVAX.GSFC.NASA.GOV!OADDAB (DIRK BROER)
 



From hotrod@Dixie.Com Wed Jul  6 16:51:22 1994
Subject: Headers on '72 3/4 ton?
From: hotrod@dixie.com (The Hotrod List)
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	Has yone out there installed headers on a '72 chevy 3/4 ton
truck with a 402cid motor?  The truck has power steering, power
brakes, buno air conditioning.  Can I install the headers
without lifting the motor off it's mounts?  Do they need to be
installefrom the bottom?  Any problems with starter or oil filter
or clutch clearance? 

I'd like to know what I'm in for before I star

Thanks in advance!

Clint Wolf at  wolf@apsicc.aps.edu

----------
Posted by: emory!apsicc.aps.edu!wolf (Clint Wolf)
 



From hotrod@Dixie.Com Wed Jul  6 16:56:38 1994
Subject: Re: Valve Guides and Seals
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>What should I ask the machinest for when I get valve
>guides and seals?  Is there any new technology for
>guides and seals that will result in better oil control
>and durability?

As far as the seals, besides the standard O-rings, you could try valve boots.   
They look like a little cap that fits on the valve area.  I had a 327 which had  
problems with the O-rings not sealing properly and the boots fixed me up fine  
(I used both the O-rings and the boots if I remember correctly).

The other thing you should do is make sure to properly seat the valves on the  
heads (with the proper grinding).  If your machinist already does this, cool.

Good Luck!

	Kenneth Brunsen	-  Paladin  - '94 White Formula V8 - Whoop!
	email:  kenbo@pencom.com  org: me, myself, and I
	"And if I refuse... If you refuse, You die, she dies, everybody dies.
	 Sounded reasonable to me."

----------
Posted by: Ken Brunsen 
 



From hotrod@Dixie.Com Wed Jul  6 17:01:41 1994
Subject: RE: Help me size stuff for RB block
From: hotrod@dixie.com (The Hotrod List)
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Bench racing... with calculators....
       
>Assume that that means Volumetric Efficiencies of 120% for street
>engines at 6000 rpm.

Most street engine will pull max VE at peak torque - now if peak torque is 
at 6000 rpm... peak horsepower is at 8000?  In any case for a modified 
engine assume a peak VE of .90 at peak torque and a VE of .85 at peak 
horsepower.  If everything is tuned (intake runners etc.) you may approach 
100%... a top race motor will probably exceed this (assuming no carb / 
intake restrictions) to about 105% or so.

>So :  (cfm air)
>   (6000rev/min)([1/2 of 440cid]air/rev)(120%)(1cf/12^3ci)=916 cfm air

my number is more like 650cfm. (actually 649.3 using .85 VE) so a 650 
double pumper or a 750 vacuum secondary would be O.K.
   
>   [Hey, thats a Holley 1050 ain't it?  Or a Predator?
>    Whats a Six Pack flow? Does that manifold fit B1 heads?]

A six pack used 2-barrel carbs - which are rated at twice the intake 
manifold vacuum.  take a 2-barrel flow rating and divide by 1.7 to get 4-
cfm rating.  I know b1 manifold fits the 906 heads....
    
>And : (lbs air/hr)
>   (916 cfm)(1 lb air/13.7 cf)(60 min/hr) = 4015 lbs air/hr

I got 2847 lbs air/hr
    
>Then : (lbs gas/hr) at stoichiometric mixture
>   (4015 lbs air/hr)(1 lb gas/14.7 lbs air) = 273 lbs gas/hr 

At a full throttle look at 13:1 mixture.... so 219 lbs gas/hr.
or about 36.5 gallons per hour (assuming 6 lbs/gallon)
   
>   [37.4 gal/hr !?]
>   
>And : (hp)
>   (273 lbs gas/hr)([1 hp]/[0.5 lbs gas/hr]) = 546 hp

A BSFC of .5 would mean 438 hp (much more reasonable).
Expect BSFC to drop off at high rpm  maybe .58
   
>Now : (Exhaust[ed?])
>   Each pair of pipes in a bank holds a "slug" of air per rev
>   at (presume) 180 degrees phasing expanding toward atmospheric.
>   This implies that the primaries hold a volume equal to 2 cylinders
>   displacement or 2(440/8) in^3.
 
Now this is the part that you need someone with thermodynamic knowledge.  
After combustion the gas expands adiabitically (in theory - in practice 
heat is shed to the pistons, cylinder walls etc...)  From there you can use 
PV = nRT to approximante the volume of gas.  At WOT an exhuast temperature 
of 1000deg F should be reasonable.  Of course the number of molecules have 
changed.  On input you had air molecules (I think) and gasoline molecules.  
On output you want CO2 + H2O + CO + HC + N2.  It would take me a week to 
find all the necessary info to even guess at this one.  As the exhaust 
leaves the collector your looking at 450 deg F or more.  The amount of 
variable boggles the mind.  Next you'll have to get a "ductulator" to 
calculate the resistance based on inside diameter and air/flow - and I 
don't even know how temperature dependant those results are.  I think you'd 
be better off talking with one of the header manufactures and getting their 
opinion.  The best intentioned engineering can be way off with just one or 
two factors missing.
  
>And : (Velocity)
>   Read that a small block chevy should use 1.5" primaries, so its
>   velocity is ([distance= vol/area]/time) :
>   ([350 cid/8]/[pi*0.75"^2])/([0.5 rev/7000 rpm][60 sec/min]) = 5777 in/sec

Different motors respond to different primary sizes - depends on your total 
power output.  High rpm motors might do better with 2" primaries.

Try this:
1 3/4 " primaries with about 42" going into a 3" collector - collector 
length should be about 12" + 6" for the 4 into 1 section.  A 2.5" exhuast 
with turbo style mufflers should do nicely.  For more low end torque 
consider 1 5/8 primaries and maybe 48" long.

One last thing - with a hydraulic cam the useable horsepower band is 
normally considered about 3500rpm wide.  A solid lifter about 4000 and a 
roller cam about 4500.  So if your engine is tuned for 6000rpm - expect no 
power at 2000rpm - not good for a truck.  You'll find most cams for truck / 
RV stuff are from about idle (750 rpm) to about 4500 rpm.  Look for about 
328hp at 4500 rpm and gobs of torque from 1000rpm on up.

Dirk

----------
Posted by: emory!STDVAX.GSFC.NASA.GOV!OADDAB (DIRK BROER)
 



From hotrod@Dixie.Com Wed Jul  6 17:07:54 1994
Subject: Olds Engine Identification Questions
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>  According to the book "Oldsmobile 442 and W-machines Restoration 
>Guide", the 1969 442 came with a 400ci engine.  The heads were C.  The
>1969 W-30 has a 400 with D heads.  The Hurst Olds had a 455 with D heads.

Hmmm.  This is getting too puzzling.  The heads are J heads.  I thought they 
came out in the 70's.  But, it does have an N crank which I thought was last 
put in in 1969.....

>  The books engine identification chart for 1969 doesnt list any 455's
>with 10.5 compression, only 9.0 and 10.25.  They do list a 400
>with 10.5, used only in the 442 W-30 (series 4400).  The Vista Crusier
>(series 4800) had the following available engines; 400 10.25, 350 10.25,
>and 350 9.0.

I'll have to a bit of recalculating.  I thought the 14cc pistons made it to 10.5, but
it could well be only 10.25.   Now I am really confused.  

>  E-mail me if you want other details.  The book has quite a few facts
>and figures for '64 - '72 442's.

Actually, could you pass along the name of the book.  I'd love to get it.

>  Your welcome.  Can you spare a '72 vintage Olds 350 engine?  :-)

Trade you for a 1969 442..... :).  I may have one avail in October if all goes right.

Thanks again for the assistance.

SJRD

----------
Posted by: emory!gigli.medicine.rochester.edu!sdarcy (Sean J. Roc D'Arcy)
 



From hotrod@Dixie.Com Wed Jul  6 21:20:13 1994
Subject: Re: Help me size stuff for RB block
From: hotrod@dixie.com (The Hotrod List)
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> Bench racing... with calculators....
> 
> >So :  (cfm air)
> >   (6000rev/min)([1/2 of 440cid]air/rev)(120%)(1cf/12^3ci)=916 cfm air
> 
> my number is more like 650cfm. (actually 649.3 using .85 VE) so a 650 
> double pumper or a 750 vacuum secondary would be O.K.
 
Actually, if he's really drawing 650cfm, then a vacuum secondary 750 may
be a little small.  Holleys work best between 1/3 and 2/3 of their
rated flow capacity, so he ought to be running something in the
range of 975cfm rated capacity.
 
> ----------
> Posted by: emory!STDVAX.GSFC.NASA.GOV!OADDAB (DIRK BROER)

-- 
Jonathan R. Lusky  --  lusky@knuth.mtsu.edu
 "Turbos are nice but I'd rather be blown!"
    68 Camaro Convertible - 350 / TH350
       80 Toyota Celica - 20R / 5spd

----------
Posted by: emory!knuth.mtsu.edu!lusky (Jonathan R. Lusky)
 



From hotrod@Dixie.Com Fri Jul  8 01:09:36 1994
Subject: '72 Cutlass Parts
From: hotrod@dixie.com (The Hotrod List)
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First let me say hello to all you other readers.  I don't own a rod yet 
for I just recently changed jobs and I want to see how things go.  I used 
to own a 72 Cutlass 'S' that was mildly done.  If anybody is interested I 
have some front body parts. 

Front Bumper - Straight but needs new chrome
Headlight Bezels - Good condition
Front Grill Pieces - NOT Broken ( also the little middle piece )
Hood Mount latch and release mechanism and housing???
These are pieces that seem to be damaged on these cars often. ( whenever 
I see a '70-72 cutlass, it usually has a pushed up looking nose )  So if 
I can help anybody out with these parts, just ask.  Otherwise they will 
go out in the trash by October. ( Landlord thing! )

I have to check the shed for other misc. related pieces, but its offered 
for free.  Just take it away.  
I live in Roslyn Hts., N.Y. ( on Long Island ).  So if anybody locally 
wants it send me e-mail and I'll give you directions.  Anybody else, you 
will have to decide how you want it shipped and pay shipping costs.

Bruce P. Schuck                   |"Let's go do some crimes",
bruce@aps.org                     |   "Yeah, let's order sushi and not pay"

----------
Posted by: Bruce Schuck 
 



From hotrod@Dixie.Com Fri Jul  8 01:14:50 1994
Subject: RE: Headers on '72 3/4 ton?
From: hotrod@dixie.com (The Hotrod List)
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I have headers on a '75 Chevy Blazer 350 - power steering, manual trans, 
power brakes - alternator mouned infront of cylinder head (not on exhaust 
stud).

>	Has yone out there installed headers on a '72 chevy 3/4 ton
>truck with a 402cid motor?  
No.
>The truck has power steering, power brakes, buno air conditioning.  
>Can I install the headers without lifting the motor off it's mounts?  

I doubt it - I couldn't.  In a pinch a block of wood and a floor jack can 
do the trick.  I have done this on my first car.  I have a hoist and for 
the blazer I used it instead.  You may need to replace the motor mounts for 
proper clearance.  Over the years motor mounts sag - causing interferance 
problems with headers.  This would be the best time to change it.

>Do they need to be installefrom the bottom?  Any problems with starter or 
>oil filter or clutch clearance? 

Yes and No.  Different headers will vary - even from the same manufacturer 
- but most will allow a starter change without removing the headers.  On 
the small block doing oil changes is no problem - I may have dripped some 
oil on the headers but that's about it.

>I'd like to know what I'm in for before I star

The tough part is often romeving the rusted pieces - I use a cheap Sears 
exhaust cutter and an impact wrench (with long extensions).  Depending on 
what kind of car - it should be a one day operation (if you've done it 
before - if not leave the weekend open...).

Next tip / trick soak the exhaust gasket overnight in the bath tube (large 
flat area)  This will soften it up and give you a better seal.  

Also consider getting positive locking header bolts - either Stage 8 or 
some that can take safety wire.  I just blew a header gasket thanks to 
forgetting to retighten a header bolt. - I normally have to do this every 3
-6months (every oil change).

Both Hooker and cyclone make dual exhaust kits - my headers had a 3" 
collector and their kits looked for a 3.5" or larger collector.  This 
required a day of searching for the right mate.  Also thier kits are a 
little tight on the 4-wheel drive cross member.  Had I to do it all over 
again I would go custom - their are a couple  of local shops that will bend 
the exhast to match either a wire shape (coat hanger etc.) or a wooden 
shape (made from 1x2 's )

Good Luck
Dirk

----------
Posted by: emory!STDVAX.GSFC.NASA.GOV!OADDAB (DIRK BROER)
 



From hotrod@Dixie.Com Fri Jul  8 01:20:48 1994
Subject: 2.0 Chevy / Drive by Wire
From: hotrod@dixie.com (The Hotrod List)
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Two unrelated questions:

1) Anyone know of anybody who deals in perf. parts for a 2.0 Chevy. This one's
   in a Cavalier. I'm trying to determine if this is worth turning into a 
   small project or just driving the thing into the ground.

2) I'm looking for a cheap drive by wire setup for controlling throttle only
   on an engine hooked to a dyno. Adapt a cruise control? By an eight bit
   microcontroller and locate an actuator? Better ideas?

Jeff Armfield
armfield@mn.ecn.purdue.edu

----------
Posted by: Jeffrey S Armfield 
 



From hotrod@Dixie.Com Fri Jul  8 01:26:07 1994
Subject: Q: Info on interfacing Hi Performance chips to Ford EEC-IV
From: hotrod@dixie.com (The Hotrod List)
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I am trying to find out as much as I can about the service port
on the Ford computer, the EEC-IV.  As you know, Hypertech,
ADS, and Superchips all seem to know how to interface their
modules to the EEC-IV.  Somewhere a manual exists revealing
what the pins on the service port of the EEC-IV do.  I have made
many chips for Chevys in the past, and I could figure out how
to interface a module to the EEC-IV if I just knew what the
pins on the service port do.

I've seen a lot of posts in the past regarding the EEC-IV.
Anybody know where I should look?


Thanks,
Jeff Fisher
st3xd@jetson.uh.edu

----------
Posted by: emory!jane.uh.edu!st3xd (Fisher, Jeffrey L.)
 



From hotrod@Dixie.Com Fri Jul  8 01:30:59 1994
Subject: Welding a cast iron manifold
From: hotrod@dixie.com (The Hotrod List)
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I'm looking for recommendations on getting a cast iron exhaust manifold
welded up. This is a relatively rare item - it's from a FIAT Turbo Spider,
a factory approved modification that was applied by a firm in New Jersey to
1000 cars in 1980 and 81. The manifolds have a tendency to crack after
some years, and the supply of uncracked manifolds has pretty much
dried up. Most people de-turbo their cars when this happens.

We've been lucky to find two uncracked manifolds during the life of the car.
Last time this happened, we found a manifold that wasn't too badly cracked,
and found someone who essentially recast the unit - cleaned it up,
packed it in sand, heated the whole sucker up till it flowed.

Unfortunately, we're hearing and smelling the old telltales. Haven't taken
it apart to confirm, but I suspect the worst.

There was recently mention of some newly discovered rods to weld cast
iron. I don't weld, so I'll need to find a decent welder in
the SF Bay Area who will take this on, but want to approach him with
some knowledge in my back pocket. Anyone got experience/recommendations/advice?

Thanks.

----------
Posted by: "Christopher A. Kantarjiev" 
 



From hotrod@Dixie.Com Fri Jul  8 01:36:10 1994
Subject: RE: Valve Guides and Seals
From: hotrod@dixie.com (The Hotrod List)
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-> valves, steel valve guides - with a bronze insert.  He said the steel
-> guide is much better than a pure bronze one.  The bronze on stainless
-> steel

 That sounds interesting.  Next time you're down that way, ask him who
makes them.  None of my catalogs list them and my local shop has never
come across them.
                                                                                                                        

----------
Posted by: emory!chaos.lrk.ar.us!dave.williams (Dave Williams)
 



From hotrod@Dixie.Com Fri Jul  8 01:41:05 1994
Subject: 4x4 Conversion
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I have a 2WD '65 Suburban which I would like to convert to 4WD.  I would like
to find out if anyone out there could offer any suggestions on such a project. 
The way I figure, I have several options:

	1) Mount entire body on newer 4x4 chassis of same wheelbase/width.
	   - Problems:  finding chassis of same wheelbase/width. Ideal
		        would be a late model IFS chassis, but something tells
		        me it'll cost more than desired.
                        (true, a 4x4 chassis of same vintage would work, but
		         how many of those do you see around?)
	2) Use original chassis, remove 2WD suspension/axles and mount 4WD 
	   running gear.
	   - Problems:  Anticipate more fabrication involved to mount
		        axles/springs/transfer case.

It seems like a '73-up GM chassis would have the most lift & suspension
upgrade parts available.  Any measly scrap/morsel of advice would most likely 
be appreciated.  Thanks!

mbossard@ptd.intel.com          "It's not what I say, it's what I mean."   

----------
Posted by: "MATT BOSSARD , 1-2508, PGR#1541, MS D1-50" 
 



From hotrod@Dixie.Com Fri Jul  8 01:46:38 1994
Subject: Re: Engine Conversion
From: hotrod@dixie.com (The Hotrod List)
To: hotrod@dixie.com
X-Sequence: 8891
X-Archives: ece.rutgers.edu
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The Hotrod List (hotrod@dixie.com) wrote:

:        Does anyone have information on kits or plans
: for fitting a V6 Chevy or Buick or V8 Chevy in a     
: Porsche 924.

: ----------
: Posted by: emory!wam.umd.edu!ppremysl (Philip A. Premysler)

Have seen it done before, it's a pain in the butt.  Better off taking
a Chrysler HO V6 and slappin it in there.  If you want an easy
conversion, do something like I did, slap a 350 or 454 chevy in a 
little Datsun 240Z


sinister@intnet.net

----------
Posted by: emory!zeus.IntNet.net!sinister (Jeremy Sibert)
 



From hotrod@Dixie.Com Fri Jul  8 01:51:04 1994
Subject: Mustang 5.0 T-5 problems
From: hotrod@dixie.com (The Hotrod List)
To: hotrod@dixie.com
X-Sequence: 8892
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Relay-Version: ANU News - V6.1 08/24/93 VAX/VMS; site msus1.msus.edu
Path: ericksco
Newsgroups: alt.hotrod
Subject: Mustang 5.0 T-5 problems
Message-ID: <1994Jul7.180143.195@msus1.msus.edu>
From: ericksco@msus1.moorhead.msus.edu (Cory Erickson)
Date: 7 Jul 94 18:01:42 -0500
Nntp-Posting-Host: mhd1.moorhead.msus.edu
X-Newsreader: TIN [version 1.2 PL2]
Lines: 17

Do I just have the worst luck with my 86 Mustang GT or is there a
problem with the T-5 5 speeds in the 5 liter cars.  My car just broke
100,000 miles and never has been abused once. I am the original owner,
and the car has been a dream for the last 8 years but suddenly it
started popping out of reverse and 2nd and 3rd gears are getting rough
(a little grinding going into gear).  I have heard from a friend who
keeps up with the later Mustangs that this is a common problem for the
T-5's in Mustangs as well as Camaros and Firebirds.  Has anyone else
experienced my same problem? If so what caused it and how much am I
looking at for repair?

Thanx in advance.....

Cory 
ericksco@mhd1.moorhead.msus.edu


----------
Posted by: emory!MSUS1.MSUS.EDU!"ericksco@msus1.moorhead.msus.edu"
 



From hotrod@Dixie.Com Fri Jul  8 16:39:48 1994
Subject: Re: Welding a cast iron manifold
From: hotrod@dixie.com (The Hotrod List)
To: hotrod@dixie.com
X-Sequence: 8893
X-Archives: ece.rutgers.edu
X-Comment: Send subscription and drop requests to hotrod-request@dixie.com
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The Hotrod List writes:
> 
> I'm looking for recommendations on getting a cast iron exhaust manifold
> welded up. This is a relatively rare item - it's from a FIAT Turbo Spider,
> a factory approved modification that was applied by a firm in New Jersey to
> 1000 cars in 1980 and 81. The manifolds have a tendency to crack after
> some years, and the supply of uncracked manifolds has pretty much
> dried up. Most people de-turbo their cars when this happens.

After you get it welded, have you thought about getting it coated inside
and out with some type of thermal barrier coating?  It seems that this
would help reduce the thermal stress it sees, maybe someone else on the
net has some more specific experience as to whether it actually works.

-- 
Jonathan R. Lusky  --  lusky@knuth.mtsu.edu
 "Turbos are nice but I'd rather be blown!"
    68 Camaro Convertible - 350 / TH350
       80 Toyota Celica - 20R / 5spd

----------
Posted by: emory!knuth.mtsu.edu!lusky (Jonathan R. Lusky)
 



From hotrod@Dixie.Com Fri Jul  8 16:44:55 1994
Subject: Welding a cast iron manifold
From: hotrod@dixie.com (The Hotrod List)
To: hotrod@dixie.com
X-Sequence: 8894
X-Archives: ece.rutgers.edu
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X-Comment: Send comments and trouble reports to jgd@dixie.com


-> I'm looking for recommendations on getting a cast iron exhaust
-> manifold welded up. This is a relatively rare item - it's from a FIAT

 Shouldn't be any problem.  I've had several manifolds welded up,
including some I've Frankensteined from sawing up two or three junk
manifolds to make one with the outlet in a different place for an engine
swap.

 You need the fancy nickel rods for welding cast iron, the manifold has
to be preheated, and have at it.  Any good welder can do it.

 Sometimes the manifold will warp during welding.  If you have long,
unsupported thin sections it's almost certain to.  Bolting or clamping
it to a piece of channel iron when welding will help.  If it's a
relatively thick manifold, you can probably just have it refaced by an
engine rebuilder.  This used to be a major expensive thing - now they
use great big belt sanders, which is what they often use to reface
cylinder heads now.
                         

----------
Posted by: emory!chaos.lrk.ar.us!dave.williams (Dave Williams)
 



From hotrod@Dixie.Com Fri Jul  8 16:51:18 1994
Subject: TV: *Televised Events #94-27*
From: hotrod@dixie.com (The Hotrod List)
To: hotrod@dixie.com
X-Sequence: 8895
X-Archives: ece.rutgers.edu
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X-Comment: Send comments and trouble reports to jgd@dixie.com

Hi troops,

Sorry, but I really never got this issue finished (there just seems
to be a lot less time available for stuff like this in the summer).
Anyway, please use this with more caution than usual.

Stay cool & keep the dirty side down. - Bill

----------------------------------------------------------------------
			       TV Events

Now in its third year of weekly publication, TVE is a compilation of 
info. gleaned from TV listings, auto mags., newspapers, tea leaves, my 
favorite bartender, and the nice folks at TNN.  A special thanks also to 
Curt Swinehart for providing me with info. on the many regional sports 
networks.  PLEASE confirm dates and times with your local listings 
before setting your VCRs.

TVE will USUALLY be updated no later than every Friday morning and will 
be most accurate (or least inaccurate) for the following 7 days. If your 
favorite event is "tba'd", please don't panic unless it's in the 7 day 
window.

As mentioned previously, this listing is now being submitted to the new 
group rec.autos.sport.info.  Assuming the moderators approve, this list 
will be available in the r.a.s.i group from now on.  In an attempt to 
get the word to as many r.a.s readers as possible, I will continue to 
cross-post to r.a.s for a short time. (This again assumes the moderators 
of r.a.s.i do not object to my doing so.)

Thanks to Bob Bownes, TVE listings are available from 
http://www.emi.com/tve where they will be archived for an indeterminite
period of time.

If you are having trouble with this list arriving at your site in
a timely fashion, please let me know via e-mail and I will also start
mailing you a copy.

Comments, suggestions, additions, extra pit passes, etc. to:
					  stoffel@oasys.dt.navy.mil

		   ---------------------------------

(T)=Taped  (L)=Live  (SD)=Same Day  (?)=dunno

12:00AM = 0000 hours = start of day

    EVENT                             DATE  TIME(Eastern, USA) NETWORK*

VideoMorning RACEWEEK, Loudon (L)     07/08   9:00AM-12:00PM    TNN
Motor Sports Hour                     07/08   11:00AM-12:00PM   HSE
This Week In NASCAR w/Eli Gold (T)    07/08    7:00-8:00PM      SCNY
MotoWorld II                          07/09    2:30-3:00AM      ESPN2
This Week In NASCAR w/Eli Gold (T)    07/09    6:00-7:00AM      PRTK
Speed Racer (cartoon)                 07/09    7:00-7:30AM      MTV
NHRA, SLICK 50 NATIONALS (T)          07/09    9:00-10:00AM     ESPN2
Shadetree Mechanic (family racing)    07/09    9:30-10:00AM     TNN
This Week On Pit Road                 07/09    9:30AM           MSC
Hot Rod 2                             07/09    10:00-10:30AM    ESPN2
This Week In NASCAR w/Eli Gold (T)    07/09    10:00-11:00AM    SCNY
Slick 50 300 Preview                  07/09    10:00AM          MSC
FORMULA II SUPERCUP (T)               07/09    11:00AM          MSC
Slick 50 300 Preview                  07/09    12:00PM       SCNE,SPTS
Chase To The Checkered                07/09    12:30PM          KBL
NASCAR, BUSCH NORTH, LOUDON (L)       07/09    1:00-4:00PM      TNN
Motor Sports Hour                     07/09    1:00-2:00PM      EMPS,
						 KBL,PSN,PSNW,SCP,SCNE
NHRA Today w/Steve Evans              07/09    4:00-4:30PM      TNN
Inside Winston Cup w/Ned Jarrett      07/09    4:30-5:00PM      TNN
This Week On Pit Road                 07/09    4:30PM           SCNY
NASCAR, WINSTON WEST (T)              07/09    5:00PM           HSE
Motor Sports Hour                     07/09    5:00-6:00PM      SUN
Trucks And Tractor Power              07/09    5:00-5:30PM      TNN
Secrets Of Speed                      07/09    5:30-6:00PM      ESPN2
Truckin' USA w/Ed Bruce               07/09    6:00-6:30PM      TNN
MotoWorld                             07/09    7:00-7:30PM      ESPN2
SATURDAY NIGHT LIGHTNING (T)          07/09    7:30-10:30PM     ESPN2
This Week In NASCAR w/Eli Gold (T)    07/09    8:00-9:00PM      SCNY
FORMULA II SUPERCUP (T)               07/09    9:00PM           SCNY
This Week In NASCAR w/Eli Gold (T)    07/09    9:00-10:00PM     SCP
FORMULA II SUPERCUP (T)               07/10    12:00AM          SCNY
In The Driver's Seat                  07/10    12:00-12:30AM    ESPN2
SODA OFF-ROAD, ANTIGO (T)             07/10    1:00-2:00AM      ESPN
This Week On Pit Road                 07/10    1:00AM           SCNY
NASCAR, WINSTON WEST (T)              07/10    2:00AM           HSE
MotoWorld                             07/10    3:00-3:30AM      ESPN
SpeedWeek                             07/10    3:30-4:00AM      ESPN
FORMULA 1, GREAT BRITAIN (L)          07/10    8:50-11:00AM ESPN,TSN,
								 RDS [1]
Truckin' USA w/Ed Bruce               07/10    9:00-9:30AM      TNN
Trucks And Tractor Power              07/10    9:30-10:00AM     TNN
NASCAR, WINSTON WEST (T)              07/10    10:00AM          SCOH
N. Bonnett's Winners (The King)       07/10    10:00-10:30AM    TNN
This Week In NASCAR w/Eli Gold (T)    07/10    10:00-11:00AM    SCNY
NHRA Today w/Steve Evans              07/10    10:30-11:00AM    TNN
Inside Winston Cup w/Ned Jarrett      07/10    11:00-11:30AM    TNN
This Week On Pit Road                 07/10    11:30AM          SCNY
RaceDay w/Pat Patterson (L)           07/10   11:30AM-12:00PM   TNN
NASCAR, WINSTON WEST (T)              07/10    12:00PM          KBL
SCCA, DES MOINES GRAND PRIX (T)       07/10    12:00PM          SCOH
WINSTON CUP, LOUDON (L)               07/10    1:00-5:00PM      TNN
INDYCAR, CLEVELAND (L)                07/10    1:30-3:30PM      ABC [1]
Motor Sports Hour                     07/10    1:30-2:30PM      SCNY
AMA ROAD RACING (T)                   07/10    4:00PM           SUN
N. Bonnett's Winners (The King)       07/10    5:00-5:30PM      TNN
AMA ROAD RACING (T)                   07/10    5:00PM           HSE
Truckin' USA w/Ed Bruce               07/10    5:30-6:00PM      TNN
Motor Sports Hour                     07/10    6:00-7:00PM      HSE
Shadetree Mechanic (family racing)    07/10    7:00-7:30PM      TNN
SCCA, CLEVELAND GRAND PRIX (T)        07/10    7:00-9:00PM      EMPS,
			      HTS,PASS,PSN,PSN2,PSNW,SCNE,SCOH,SCP,SUN
Shadetree Mechanic                    07/10    7:00-7:30PM      TNN
AMA ROAD RACING (T)                   07/10    7:00PM           KBL
NHRA Today w/Steve Evans              07/10    7:30-8:00PM      TNN
SCCA, CLEVELAND GRAND PRIX (T)        07/10    7:30-9:30PM      SCNY
Inside Winston Cup w/Ned Jarrett      07/10    8:00-8:30PM      TNN
RaceDay w/Pat Patterson (L)           07/10    8:30-9:00PM      TNN
Road Test Magazine w/Don Garlits      07/10    11:00-11:30PM    TNN
NASCAR, WINSTON WEST (T)              07/10    11:00PM          SUN
Motor Sports Hour                     07/10   11:00PM-12:00AM   PSN2
This Week In NASCAR w/Eli Gold (T)    07/10   11:00PM-12:00AM   PSNW
SCCA, CLEVELAND GRAND PRIX (T)        07/10   11:30PM-1:30AM    SCNY
AMA ROAD RACING (T)                   07/10    11:30PM          SCOH
RaceDay UPDATE w/Pat Patterson (L)    07/11    12:00-12:05PM    TNN
Motor Sports Hour                     07/11    12:00-1:00AM     PSNW
NASCAR FEATHERLITES, NAZARETH (T)     07/11    12:05-1:30AM     TNN
FORMULA 1, GREAT BRITAIN (T)          07/11    12:30-2:00AM     ESPN
AMA ROAD RACING (T)                   07/11    1:00AM           PSNW
Trucks And Tractor Power              07/11    1:30-2:00AM      TNN
AMA ROAD RACING (T)                   07/11    2:00AM           EMPS,
						    MSG,PASS,PSN,SCP
Hot Rod 2                             07/11    3:00-3:30AM      ESPN2
In The Driver's Seat                  07/11    3:30-4:00AM      ESPN2
Motor Sports Hour                     07/11    5:00-6:00AM      EMPS,
					     KBL,MSG,PASS,PSN,SCNE,SCP
Le Mans Highlights                    07/11    12:30-2:00PM     HTS
AMA SUPERCROSS, SOUTHWICK (T)         07/12    1:00-2:00AM      ESPN
Checkered Flag  (French GP)           07/12    2:00-2:30AM      ESPN
USAC MIDGETS, INDIANAPOLIS (T)        07/12    3:30-5:30AM      ESPN
Speed Racer (cartoon)                 07/12    3:30-4:00AM      MTV
Auto Racing?                          07/12    1:00PM           ESPN2
Drag Racing?                          07/12    3:00PM           ESPN2
WORLD MOTORCYCLE G P, GERMANY (T)     07/12    9:00-10:00PM     ESPN
M.T. OFF-ROAD SERIES, SALT LAKE (T)   07/12    10:00-11:00PM    ESPN
HYDROPLANE RACING, DALLAS (T)         07/14    3:30-4:30AM      ESPN
MOTORCYCLE RACING (T)                 07/14    2:00-3:00PM      HTS
Motor Sports Hour                     07/14    3:00-4:00PM      HTS
In The Driver's Seat                  07/14    6:30-7:00PM      ESPN2
FORMULA II SUPERCUP (T)               07/14    7:00-8:00PM      HTS
This Week In NASCAR w/Eli Gold (L)    07/14    8:00-9:00PM      HTS
MOTORCYCLE RACING (T)                 07/14    9:00-10:00PM     HTS
USAC SPRINTS, INDIANAPOLIS (L)        07/14    9:30-11:00PM     ESPN
Motor Sports Hour                     07/14    10:00-11:00PM    HTS
This Week In NASCAR w/Eli Gold (T)    07/14   11:00PM-12:00AM   HTS
AMA SUPERCROSS, SEATTLE (T)           07/15    1:00-2:00AM      ESPN
Speed Racer (cartoon)                 07/15    3:30-4:00AM      MTV
MotoWorld II                          07/15    6:30-7:00PM      ESPN2
THE BAJA 500, MEXICO (T)              07/16    1:00-2:00AM      ESPN
SODA OFF-ROAD, ANTIGO (T)             07/16    4:00-5:00AM      ESPN

		  ----------COMING EVENTS----------

BUSCH GN, SOUTH BOSTON (L)            07/16    5:00PM           TNN
WINSTON CUP, POCONO (L)               07/17    12:30PM          TBS
INDYCAR, TORONTO (L)                  07/17    2:00-4:00PM      NBC [1]
IMSA, WSC SERIES, INDIANAPOLIS (T)    07/17    3:00-5:00PM      ESPN2
PORSCHE CUP, FRANCE (T)               07/17    5:00-5:30PM      ESPN
Road To The Brickyard                 07/17    5:30-6:00PM      ESPN
EXXON SUPREME, INDIANAPOLIS (T)       07/17    6:30-7:30PM      ESPN2
NHRA, TOPEKA (T)                      07/18    12:00-1:30AM     TNN
BUSCH GN, TALLADEGA (L)               07/23    2:00PM           TNN
WINSTON CUP, TALADEGA (L)             07/24    12:15PM          CBS
PORSCHE CUP, BRITAIN (T)              07/24    12:30PM          ESPN
NHRA, MILE-HIGH NATIONALS, MORRISON(L)07/24    7:00PM           TNN
Road To The Brickyard                 07/30    2:00-2:30PM      ESPN
FORMULA 1, GERMANY (L)                07/31    7:50-10:00AM ESPN,TSN,
								 RDS [1]
BUSCH GN, HICKORY (L)                 07/31    1:00PM           TNN
INDYCAR, BROOKLYN, MI (L)             07/31    12:00-3:30PM     ESPN [1]
ASA, TOPEKA (L)                       07/31    3:00PM           TNN
EXXON SUPREME, LAGUNA SECA (T)        07/31    4:00-5:00PM      ESPN2
NHRA, NATIONALS, SEARS POINT (?)      07/31    tba              tba
IMSA, WSC SERIES, LAGUNA SECA (T)     07/31    7:00-9:00PM      ESPN2
BRICKYARD 400 QUALIFICATION (L)       08/04    2:30-4:00PM      ESPN
BUSCH GN, INDIANAPOLIS (?)            08/05    tba              tba
BRICKYARD 400 QUALIFICATION (L)       08/05    3:00-4:00PM      ESPN
Brickyard 400 Preview                 08/05    8:30-9:30PM      ESPN
Brickyard 400 Pre-race                08/06   11:00AM-12:00PM   ESPN
BRICKYARD 400 (L)                     08/06    12:00PM          ABC
SAAB PRO SERIES, LAGUNA SECA (T)      08/07    1:30-2:00AM      ESPN
NHRA, NATIONALS, KENT (?)             08/07    tba              tba
NHRA, TOPEKA (T)                      08/07    5:00-6:30PM      TNN
FORMULA 1, HUNGARY (L)                08/14    7:50-10:00AM ESPN,TSN,
								 RDS [1]
WINSTON CUP, WATKINS GLEN (L)         08/14    1:00PM           ESPN
INDYCAR, LEXINGTON, OH (L)            08/14    3:00-5:00PM      ABC [1]
NHRA, SEARS POINT (T)                 08/14    4:00PM           ESPN
EXXON SUPREME, PORTLAND (T)           08/14    4:00-5:00PM      ESPN2
IROC #4, MICHIGAN (T)                 08/14    tba              ABC
IMSA, WSC SERIES, PORTLAND (T)        08/14    7:00-9:00PM      ESPN2
NHRA, DENVER (T)                      08/15    12:00-1:30AM     TNN

[1] CBC also carries all F1 and most IndyCar races.  The races are 
usually broadcast on a tape-delayed basis at 11:37PM ET on the evening 
following the race.  I understand that it is not uncommon for CBC to 
delay the broadcast as much as an hour beyond the 11:37PM start, so 
please use extra caution if you plan to tape the race.  If you have 
access to it, and your French isn't too rusty, you may also want to 
check out RDS.  RDS broadcasts every F1 race and most IndyCar races, and 
their F1 coverage usually also includes a 30 minute prerace show.  RDS 
and TSN generally use the ESPN feed, while CBC generally uses the BBC 
feed.  The exception to these rules is the Canadian Grand Prix.  Only 
CBC and SRC have the rights to the Canadian GP.  Thanks to Pierre 
Mailhot and Tak Ariga for info. on coverage in Canada.

* Network Designations

A&E      Arts & Entertainment Network
AMC      American Movie Classics
CBC      Canadian Broadcasting
EMPS     Regional Sports Network (New York)
ESPN     ESPN Sports Network
ESPN2    ESPN Sports Network 2
HBO      Home Box Office
HSE      Regional Sports Network (Houston)
HTS      Regional Sports Network (Baltimore & DC)
KBL      Regional Sports Network (Pittsburg)
MAX      Cinemax
MPT      Maryland Public TV
MSC      Midwest Sports Channel
MSG      Madison Square Garden
MTV      Music Television
PASS     Regional Sports Network (Detroit)
PRTK     Regional Sports Network (LA)
PSN      Prime Sports Network
PSN2     Prime Sports Network (Midwest & Mountains)
PSNW     Prime Sports Network (Northwest)
QVC      home shopping
RDS      Montreal (French)
SCC      Sports Channel Chicago
SCNE     Sports Channel New England
SCNY     Sports Channel New York
SCOH     Sports Channel Ohio
SCP      Sports Channel Pacific
SHOW     Showtime
SPTS     Sport South Network
SRC      Societe Radio-Canada (French)
SUN      Sunshine Network (Regional Sports Network, SE USA)
TBS      Atlanta "Super Station"
TNN      The Nashville Network
TSN      Canada (English)
USA      USA Network
WBFF     Baltimore
WDCA     Washington, DC
WGN      Chicago "Super Station"
WOR      New York "Super Station"
-------

----------
Posted by: emory!oasys.dt.navy.mil!stoffel (Bill Stoffel)
 



From hotrod@Dixie.Com Fri Jul  8 17:01:25 1994
Subject: RE: Mustang 5.0 T-5 problems
From: hotrod@dixie.com (The Hotrod List)
To: hotrod@dixie.com
X-Sequence: 8896
X-Archives: ece.rutgers.edu
X-Comment: Send subscription and drop requests to hotrod-request@dixie.com
X-Comment: Send comments and trouble reports to jgd@dixie.com

Cory writes:

>Do I just have the worst luck with my 86 Mustang GT or is there a
>problem with the T-5 5 speeds in the 5 liter cars.  My car just broke
>100,000 miles and never has been abused once. I am the original owner,
>and the car has been a dream for the last 8 years but suddenly it
>started popping out of reverse and 2nd and 3rd gears are getting rough
>(a little grinding going into gear).  I have heard from a friend who
>keeps up with the later Mustangs that this is a common problem for the
>T-5's in Mustangs as well as Camaros and Firebirds.  Has anyone else
>experienced my same problem? If so what caused it and how much am I
>looking at for repair?

  Well I justed wanted to mention that I had quite a few transmission problems 
when I first bought my car. Everything from trans vibrations, to
non-consistant shift points. 

   The dealer just kept screwing it up more and more trying to fix it. (Towson 
Ford, MD., just to warn anyone else that they can't fix a car even if their 
life depended on it). Eventually if became harder to shift, and grind a little 
going into the higher gears so I  finally got fed up with the dealer and paid 
someone else to do the work.

    I found a local mustang mechanic that took the trans off and found out the 
parts put in by the dealer were aftermarket_non-ford_rebuild_junk. Well 
getting back to the point, he installed a HD Ford clutch (and bearings etc) 
and everything worked great. Sure, it requires  little more pedal pressure, 
but doesn't bother me.

ps- this guy charged me $265 parts+labor
good luck-




----------
Posted by: emory!roadnet.ups.com!AXP (Ajay Patel)
 



From hotrod@Dixie.Com Fri Jul  8 17:07:25 1994
Subject: Re: Mustang 5.0 T-5 problems
From: hotrod@dixie.com (The Hotrod List)
To: hotrod@dixie.com
X-Sequence: 8897
X-Archives: ece.rutgers.edu
X-Comment: Send subscription and drop requests to hotrod-request@dixie.com
X-Comment: Send comments and trouble reports to jgd@dixie.com

> From: ericksco@msus1.moorhead.msus.edu (Cory Erickson)
> 
> Do I just have the worst luck with my 86 Mustang GT or is there a
> problem with the T-5 5 speeds in the 5 liter cars.  My car just broke
> 100,000 miles and never has been abused once. I am the original owner,
> and the car has been a dream for the last 8 years but suddenly it
> started popping out of reverse and 2nd and 3rd gears are getting rough
> (a little grinding going into gear).  I have heard from a friend who
> keeps up with the later Mustangs that this is a common problem for the
> T-5's in Mustangs as well as Camaros and Firebirds.  Has anyone else
> experienced my same problem? If so what caused it and how much am I
> looking at for repair?

I hit the same problem around 125K (83 Z28), synchros were just worn out, 
and I had a hard time with 2nd and 3rd.  Just needed to replace the
gears (I believe the synchros are integral to the gears) and everything
was fine.  This car was driven unknown for 80K and moderately hard
til 125K.  I can't remember what I paid but it was a couple hundred 
dollars altogether, much of the cost was getting into and out of the 
tranny.  Good luck.

----------
Posted by: Randy Brown 
 



From hotrod@Dixie.Com Fri Jul  8 17:11:55 1994
Subject: Re: Mustang 5.0 T-5 problems
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   I've had the same problem with my '86 GT.  At 60,000 miles, first gear 
disappeared, and second gear takes coercion(lots of it)! Second gear got
progressively worse until, at 108,000 miles, I've parked it.  The local
repair shop said that either the synchro's are shot, or a shift-fork is the
cause.  As for the reliability of the T-5, later models are stronger and 
can handle the stock motor in a GT, but the earlier versions were seriously
outclassed by the torque of the 5.0L.

Jay Goodwin
fallous@ksuvm.ksu.edu

----------
Posted by: emory!ksu.ksu.edu!fallous (Jay Goodwin)
 



From hotrod@Dixie.Com Fri Jul  8 17:17:11 1994
Subject: Re: Welding a cast iron manifold
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Interesting question re: CAST IRON WELDING.  You might want to 
investigate a process called "stiching" or "cold stiching".  A
friend who owns a machine shop has this done on lots of cast iron
parts off of antique trucks and cars.  I don't know if he ever 
had any exhaust manifold done however.

----------
Posted by: emory!mvulo.att.com!dpl
 



From hotrod@Dixie.Com Sat Jul  9 01:40:49 1994
Subject: RE: Q: Info on interfacing Hi Performance chips to Ford EEC-IV
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>As you know, Hypertech,
>ADS, and Superchips all seem to know how to interface their
>modules to the EEC-IV.  

In fact one of the employees at Superchips frequents the Mustang mailing 
list.  His name is "Peter" to subscribe to the mustang list try (mustang-
request@cup.hp.com) - this is a latemodel mustang list - it is also tightly 
regulated as it uses a company computer.  The moderator is Gary.

[Since this is Gary Gitzen's list, I'm going to do something I've never
done on this list and say something very negative about someone.  Gitzen
is a meglomanic control freak who seeks to acquire mailing lists to
destroy them.  A few months ago he acquired control of the firearms
politics mailing list and killed it by booting off most of the regular
contributors.  This happened literally days before the Brady Bill vote,
which should give anyone some idea of his sense of propriety.  Someone
got ahold of that mailing list's list of subscribers, I volunteered to
host a new one here at dixie.com until a new home could be found and
literally overnight, a new list was formed.  Within days Gitzen's list
was abandoned.

The reason I mention this is I understand from several people I talked
to at the time that a similar thing happened to the mustang list.  
If he is true to form, if you say anything he doesn't like, he'll kick
you off the list without warning.  He will also edit what you write,
making you say something you didn't mean to, and will not make not of
the editing.  He did that to me on a couple of occasions on the firearms-
politics list before he booted me off.  


>From the "official list of lists", here is what I have on the replacement list: 

Fordnatics
    Contact: fordnatics-request@freud.arc.nasa.gov (Chuck Fry)
             fords-request@freud.arc.nasa.gov

    Purpose: The Fordnatics mailing list is an unmoderated forum for 
    discussing high performance Fords or Ford-powered vehicles, especially 
    modifications and driving techniques for competition or track use.

If this list is like the firearms-politics list, most knowledgable
contributors will be here.  JGD]

Also ford sells the EEC repair manaul seperate from the normal service 
manuals.  Maybe they have the info you need.  My information is limited to 
the Probst book and the self test proceedures.

Kind of interesting - Peter said the superchips chip runs about 3 deg 
advanced at idle, 2 degrees advance at mid rpms and 3 deg at high rpm.  
Most people with mustangs advance their timing to 13 deg BTDC (from the 10 
deg stock position) and get relatively the same performance.  Peter also 
says the lean the WOT mixture slightly.  An adjustable pressure regulator 
seems to do the same thing.  Basically I have yet to see any manufacturer 
claim their chip does anything more...

Are you trying to adapt it to a new motor?

>Somewhere a manual exists revealing
>what the pins on the service port of the EEC-IV do.  I have made

This may be a company secret....

>many chips for Chevys in the past, and I could figure out how
>to interface a module to the EEC-IV if I just knew what the
>pins on the service port do.

Hey.... Could you post some of this information and / or where to get it?
Where can you get information on the internals of the computer?

Dirk

----------
Posted by: emory!STDVAX.GSFC.NASA.GOV!OADDAB (DIRK BROER)
 



From hotrod@Dixie.Com Sat Jul  9 01:47:00 1994
Subject: RE: Valve Guides and Seals
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>
>-> valves, steel valve guides - with a bronze insert.  He said the steel
>-> guide is much better than a pure bronze one.  The bronze on stainless
>-> steel
>
> That sounds interesting.  Next time you're down that way, ask him who
>makes them.  None of my catalogs list them and my local shop has never
>come across them.

I think that came out wrong.  He installs the steel (or is it cast iron) 
sleevs first.  Then he hones them for bronze inserts.  The Mopar Engine 
manual mentions "bronze wall" guides.  I assume these are the same thing.  
I may have miss understood - but appearantly you can get pure bronze guides
.   I definitly have seen bronze inserts.  They are very thin an are split 
on one side.  I think these might be perfect for the home cylinder head 
rebuild - press out the old guide (easy out?) and press in the new - run a 
hone through it....  Should be easy on a drill press.

I have seen Soiux valve seat grinding machine for about $1100 - easy to do 
3-angle jobs.  Lets see at $125 a three angle valve job thas 9 valve jobs 
and the machine has paid for itself....8)  Maybe split the cost with a 
friend or two ... or nine.

I'm wondering about the material - whether it is steel or cast iron.  I 
suspect cast iron is harder and probably O.K. for this application - 
especially since the thermal characteristics = the head's.  But aren't 
hardned exhaust ports made from steel?  Stock valve guides are usually 
machined into the cast iron. 


Dirk

----------
Posted by: emory!STDVAX.GSFC.NASA.GOV!OADDAB (DIRK BROER)
 



From hotrod@Dixie.Com Sat Jul  9 01:51:18 1994
Subject: t-5 problem
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I thought popping out of gear (assuming everything is in adjustment and 
nothing is bent) means bad sycnros?

Mustangs, at least, used ATF fluid in the T-5's.  According to Borg Warner 
all the trans shipped from them where either filled with ATF or empty.

The problem is this
1) Most Jiffy Lubes etc don't seem to realize that ATF is required not gear 
lube!  
2) ATF is definitly more prone to finding leaks.  When this happens the 
trans overheats.  I would check the fluid level first - and make sure it 
was ATF.

After that you may be looking at a rebuild.  It is my understanding you can 
get a T-5 rebuilt with the newer carbon fiber syncros for $600 mail order - 
check the mustang magazines.

t-5 where always considered marginal transmissions - the 5.7 litre camaros 
didn't even have a manual trans option.  I guess the difference between the 
5.0- (chevy) and the 5.7 was enough to put it over the edge.

Dirk

----------
Posted by: emory!STDVAX.GSFC.NASA.GOV!OADDAB (DIRK BROER)
 



From hotrod@Dixie.Com Sat Jul  9 01:56:14 1994
Subject: Performance Chips for Ford
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I'm thinking about some ways of getting a little more 'oomph' out of my 
'93 Ford Ranger V6 3.0L. I've been reading some of the truck magazines, 
and I've seen advertisements for Jet Computer chips that offer 
increased HP and mileage.

Has anyone tried these things? Do they work? Anyone tried the 
'6-chips-in-1' that Jet is advertising?

Also, does adding aftermarket headers and exhaust help that much? I was 
looking at something like Edelbrock or Headmann headers combined with 
Flowmaster exhaust. Comments? Do you really get +25HP out of it?

Any other ideas to increase power at a reasonable price? (I would love 
to have a supercharger, but I don't consider several thousand dollars a 
real option...! !)

thanx in advance!
	-tim
	timgr@microsoft.com

----------
Posted by: Tim Graves 
 



From hotrod@Dixie.Com Sat Jul  9 19:06:30 1994
Subject: RE: Valve Guides and Seals
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-> manual mentions "bronze wall" guides.  I assume these are the same
-> thing. I may have miss understood - but appearantly you can get pure
-> bronze guides

 There are three basic types of guides - the bronze wire, which is
sortof like a Heli-Coil threaded into an old iron guide; the thinwall
bronze guide, where you ream out the old iron guide and press in a split
sheet bronze tube; and the thickwall or regular replaceable valve guide,
which is what you'll have with an aluminum head.  The thickwall guides
aren't often used as service repair on iron heads, as they're more
expensive and take more machining.  Thickwall guides are available in
either iron or bronze.


-> I'm wondering about the material - whether it is steel or cast iron.
-> I suspect cast iron is harder and probably O.K. for this application
-> - especially since the thermal characteristics = the head's.  But
-> aren't hardned exhaust ports made from steel?  Stock valve guides are

 According to my valve grinding supplies catalogs, the majority of seat
inserts are plain old cast iron, whether they're going into an aluminum
head or an iron head.  The only other material my catalogs list is
Stellite, which is a sintered carbide.  It's not "hardened", it *IS*
hard - the material was developed to tip cutting tools, like lathe bits.

 Stellite seats are sometimes used for aircraft, Diesels, and marine
applications, but you don't see them much in cars.  They tend to be
brittle.
                                                                                                                             

----------
Posted by: emory!chaos.lrk.ar.us!dave.williams (Dave Williams)
 



From hotrod@Dixie.Com Sat Jul  9 19:15:16 1994
Subject: Aluminum casting query
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I'm working on putting together my FI manifold for my FE and I can't decide
what would be the best way of doing it.
Some of the ideas that I have been tossing around are;
in no particular order....

hand laid composite: design and layup a set of cores and coat with a fiberglass
or carbon fiber matrix. problem is expense, time and extreme difficulty in 
applying matrix into and around inner surfaces, not to mention making it look 
good.

lost-foam casting: carve individual pieces from a medium density, easily worked
foam and use a high quality casting investment. Assemble the pieces into 
complete unit and then cast.
Probably my best bet, foam is cheap and very easily worked, casting is easy and 
fun. minor problem is the fragility of foam, thin walled pieces will tend to 
break.

Lost foam again: cast individual pieces and weld them together. 
Problems are same as above with the added difficulty of welding in the tight
spots and paying a very good welder to do it.

I like the idea of casting the entire manifold as one unit, but if anything
goes wrong I have to do the entire process over again.
Way back when, when I was in high school, I got the metals techer to let me set
up a forge and repair the lathe. I taught there as a substitute last semester
and they still have the forge, although it has been improved a bit over the
years. I'm sure that I can get the instructor involved in something of this
magnitude, from what I garnered from the students he doesn't know shit about
metal working. All that I would need is the aluminum, easily obtained albiet.

The manifold is similar to the old 427 FI manifold, the runners will cross
and be about 14.8" long, 2" in diameter. The linkage will run under the runners
above the valley pan. The injectors will be in the valley parallel with the 
top edge of the valley gasket surface aimed at the port.
I have yet to decide whether the throttle plates should pivot horizontally or
vertically, the port design might like the vertical. 

Any ideas concerning design, construction, materials, etcetera will be 
appreciated.

Millam

[Millam, you might want to revisit the composite method.  I recently 
fabricated an intake manifold for my Z-car using composite techniques
common in the homebuilt aircraft field.  It was very inexpensive and 
easy to do.  It took the better part of a weekend with me and a friend
from Rutgers working semi-seriously on it.  The two secrets are lost wax
cores and vacuum bagging.  I've posted some details about this technique
before.  Alexander aeroplane, the place to get your composite supplies,
has a very good book and a video on the subject.  Highly recommended.
Alexander has several very good high temperature, fuel resistant resin,
most of which cure at room temperature.  An alternative to lost wax is 
your rigid foam technique, with the cores dissolved out with solvent
afterwards.  This has the advantage of letting you use the highest
strength resins which must be heat cured.  A suitable "oven" is something
similar to what the guys at Rutgers used to cure their FSAE body, some
airplane wings and such - some slabs of rigid fiberglass duct-taped 
together and heated with a couple of heat guns.

If you're seriously interested in this, drop me email and I'll put you
in contact with my buddy at Rutgers who unfortunately isn't on the net.  JGD]
----------
Posted by: emory!pine.cse.nau.edu!met (MTN-KAT)
 



From hotrod@Dixie.Com Sat Jul  9 19:21:03 1994
Subject: water pumps
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 A year or two ago Circle Track did a water pump shootout.  Could I get
someone to make me a copy of the article, or post the details to the
list?
                                                                  

----------
Posted by: emory!chaos.lrk.ar.us!dave.williams (Dave Williams)
 



From hotrod@Dixie.Com Sat Jul  9 20:08:34 1994
Subject: Jeremy Sibert
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Dear Jeremy,

        I read your response on the HotRod list about an engine swap.
You indicated that you had done an engine swap on a Datsun 240 (with a
Chevy 350).  Could you give me some info on this swap.  Just how easy was
it?  What kind of problems did you run into?  How does the car handle with
the V8 in it?  Any other info would be appreciated.
Please respond at my wife's address:  Cjenkins@whale.st.usm.edu

Thank you,
Clint Jenkins

----------
Posted by: emory!whale.st.usm.edu!cjenkins (Carolyn Ann Lago Jenkins)
 



From hotrod@Dixie.Com Sun Jul 10 01:20:20 1994
Subject: Re: Aluminum casting query
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The Hotrod List writes:
> [Millam, you might want to revisit the composite method.  I recently 
> fabricated an intake manifold for my Z-car using composite techniques
> common in the homebuilt aircraft field.  It was very inexpensive and 
> easy to do.  It took the better part of a weekend with me and a friend
> from Rutgers working semi-seriously on it.  The two secrets are lost wax
> cores and vacuum bagging.

That's the same way we did our F-SAE manifolds.  Well, everything
composite that we made got vacuum bagged, even the fan shroud.  The wax
core worked pretty good.  The two things that did give use trouble in
our design were 1) injector bosses, and 2) caving in under vacuum.
We finally gave up on trying to mold in injector bosses and used
aluminum tubing for the tips of our runners, with the injector bosses
welded to them.  Laid up the rest of manifold over the aluminum
sections.  For the caving in problem all we needed was foam core
"frame" sandwhiched in the flat areas.  Got everthing right by the third
try (2nd try was close, but but got blown apart by incorrectly installed
plug wires).

> Alexander has several very good high temperature, fuel resistant resin,
> most of which cure at room temperature.  

They have anything M-85 resistant?  We found a lot of gasoline resistant
ones and one methanol resistant one, but none that could deal with both
very well.  We tried to make an unlined composite fuel tank, and the
M-85 ate every resin we tried within days.  Never had any problem with
the manifold since it wasn't soaking in fuel.

[They have at least one that is listed as "resistant to all known 
fuel ingredients".  Give 'em a call on the 800 number.  they have
an expert there - think his name is Mike - who knows composites 
up one side and down the other.  They sell several resins developed
specifically to his specs.  JGD]

> An alternative to lost wax is 
> your rigid foam technique, with the cores dissolved out with solvent
> afterwards.  This has the advantage of letting you use the highest
> strength resins which must be heat cured.  A suitable "oven" is something
> similar to what the guys at Rutgers used to cure their FSAE body, some
> airplane wings and such - some slabs of rigid fiberglass duct-taped 
> together and heated with a couple of heat guns.
 
For smaller stuff, the electric oven in your kitchen works pretty well,
and you can extend it with plywood covered with insulation if you need
to.  Some type of air circulation is a good idea, we used a hairdryer
stuck in a hole cut in the plywood for the stuff we kitchen cured.  Oh,
the heat was turned off on the hair dryer to keep it from overheating,
the over element provides plenty of heat, just needed some air to
circulate to keep an even temperature on the part.


-- 
Jonathan R. Lusky  --  lusky@knuth.mtsu.edu
 "Turbos are nice but I'd rather be blown!"
    68 Camaro Convertible - 350 / TH350
       80 Toyota Celica - 20R / 5spd

----------
Posted by: emory!knuth.mtsu.edu!lusky (Jonathan R. Lusky)
 



From hotrod@Dixie.Com Sun Jul 10 13:40:07 1994
Subject: 360 degree oiling
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 A couple of years ago discussion touched on 360 degree oiling - instead
of running grooved mains on both top and bottom, use a plain bottom
bearing, cut an oiling groove in the block and cap, and drill holes as
desired in the bottom bearing.  John put his hairy moderator Foot on
the thread, something about "don't bring that one up again."

 C'mon, John.

[Moi?  I plead innocent due to loss of memory....  JGD]

 I built one engine this way, no trouble, just experimenting.
Chevrolet's race book talks about it.  That's about all I've seen, so I
missed out on whatever flamewars took place.  


 Fully-grooved mains (or grooved cranks, now considered a Very Bad Idea)
were designed to get more oil up to the rod bearings.  Most cranks are
drilled diagonally from the main journal up to the rod journal.  When
the main journal hole is in the grooved area, oil (hopefully) flows
through the drilling to the rod bearing.  Using a fully grooved bearing
lets oil flow all the time, at the expense of losing well over half of
the mains' load carrying capability.  Most engines use plain bearings on
the bottom, grooved on the top, and the rods appear to live OK.  When
there's question, the crank is usually cross-drilled.  A second hole is
drilled, from the original rod oiling hole in the main journal, straight
across to the other side of the crank.  When the crank turns so as to
block oil flow to one side of the drilling, the other side comes up and
starts taking oil.

 Now, that plain bottom bearing is only lubricated by what oil has
managed to stay attached to the crank.  A few small drilled oil holes
can feed more oil from the bottom, assuming you drill them on the low
pressure side.  As the crank rotates it builds up a "wedge" of high
pressure oil adjacent to the point of maximum load.  You don't want to
put any oil holes there, or you might wind up with the oil wedge
actually pumping oil right back into the oil galleries.

 Now, if the crank were just a smoothly spinning shaft, oiling from the
bottom wouldn't be much help.  Modern theory is that, under load, the
crank is writhing about like a snake, or as much as it can subject to
the constraints of the bearing clearances.  So the nice oil flow and
wedge model breaks down when the crank starts to whip and the wedge
moves to the top, or the side, or wherever it wants.  So 360 degree
oiling would (theoretically) ensure the crank was always getting some
oil, no matter what was going on.

 Hank the Crank (are they still around?) and Bruce Crower favored
putting *all* the oil in through the main cap, though I've yet to figure
a real good reason for it.
                                                             

----------
Posted by: emory!chaos.lrk.ar.us!dave.williams (Dave Williams)
 



From hotrod@Dixie.Com Mon Jul 11 00:25:00 1994
Subject: Electric hotrods
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Electric race cars received a brief review in the latest IEEE newspaper.
It seems that Motorola's Automotive and Industrial Electronics Group
has built motor controllers for two IndyCar events this year.

Motorola's EX-11 controller handled the setting of the world's speed
record for electric cars of 107 MPH at Phoenix International Raceway
in March.

The EX-12 powers a 270 HP 10000 RPM motor which provices a top speed
of over 160 MPH in the Indy-style body.

Both controllers use high power insulated gate bipolar transistors
but the EX-12 uses a 16 bit microprocessor to control everything
while the EX-11 uses simple discrete circuitry.  In both controllers
the control signals are sent to the power electronics through fiber
optics in order to decouple the noisy motor circuits from everything
else.

Both controllers can operate with 192 volt 600 amp battery systems
but the EX-12 is rated to operate at 336 volts at 800 amps (NiCads).
The EX-12 has a 0-60 time of less than 4 seconds.

The way I figure it, 192 volts at 600 amps means 10 paralleled banks
of strings of 16 12 volt batteries in series.  That's 160 batteries;
estimating 50 pounds each we come up with a battery weight of 8000
pounds!  I don't think that they are getting their performance
from a vehicle that weighs 9000 pounds so there must something I don't
know about the battery technology.

Bob Hale   hale@brooktree.com

----------
Posted by: emory!brooktree.com!hale (bob hale)
 



From hotrod@Dixie.Com Mon Jul 11 00:29:57 1994
Subject: Lowering 1/2 ton
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Looking for information or books titles on lowering 1/2 ton trucks,  
replacing front spindles,  removing rear leaf springs,  installing plastic 
fuel cells,  etc.

Maybe someone on the NET has already done a conversion and would like to 
talk about it.

Thanks in advance.

----------
Posted by: emory!nbnet.nb.ca!kinnong (Greg MacKinnon)
 



From hotrod@Dixie.Com Mon Jul 11 00:35:27 1994
Subject: Fordnatics list 
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In article <-f+8=mn@dixie.com>, John DeArmond wrote:
>From the "official list of lists", here is what I have on the replacement list: 
>
>Fordnatics
>    Contact: fordnatics-request@freud.arc.nasa.gov (Chuck Fry)
>             fords-request@freud.arc.nasa.gov
>
>    Purpose: The Fordnatics mailing list is an unmoderated forum for 
>    discussing high performance Fords or Ford-powered vehicles, especially 
>    modifications and driving techniques for competition or track use.
>
>If this list is like the firearms-politics list, most knowledgable
>contributors will be here.  JGD]

Indeed, I'm lucky to have picked up a number of knowledgeable folks on
Fordnatics.  Thanks for the plug.

BTW, I have indeed had my run-ins with Herr Gitzen, but I am still a
subscriber to his Mustangs mailing list.  Mustangs does fill a need that
overlaps with the Fordnatics list.  I generally refer anyone asking
Mustang-specific questions to Gary's list.

Speaking of "replacement" lists, what's the scoop on the future of the
Hotrod list and alt.hotrod?

[The list is going to drop out of my hands this week.  A new moderator
and host are in place and tested.  I sent him the subscriber list yesterday.
When he gives me the word, I'll make the announcement and set up the
forward files here.  Should be fairly seamless if it works as well
as the handoff of my other lists.  I take possession of my shiney old
schoolhouse Friday and literally milliseconds later, the move will be
on.  JGD]

 -- Chuck Fry, at his play account
    chucko@rahul.net  chucko@freud.arc.nasa.gov

-- 
		      Chuck Fry  chucko@rahul.net
1791: US Constitution adopted, giving sweeping new powers to the people.
 1993: Clipper chip proposed, giving sweeping new powers to the police.
  What has happened to the US Government in the intervening 202 years?

----------
Posted by: Chuck Fry 
 



From hotrod@Dixie.Com Mon Jul 11 13:45:10 1994
Subject: Re: Hotrod Mailing List Digest #277 (July 10, 1994)
From: hotrod@dixie.com (The Hotrod List)
To: hotrod@dixie.com
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Posted by: emory!pine.cse.nau.edu!met (MTN-KAT)

Don't know how to translate that address xx@yy. Soo.... I'm a racer and would be
very interested in sources/instruction/etc.

>[Millam, you might want to revisit the composite method.  I recently 
>fabricated an intake manifold for my Z-car using composite techniques
>common in the homebuilt aircraft field.  It was very inexpensive and 
>easy to do.  It took the better part of a weekend with me and a friend
>from Rutgers working semi-seriously on it.  The two secrets are lost wax
[snip]

Thanks
==============================================================================
Peter Martin    UPS        Danbury, CT     (203) 731-6324  nrd1pxm@nrd.ups.com
Real Life Home:            Kent, WA        (206) 631-5478
SCCA Mazda RX7 #24 ITA                                                  WD9HAD

----------
Posted by: emory!nrd.ups.com!nrd1pxm (Peter Martin Contractor)
 



From hotrod@Dixie.Com Mon Jul 11 13:51:33 1994
Subject: Re: Electric hotrods
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Bob,

Funny you should mention Electric HotRods. I just returned from the first ever
SCCA sanctioned EV race in which 12 schools participated. The race was held in
Cleveland Ohio at Burke Lakefront Airport on Saturday July 9th.

Top speed record is now 187 MPH (yes really, 187!) By the GM Impact which
served as the pace car.

> The way I figure it, 192 volts at 600 amps means 10 paralleled banks
> of strings of 16 12 volt batteries in series.  That's 160 batteries;
> estimating 50 pounds each we come up with a battery weight of 8000
> pounds!  I don't think that they are getting their performance
> from a vehicle that weighs 9000 pounds so there must something I don't
> know about the battery technology.
>
> Bob Hale   hale@brooktree.com

We did quite a bit of battery testing prior to the race. Our motor is capable
of drawing 330 amps at about 350-400 volts. We accidently pulled over 600 amps
from one battery durring the testing and actually watched solder run out of a
disconnect switch we had wired in! I don't know how long we could sustain it
but it did happen.

Our car is setup with 26 12 volt batteries and 2 6volt batteries in series
which gave us a measured 341 volts at the terminals. The rules did not allow
anything over 350 volts. We did simulations of the actual race course and
decided that we could complete the 50km race with one battery change.

Our motor is a 100kilowatt motor which is about 120 hp. It has a rev limiter at
12000 rpm.

Anyway, our batteries weighed 1100 pounds approximately and the car weighed
2600 lbs. total. We did some testing at a test track and got up to the 110mph
bank. A TV camera mounted on the car shows our driver (Brian Herta) with a
apparently neutral grip on the wheel so 110mph plus or minus 10 is currently
our top speed.

I have already said too much as there is another race in 5 weeks.

How did we finish?  We snapped something in the transmission at the left
driveshaft going into second at the start of the race.

Luis

               ____
        _ -         \                          Datsun 240z/260z/280z
     -                \_____________
  (      ___                  ___ \_`\
  {_____/   \________________/   \_____>                        IZCC# 125
        \___/                \___/                           Luis MacLean
                                       lmaclean@magnus.acs.ohio-state.edu

----------
Posted by: Luis Maclean 
 



From hotrod@Dixie.Com Tue Jul 12 23:51:18 1994
Subject: CNN and drag racing
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#define soapbox ON

Sorry guys but CNN ticked me off and I need to unload a bit.  If you
aren't interested in their coverage of drag racing then delete this
message now.

Last night, July 10, CNN ran a segment about drag racing.  More
specifically, it was about drag racing on the street although the
program did not make the distinction.

This program segment was disgusting.  CNN spent about 95% of the
time denigrating racing, citing risk, injury, death, illegality,
and implied that racing was immoral.  Only about 5% of their time was
spent on the opinions of the racers.  None of the time was spent
on the fact that the racers are being forced off of the strips
and onto the streets.  No statistics were offered, and the facts
were very selectively presented.

The program was heavy on the aftermath of a race gone wrong.  They
spent no time with shots of the finish line where the race concluded
successfully and without any injuries, but they had several shots of
cars going out of control and the resulting smashups and a death.

They had shots of actual street races in Florida, both from the
perspective of the racers and from the police.  They had interviews
with the families of people who had died either while racing or as
a result of a race gone wrong.

The police had the usual line: "it's dangerous and it's illegal so
we've got to stop it."  Did these guys ever hear of a Pareto chart?

The families of the deceased had the expected reaction: "My loved one
is gone and for no good reason."  At least these people have it right -
if sufficient race tracks and strips were available then the racers
would take to those instead of the streets.  The risk of injury or
death is much lower in those circumstances.  And it is a risk borne
almost entirely by those who volunteer to race.  However, CNN did not
see fit to mention this.

The racers pointed out that racing has always been a part of the
U.S. culture.  One fellow said words to the effect that "my grandfather
raced; my father raced; I race; I expect my children to race; and
I expect their children to race."  It would sure be good if they had
a reasonably priced and reasonably convenient sanctioned facility to
use for racing.  But CNN ignored this possibility; instead, they left
it to the viewer to decide that these "social misfits" should be
punished by the law and should be prohinited from racing.

I saw in this program the same kinds of statist big-brotherism
as I see in the anti-gun stance taken by virtually all of the
major media in this country.  Make no mistake - the control freaks
are out to get the racers.

#undef soapbox

CNN did have nice shots of some good looking machinery in Florida.
It would have been fun to have wandered around and checked out the
hardware; it was like a car show.

Bob Hale   hale@brooktree.com

----------
Posted by: emory!brooktree.com!hale (bob hale)
 



From hotrod@Dixie.Com Tue Jul 12 23:55:03 1994
Subject: RE: 93 Ranger 3.0 performance
From: hotrod@dixie.com (The Hotrod List)
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Tim, as for starters try JBA in San Diego, CA "sorry no #".  I think
they make a header set for Rangers.  Then try a K&N air fliter will
increase HP.  One of the best things I've ever done.  As for cams,
intakes and stuff try the Ford Motorsports catalog.  Lastly, try Central
Coast Mustang AKA 4.0 p performance.  Ask for Dennis Hillard.  805
925-8848.

The 3.0 in Ranger came form the Tauras/Sable family.  You might be able
to cross reference parts.

Anyway have fun and let us know what happens.

See ya
MPQ			

----------
Posted by: emory!ingres.com!mquinn (Michael Quinn)
 



From hotrod@Dixie.Com Wed Jul 13 00:00:48 1994
Subject: airplane fuel vs Cam2
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Does anyone know the difference between Cam2 and 100 octane airplane fuel.
I've run straight Cam2 with no problems (except for wallet getting too thin),
but this stuff is $3.75/gal in NJ.  I've heard many people say they run airplane
fuel from small airports.  Last week I was low on fuel, so I decided to see if
a nearby airport would sell to me.  They didn't even give a second look when
I pulled up by the planes nor did they question me when I asked and said it was
for my car ('69 Vette 350).  I assumed that this was normal practice for older
cars coming there for gas.  At $2.05/gal I filled the tank.

The next day I pulled the plugs (I'm having an oil fouling problem on #6 and
#8...I believe it to be that the rings haven't seated yet (600 miles on
rebuild)) and found that the ceramic was a weird grayish color.

Are there additives in airplane fuel that are not in automobile fuels? Is it
detrimental to my motor to be using this stuff.

BTW the car ran excellent with the airplane fuel.

				Thanks.
				Joe Kelly
				Rutgers University

----------
Posted by: emory!oliver.rutgers.edu!joskelly (Joseph Kelly)
 



From hotrod@Dixie.Com Wed Jul 13 00:07:15 1994
Subject: Re: Mustang 5.0 T-5 problems
From: hotrod@dixie.com (The Hotrod List)
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I had an '85 Mustang GT and had similar problems at 60K miles.  I used Nitrous
Oxide since 20K miles.  The version of the T-5 that comes in the Mustang's and Camaro's
is the medium duty version.  Motorsport sells a version for about $1K that is much heavier
duty.  I found one used for $500 and didn't have any problems for the remaining 40K miles that 
I had the car.  

Hope this helps.   Alex


----------
Posted by: emory!bangate.compaq.com!HW=Dev%Sys=Hou!Alex=Ekrot
 



From hotrod@Dixie.Com Wed Jul 13 00:13:14 1994
Subject: Calculator Racing 2 and thanks
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Dirk, and others off-line, thanks for the engine education.  And Jonathan
for the Holley note.  I'm continuing here as this is where I started this
thread, though the emphasis here seems to be on the 1320.

So if you don't mind discussing a truck engine further: using 3500rpm, 440cid,
85% VE, and 50% Holley fudge factor (avg of 1/3 and 2/3) I get 758 cfm.  Which
could mean a 750 rating.  But, on the occaisional rev to 4500 rpm
(and an 80% VE) I would need total of 916 cfm. Comment?

Now, what flavor of intake manifold should I be looking at?  The truck will be
used at low rpm mostly - so does that mean I should be looking for long runners
with small IDs?  I think that that is conventional wisdom.  As is single plane.

Last, how does VE react over the rpm range.  I don't know what to assume about
variables, but my context is the big block truck engine tuned for low end
torque.

--
-S
~*~*~*~*~*~*~*~*~*~*~*~*~*~*~*~*~*~*~*~*~*~*~*~*~*~*~*~*~*~*~*~*~*~*~*~*~*~*~*~*
Scot Stockton                                                                TRW
                                                       Space & Electronics Group
scot@mamacass.etdesg.trw.com         -* or *-        scot@iceland.etdesg.trw.com
                                       (was)
scotoran@mamacass.etdesg.trw.com     -* or *-    stockton@iceland.etdesg.trw.com
~*~*~*~*~*~*~*~*~*~*~*~*~*~*~*~*~*~*~*~*~*~*~*~*~*~*~*~*~*~*~*~*~*~*~*~*~*~*~*~*

----------
Posted by: Scot Stockton 
 



From rsiatl!hotrod Wed Jul 13 00:31:13 1994
Subject: Re: Electric hotrods
From: hotrod@dixie.com (The Hotrod List)
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Luis Maclean wrote:
>Our car is setup with 26 12 volt batteries and 2 6volt batteries in series
>which gave us a measured 341 volts at the terminals. The rules did not allow
>anything over 350 volts.

Why was that limit chosen?  Most electrical practices have a "boundary"
at 600 volts where you must change to a different technology better
suited for higher voltages so I am curious.  350 volts does seem to be
an oddball voltage.

>How did we finish?  We snapped something in the transmission at the left
>driveshaft going into second at the start of the race.

A genuine bummer.  You guys must know how Granatelli et al felt with
their turbine powered Indy car.  Here's hoping that next time the
mechanical stuff behaves properly!

BTW, what kind of instrumentation and data logging do you run?

Bob Hale   hale@brooktree.com

----------
Posted by: emory!brooktree.com!hale (bob hale)
 



From hotrod@Dixie.Com Wed Jul 13 06:56:33 1994
Subject:       keeping a chevy 350 cool
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     I have a 350, built in an '84 Monte Carlo. Lately, the car has 
been running hot. Today, I noticed that my header bolts were lose, so 
I tighten them, as well as checked the timing and adjust the idle. 
Before I did this the car was reaching a temp of 230 degrees. It 
would run at about 220. This tempature is after driving for a while. 
    When the car was first started, it would run at normal temp of 
180 degrees. But slowly, it would increase while stopped in traffic 
and would not come down. After doing what I stated above, the temp 
never went over 210 deg. While driving, it would be at 200-205 
degrees. I did notice that there still is an exhaust leak. So I plan 
on putting new header and collecter gaskets on. 
    The car has a plastic flex fan and a 160 thermastat. Also the 
motor has March pulleys. Do you think that the exhaust leak is what 
is causing the car to run so hot? Or could it be something else? I 
have heard some good and bad about the flex fan. 
    
    
                                Paul 
                                OSR@cw-f1.umd.umich.edu
                                '84 Monte Carlo 

----------
Posted by: "ZAJAC PAUL L (KEJ 05/06/1994 10:18:33)  " 
 



From hotrod@Dixie.Com Wed Jul 13 07:02:08 1994
Subject: 68 Camaro
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I have a 68 Camaro with a 327 engine, the problem is
when I accelerate to the point where I start dumping
the secondarys the engine starts booging down and almost
quits, as I let up on the accelerator the engine comes
back to life and starts to run okay. This seems to happen as
the secondarys are closed. I have changed the carborator,
the coil the distributor. the engine has a compition 280 cam
a holly dumble-pumper 750. Is their something wrong with
my liffters (which came withe the cam) or do I
have a manifold problem. The manifold is a Eldobrock hi-rise.

Does anyone have any thoughts?

Otto

----------
Posted by: emory!cray.com!cf021 (Otto Benning)
 



From hotrod@Dixie.Com Wed Jul 13 07:06:54 1994
Subject: Vette database?
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Hello everyone,

I am looking at a Vette to buy but the options sticker has been removed.
It is an early 86.  I was told that post 84 vetts had a sticker fixed on
the underside of the console glove box and pre 82 vetts had the sticker
on top of the gas tank.  Is this correct?

I have also been told that GM no longer keeps a database with VIN number
and option information but that someone did pick up the database, and that
the information was available.  Some kind of server that I could e-mail
to and it would return a list of options would be
great.  :-)   I know that's real far fetched but is there a database that is
accessable for a fee, with this information?

Any help would be appreciated,  thank you,

John.


----------
Posted by: John Coelho 
 



From hotrod@Dixie.Com Wed Jul 13 07:12:48 1994
Subject: Re: JGD, family, and dixie.com OK?
From: hotrod@dixie.com (The Hotrod List)
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> > Best wishes to all in Georgia regarding getting through the
> > floods safely.
> working on it.  I 'm down with the flu right now.  Bah!  Flooding
> is south of here.  This boy's not dumb.  He always lives on high
> ground :-)  We start moving next week.

High ground is right! I can deal with having to walk up the hill now and then,
sure beats carrying flood insurance. It's not like the insurance actually
pays for the loss, anyway.


-- 
---
John R. Lupien
lupienj@wal.hp.com

----------
Posted by: emory!wal.hp.com!lupienj (John Lupien)
 



From hotrod@Dixie.Com Wed Jul 13 07:16:35 1994
Subject: TRW/Federal Mogul
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 The August Car Crap showed up in the mail today.  In their showcase ads
section there's a blurb about "TRW fully machined forged pistons from
Federal Mogul Corp."

 Federal is selling TRW pistons as well as their own?  Did one buy the
other?  I haven't heard anything about this.
                                                     

----------
Posted by: emory!chaos.lrk.ar.us!dave.williams (Dave Williams)
 



From hotrod@Dixie.Com Wed Jul 13 16:51:43 1994
Subject: RE: Keeping a chevy 350 cool
From: hotrod@dixie.com (The Hotrod List)
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Are you by any chance missing a fan shroud?  What you have described is exactly
what my truck does without a shroud.  While cruising along at highway speeds,
it runs around 180 no problem due to the sufficient airflow through the
radiator.  But as you described, in stop and go traffic the unshrouded fan
just doesn't do the trick and it gradually heats up to 230.    

----------
Posted by: "MATT BOSSARD , 1-2508, PGR#1541, MS D1-50" 
 



From hotrod@Dixie.Com Wed Jul 13 16:58:06 1994
Subject:  1994 Impala SS 
From: hotrod@dixie.com (The Hotrod List)
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I just purchased an Impala SS (I call it my dadmobile with an attitude) and
I'm looking at improving both perforance and longevity. At this point the
speed improvements would need to be something that would not void the
warantee (either invisible to the mechanic or easily reversable) but
would like the mods to fit into a long term improvement plan. I plan on
keeping this car forever and  plan to eventually put a blower on the
motor.

For longevity I have started looking at additional oil filters. I saw an
OBERG at a speed shop, looked good. Has anyone had any experience
with them? The Impala has an additional oil cooler in front of the radiator
and I was thinking of having it spliced into the steel lines feeding the oil
cooler. Does anyone know a good shop in the Atlanta area that could do
this? I don't have the tools to work with steel lines.

For anyone interested it is a great car. Looks good, lots of room, rides
and handles great, and most importantly it goes like stink. If you are
looking for a 4-door hotrod this is it =8^)

Thanks in advance.

----------
Posted by: emory!wpsmtp.adcg.com!LSurgeon
 



From hotrod@Dixie.Com Wed Jul 13 17:04:20 1994
Subject: Re:  68 Camaro
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----- Begin Included Message -----

I have a 68 Camaro with a 327 engine, the problem is
when I accelerate to the point where I start dumping
the secondarys the engine starts booging down and almost
quits, as I let up on the accelerator the engine comes
back to life and starts to run okay. This seems to happen as
the secondarys are closed. I have changed the carborator,
the coil the distributor. the engine has a compition 280 cam
a holly dumble-pumper 750. Is their something wrong with
my liffters (which came withe the cam) or do I
have a manifold problem. The manifold is a Eldobrock hi-rise.

Does anyone have any thoughts?
----- End Included Message -----


Otto,
	I have a '69 Vette with a 350 and the same cam and also a 750
double pumper (4150/4779).  I was getting 8-10" of vacuum at idle and
the power valve (allows power circuit to kick in and accelerator pump
fuel to come out of squirters) was rated at 8.5".  Also the secondary
side had a plug instead of the power valve, so as soon as the secondaries
started to open I was dumping way too much fuel.  I knew this was the
problem because the car pulled great above 2500, when these volumes of
fuel are appropriate.
	If when you switched carbs, you just switched from one double
pumper to another, this may be your problem.  The key is to check your
vacuum at idle.  BTW let me know your vacuum at idle.  I still think that
my 8-10" is a little low.  Also check your plugs for fuel fouling.  The
stock jets on a 4150 (mechanical secondary) are 70/80. This should have
nothing to do with your problem, but the carb (if you have the same one)
is designed for the strip, and you should probably jet a little lower.

				Joe Kelly
				Rutgers University


----------
Posted by: emory!zirconia.rutgers.edu!joskelly (Joseph Kelly)
 



From hotrod@Dixie.Com Wed Jul 13 17:10:23 1994
Subject: Re: TRW/Federal Mogul
From: hotrod@dixie.com (The Hotrod List)
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In article <-kb8d!j@dixie.com> you write:
>
> The August Car Crap showed up in the mail today.  In their showcase ads
>section there's a blurb about "TRW fully machined forged pistons from
>Federal Mogul Corp."
>
> Federal is selling TRW pistons as well as their own?  Did one buy the
>other?  I haven't heard anything about this.
>                                                     
>
>----------
>Posted by: emory!chaos.lrk.ar.us!dave.williams (Dave Williams)

Yes, TRW and Speed pro both were bought by Federal Mogul.. TRW pistons
will soon be a thing of the past.. TRW will only be making suspension
parts and Speed Pro will be the piston company.  Your also gonna see
higher prices since this buyout happened.  what remains of the TRW piston
stock is going for more money then before.


----------
Posted by: Mark Tapper 
 



From hotrod@Dixie.Com Wed Jul 13 17:16:02 1994
Subject: RE: airplane fuel vs Cam2
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>a nearby airport would sell to me.  They didn't even give a second look when
>I pulled up by the planes nor did they question me when I asked and said it was
>for my car ('69 Vette 350).  I assumed that this was normal practice for older
>cars coming there for gas.  At $2.05/gal I filled the tank.

That's strange... AV gas (and race gas) does not include the DOT road tax - 
or at least that's my understanding.  The local place that sells CAM2 
requires you fill either a race car (no tags - on a trailer etc.) or you 
fill a 5-gallon can and then fill you car.  I though the airports had to do 
the same... guess not.

>The next day I pulled the plugs (I'm having an oil fouling problem on #6 and
>#8...I believe it to be that the rings haven't seated yet (600 miles on
>rebuild)) and found that the ceramic was a weird grayish color.

I understand that AV gas has much more lead in it.  Typical plane fly's 
close to WOT (compared to a car) and the mixture leaned - the result is 
very high exhaust temperatures - which beat the heck out of the exhaust 
valve seats - hence the need for lead to soften the blow.

>Are there additives in airplane fuel that are not in automobile fuels? Is it
>detrimental to my motor to be using this stuff.

AV fuels are rated differently then car fuels - car's octain is by the R+M/
2 methode where the AV gas uses only one of the two.  Using the same 
methode on 93 octane gas might give you 98 octain AV gas.

>BTW the car ran excellent with the airplane fuel.

Only put in the minimum amount of octain required to make your car run 
right.  Any extra will reduce the combustion temperatures and burn rates 
and actually loose some horsepower.  Now if your running 12.0:1 you don't 
have much choice.  10.0:1 should be managable with a wild cam and 93 octain


From hotrod@Dixie.Com Wed Jul 13 17:21:45 1994
Subject: rebuilding cyl.head
From: hotrod@dixie.com (The Hotrod List)
To: hotrod@dixie.com
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hello,

I am contemplating rebuilding the cylinder head on my '87 XR4Ti (5sp). Just in
case you are not familiar with this imported Ford, it has the 140
4 cylinder SOHC engine with hydrolic lash adjusters. It has a low
compression because it is turbocharged.

For some time now the engine is kind of 'moody', it will run smooth
for a while and then be rough again. Noise from the engine increases
during those rough periods. I ran all the electrical/ignition tests
I can think of, always run premium gas, new plugs/wires/cap/rotor etc.
Fuel filter is brand new. Compress is OK, hardly varies when I squirt
some oil in the cylinder. Vacuum tends to dance a bit though. This leads
me to believe the valves are at fault. Also, I have quite a bit of ping
under low rpm/high load situations. The piston surface seems dirty when looking
through the plug hole. When cruising I will sometimes get this
'waw-waw-waw' type sound. When hitting the gas at speed (lots of boost) the
engine noise seems to have a rithem as well. On other days everything
seems cool and the engine runs fine.

Now for the question. Does this seem like a scenario where valves have been
contaminated and therfore sometimes don't close properly? I would think
that if a valve was truly broken it would never work right. 
I am planning to pull the head and clean it thoroughly. Does that seem
worth my while or should I go ahead and get a new head (I can get one
for $350).

thanks,

	Sander

----------
Posted by: emory!veritas.com!sander (Sander Pool)
 



From hotrod@Dixie.Com Wed Jul 13 23:05:09 1994
Subject: RE: 68 Camaro
From: hotrod@dixie.com (The Hotrod List)
To: hotrod@dixie.com
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>I have a 68 Camaro with a 327 engine, the problem is
>when I accelerate to the point where I start dumping
>the secondarys the engine starts booging down and almost
>quits, as I let up on the accelerator the engine comes
>back to life and starts to run okay. This seems to happen as
>the secondarys are closed. I have changed the carborator,
>the coil the distributor. the engine has a compition 280 cam
>a holly dumble-pumper 750. Is their something wrong with
>my liffters (which came withe the cam) or do I
>have a manifold problem. The manifold is a Eldobrock hi-rise.

Carb too big - a 750 will not work at all on a 327 until about 1800 rpm.  
If those secondaries open before this point there is nothing you can do.  
The 4-barrel will only become usefull at around 2700 rpm (about 1/3 the cfm 
rating for a 327).  To make this carb work look at 50cc accelerator pump 
and larger squirters.  Basically your motor is not pulling enough air 
through the carb to get the fuel flowing.

If you rebuilt the carb make sure the secondary plates are slightly open (
they don't rest all the way closed) by adjusting the little screw that acts 
as a throttle stop on the secondary.

>Does anyone have any thoughts?

Maybe go with a 600 or 650 double pumper - or a 700 vacuum secondary.

Dirk
 


----------
Posted by: emory!STDVAX.GSFC.NASA.GOV!OADDAB (DIRK BROER)
 



From hotrod@Dixie.Com Thu Jul 14 01:13:51 1994
Subject: Re: TRW/Federal Mogul
From: hotrod@dixie.com (The Hotrod List)
To: hotrod@dixie.com
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In article <-kb8d!j@dixie.com>, Dave Williams wrote:
> The August Car Crap showed up in the mail today.  In their showcase ads
>section there's a blurb about "TRW fully machined forged pistons from
>Federal Mogul Corp."

> Federal is selling TRW pistons as well as their own?  Did one buy the
>other?  I haven't heard anything about this.

Beats me.  When I opened up the box my TRW oil pump came in, inside was
an instruction sheet with the Federal Mogul name on it.  I can only
assume FM has been part of the TRW empire for a while.
 -- Chuck
-- 
		      Chuck Fry  chucko@rahul.net
1791: US Constitution adopted, giving sweeping new powers to the people.
 1993: Clipper chip proposed, giving sweeping new powers to the police.
  What has happened to the US Government in the intervening 202 years?

----------
Posted by: Chuck Fry 
 



From hotrod@Dixie.Com Thu Jul 14 01:18:25 1994
Subject: RE: keeping a chevy 350 cool
From: hotrod@dixie.com (The Hotrod List)
To: hotrod@dixie.com
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>     I have a 350, built in an '84 Monte Carlo. Lately, the car has 
>been running hot. Today, I noticed that my header bolts were lose, so 
>I tighten them, as well as checked the timing and adjust the idle. 
>Before I did this the car was reaching a temp of 230 degrees. It 
>would run at about 220. This tempature is after driving for a while. 
 
Two things can make an engine run warmer - either the cooling system is 
faultering or the engine is producing more heat.  If your timing was off - 
maybe even your mixture too lean - this could have been your problem - I 
don't know how much off it would have to be to give you 10 deg....

My truck has a real nasty header leak (the gasget is totally blown out) it 
runs as cold as ever (by the factory gauge).  I have seen the gauge creep 
up when I was running low on water but right now it stays near the botom 
notch on the gauge under all conditions (even the 100 deg days).

Dirk

----------
Posted by: emory!STDVAX.GSFC.NASA.GOV!OADDAB (DIRK BROER)
 



From hotrod@Dixie.Com Thu Jul 14 01:23:19 1994
Subject: Re: rebuilding cyl.head
From: hotrod@dixie.com (The Hotrod List)
To: hotrod@dixie.com
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The Hotrod List writes:
> I am contemplating rebuilding the cylinder head on my '87 XR4Ti (5sp). Just in
> 
> For some time now the engine is kind of 'moody', it will run smooth
> for a while and then be rough again. Noise from the engine increases
> during those rough periods. I ran all the electrical/ignition tests
> I can think of, always run premium gas, new plugs/wires/cap/rotor etc.
> Fuel filter is brand new. Compress is OK, hardly varies when I squirt
> some oil in the cylinder. Vacuum tends to dance a bit though. This leads
> me to believe the valves are at fault.

If compression is ok, they its very doubtful that you have a valve
problem.  From what I've read, the XR4Ti's are plagued by electrical
vacuum problems, I think there are several dozen Ford service bulletins
on them.  Anyway, jumpy vacuum means something is causing it to run
rough, probably a fuel or ignition problem.


> Also, I have quite a bit of ping
> under low rpm/high load situations.The piston surface seems dirty when looking
> through the plug hole. When cruising I will sometimes get this
> 'waw-waw-waw' type sound. When hitting the gas at speed (lots of boost) the
> engine noise seems to have a rithem as well. On other days everything
> seems cool and the engine runs fine.

That sounds like an engine controls problem...  look at your airflow
sensor and see if its covered (inside) with oil, I think thats a common
cause of a lot of problems in your car.
 
> Now for the question. Does this seem like a scenario where valves have been
> contaminated and therfore sometimes don't close properly?

No.  Valve sealing is not an intermittant problem.

> I would think
> that if a valve was truly broken it would never work right. 

If you actually broke a valve, your engine wouldn't be turning.

> I am planning to pull the head and clean it thoroughly. Does that seem
> worth my while or should I go ahead and get a new head (I can get one
> for $350).

Pulling the head at all at this point seems to be a complete waste of
time.  I seriously doubt your problem is valveseats.  As far as
replacing the head goes, theres no reason to ever buy a new head unless
your old one is damaged beyond repair (severely cracked, munged by the
head of a broken valve, excessivly warped, etc).


-- 
Jonathan R. Lusky  --  lusky@knuth.mtsu.edu
 "Turbos are nice but I'd rather be blown!"
    68 Camaro Convertible - 350 / TH350
       80 Toyota Celica - 20R / 5spd

----------
Posted by: emory!knuth.mtsu.edu!lusky (Jonathan R. Lusky)
 



From hotrod@Dixie.Com Thu Jul 14 01:29:29 1994
Subject: Re: 360 degree oiling
From: hotrod@dixie.com (The Hotrod List)
To: hotrod@dixie.com
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I came across a decent idea in a Pontiac engine building book.  It
suggested using an ungrooved bottom/grooved top bearing and then
cross-drilling the crank main journal so that the cross-drilled hole
intersects the diagonal hole leading to the rod journal.  This way you
have 360 degree oiling and an ungrooved bottom bearing for reducing peak
surface pressure (increasing the load carrying capability of the
bearing).

For anyone interested, the book is "Pontiac High Performance Engine
Design & Blueprint Assembly" by Craig Hendrickson and Kern Osterstock.
It is available from Performance Years, 320 Elm Ave., North Wales, PA,
19454.

--------
Brian Vaniman
brian@ares.ame.arizona.edu

----------
Posted by: emory!ares.ame.arizona.edu!brian
 



From hotrod@Dixie.Com Thu Jul 14 01:35:09 1994
Subject: Re: Electric hotrods
From: hotrod@dixie.com (The Hotrod List)
To: hotrod@dixie.com
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>
> Luis Maclean wrote:
> >Our car is setup with 26 12 volt batteries and 2 6volt batteries in series
> >which gave us a measured 341 volts at the terminals. The rules did not allow
> >anything over 350 volts.

> Why was that limit chosen?  Most electrical practices have a "boundary"
> at 600 volts where you must change to a different technology better
> suited for higher voltages so I am curious.  350 volts does seem to be
> an oddball voltage.

At this point I have *no* idea why they selected the 350 volt limit. But then,
they had quite a few rules that seemed to be unexplainable. They were never 
able to give us the same answer to the questions we repeatedly asked. And no, I
am not bitter;-)


>  Here's hoping that next time the mechanical stuff behaves properly!
Thanks!

> BTW, what kind of instrumentation and data logging do you run?
Volt meter on the batteries, Tach., (possibly an ammeter) That's it.

Logging data? None at the moment. But, it does deserve serious consideration 
given that there may soon be a series for electric vehicles. I can invision
recording battery voltage, speed, throttle position, gear selection?,
current...

> Bob Hale   hale@brooktree.com

Any more thoughts are appreciated.

Luis
               ____
        _ -         \                          Datsun 240z/260z/280z
     -                \_____________
  (      ___                  ___ \_`\
  {_____/   \________________/   \_____>                        IZCC# 125
        \___/                \___/                           Luis MacLean
                                       lmaclean@magnus.acs.ohio-state.edu

----------
Posted by: Luis Maclean 
 



From hotrod@Dixie.Com Thu Jul 14 05:11:00 1994
Subject: Cam Spec ideas for my 473FE...
From: hotrod@dixie.com (The Hotrod List)
To: hotrod@dixie.com
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I've been playing around with my Engine Analyzer program trying to find
the best cam.  I want, of course, maximum power throughout the power
band.  I am guessing that the exhaust is a bit less apt to flow than the
intake, seeing how its a Ford.  Now the best results arrive when the cam
is cut like this;

 Centerline     duration @ 0.050"     lift at valve
I: 106               236                 .580
E: 112               266                 .600

This is giving me an incredibly flat curve with a LOT of torque from
1500 thru 5500 and an immense Horsepower curve that doesn't end till
after 7500.  I found that when running a cam with identical intake and
exhaust centerlines the torque was dead at low end if I got the Horses
up top and if I got the torque down low the top end died.  Is there a
problem with a cam like the one I describe that causes the cam companies
not to cut them like that?  Does anyone think that this will work in the
real world?

If my engine will run as this program predicts with this cam, it gonna
be outasight!  UltraDyne will cut any cam for ~150.00, I might just try
it.

Millam

----------
Posted by: emory!pine.cse.nau.edu!met (MTN-KAT)
 



From hotrod@Dixie.Com Thu Jul 14 05:16:47 1994
Subject: The end is here
From: hotrod@dixie.com (The Hotrod List)
To: hotrod@dixie.com
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Well guys'n'gals, the time has come for me to hand off the Hotrod list.
This is the last message hotrod@dixie.com will handle.  Henceforth, the
list will be hosted at hotrod@dsea.com and the new moderator will be
Frank Perdicaro (frank@rebel.dsea.com).  Frank is a long time member and
contributor of the list and will do a very good job.  Frank will post
the details of how to subscribe and post to the new list.  After the
transmission of this message, I will install forward files that will
forward articles and subscription requests to the new addresses.  Since
dixie.com's continued existance on the net is doubtful, please don't
rely on this and immediately change your aliases to point to the new
address.

********* VERY IMPORTANT NOTE FOR ALT.HOTROD READERS *****************

Alt.hotrod is an echo of this mailing list that exploits features of the
Usenet news system moderation facility.  A vital part of the moderation
facility is that the "moderator's address" for alt.hotrod must point to
the proper place or else anything you post to alt.hotrod will be lost.
The vector to the proper place is contained in the news software's 
mailpath file.  It currently points to hotrod@dixie.com.  This must 
be changed to hotrod@dsea.com ON EVERY SYSTEM THAT RECEIVES ALT.HOTROD.

This is vitally important.  I'm going to issue a control message 
to officially send out the change but if my experience in setting up
alt.hotrod in the first place is any indication, it would take over
a year to get all the busy and/or lazy admins to make the change via
control messages.  Therefore I ask each of you who is reading this in
alt.hotrod, PLEASE PERSONALLY CONTACT YOUR ADMIN and ask him to 
change your site's mailpaths file.  This will save a lot of confusion
and lost postings.

As a little history for those new to the list.  Back in oh, late 1990 I
guess, I set up this mailing list at the urging of several people who
have become regulars.  It was designed to be a "safe haven" from the
ravages of rec.autos.*, a place where people could talk about making
things go fast without the distraction of flame wars and the endless
"how do I gap my plugs" and Slick-50 threads.  The charter has always
been broad and has been up to the members of the list.  IMNSHO, this
list has succeeded beyond anyone's wildest imagination.  We're just a
click away from having passed 9,000 messages.  And this is the only list
I'm involved with where I read each and every message, not only because
I'm the moderator but also because each one is interesting to me.  The
archives constitute a bible of go-fast.  And we have some of the
sharpest people in hotrodding on this list.

I'll continue to be around, at least intermittently, though I'll be scarce
over the next few months as I turn my new school house (dubbed by Dave
Williams as Ft. De Armond :=) into something livable.  So y'all have fun.
It's been real.

73 John


-- 
John De Armond, WD4OQC, Marietta, GA    jgd@dixie.com 
Performance Engineering Magazine.  Email to me published at my sole discretion
Respect the VietNam Vet, for he has survived every attempt by his government
to kill him.

----------
Posted by: jgd (John De Armond)
 



From challenge.dsea.com!hotrod@dsea.dsea.com Fri Jul 15 13:53:42 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu

Subject: Re: 68 Camaro      
Reply-to: hotrod@dsea.com
Posted-Date: Friday, Jul 15 1994 08:22:02
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>From mforbes@usa.net Thu Jul 14 14:18:01 1994   

That 750 should work fine on your 327, contrary to waht some other folks 
would have you believe.  I run a Holley 750 Double Pumper on the 327 in 
my Vega and it runs great.  I can stomp it at low speeds and there is no 
bog or hesitation whar so ever.

Things to check would be fowl flow (are you getting enough fuel at wot), 
jetting, and proper adjustment of the accelerator pumps.  I am running my 
750 out of the box with the following minor tweeks:  both accelerator 
pumps adjusted roperly (they weren't from the factory), primary 
accelerator pump cam reversed, floats set properly (they weren't from the 
factory), and the primary squirter was changed to a #31.  The factory 
jetting (71 primary and 80 secondary) works great.

FYI, for comparisons sake my 327 is running 10.5:1 compression 280/290 
duration cam, ported heads, 2.05/1.60 valves, etc.

Hope this helps.

Mark Forbes



From challenge.dsea.com!hotrod@dsea.dsea.com Fri Jul 15 15:02:19 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu

Subject: Windshield Wanted for '62 Chevy Truck   
Reply-to: hotrod@dsea.com
Posted-Date: Friday, Jul 15 1994 08:24:48
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>From news@cs.duke.edu Fri Jul 15 02:10:47 1994   


I'm looking for a windshield for a 1962 1/2 ton Chevy pickup.
 
Sarah Ballard
Chickasha, OK
224-9157



From challenge.dsea.com!hotrod@dsea.dsea.com Fri Jul 15 16:05:14 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu

Subject: Re: 360 degree oiling     
Reply-to: hotrod@dsea.com
Posted-Date: Friday, Jul 15 1994 08:22:57
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>From Mailer-Daemon@netcom.com Thu Jul 14 14:18:08 1994   


-> I came across a decent idea in a Pontiac engine building book.  It
-> suggested using an ungrooved bottom/grooved top bearing and then
-> cross-drilling the crank main journal so that the cross-drilled hole
-> intersects the diagonal hole leading to the rod journal.

 That's plain old cross-drilling, which has been in and out of favor for
years.  Some high dollar engine builders don't like it, but Detroit used
to like it for high performance stuff.  I've never seen a satisfactory
explanation of why it might be a bad idea, and I suspect the only reason
it's not more common in plain old motors is that in general use 180
degree oiling seems to get the job done for hauling Grandma to K-Mart,
so why spend any money drilling more holes?
                                                                                 



From challenge.dsea.com!hotrod@dsea.dsea.com Fri Jul 15 17:05:07 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu

Subject: No Subject Line
Reply-to: hotrod@dsea.com
Posted-Date: Friday, Jul 15 1994 12:22:01
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>From hotrod Fri Jul 15 08:26:31 1994   

Subject: Re: 68 Camaro      
Reply-to: hotrod@dsea.com
Posted-Date: Friday, Jul 15 1994 08:22:02
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>From mforbes@usa.net Thu Jul 14 14:18:01 1994   

That 750 should work fine on your 327, contrary to waht some other folks 
would have you believe.  I run a Holley 750 Double Pumper on the 327 in 
my Vega and it runs great.  I can stomp it at low speeds and there is no 
bog or hesitation whar so ever.

Things to check would be fowl flow (are you getting enough fuel at wot), 
jetting, and proper adjustment of the accelerator pumps.  I am running my 
750 out of the box with the following minor tweeks:  both accelerator 
pumps adjusted roperly (they weren't from the factory), primary 
accelerator pump cam reversed, floats set properly (they weren't from the 
factory), and the primary squirter was changed to a #31.  The factory 
jetting (71 primary and 80 secondary) works great.

FYI, for comparisons sake my 327 is running 10.5:1 compression 280/290 
duration cam, ported heads, 2.05/1.60 valves, etc.

Hope this helps.

Mark Forbes




From challenge.dsea.com!hotrod@dsea.dsea.com Fri Jul 15 17:48:25 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu

Subject: No Subject Line
Reply-to: hotrod@dsea.com
Posted-Date: Friday, Jul 15 1994 12:27:50
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>From hotrod Fri Jul 15 08:42:49 1994   

Subject: Re: 360 degree oiling     
Reply-to: hotrod@dsea.com
Posted-Date: Friday, Jul 15 1994 08:22:57
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>From Mailer-Daemon@netcom.com Thu Jul 14 14:18:08 1994   


-> I came across a decent idea in a Pontiac engine building book.  It
-> suggested using an ungrooved bottom/grooved top bearing and then
-> cross-drilling the crank main journal so that the cross-drilled hole
-> intersects the diagonal hole leading to the rod journal.

 That's plain old cross-drilling, which has been in and out of favor for
years.  Some high dollar engine builders don't like it, but Detroit used
to like it for high performance stuff.  I've never seen a satisfactory
explanation of why it might be a bad idea, and I suspect the only reason
it's not more common in plain old motors is that in general use 180
degree oiling seems to get the job done for hauling Grandma to K-Mart,
so why spend any money drilling more holes?
                                                                                 




From challenge.dsea.com!hotrod@dsea.dsea.com Fri Jul 15 20:50:51 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu

Subject: No Subject Line
Reply-to: hotrod@dsea.com
Posted-Date: Friday, Jul 15 1994 16:22:01
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>From hotrod@dsea.com

In article <-gc8ymq@dixie.com>, hotrod@dixie.com (The Hotrod List) wrote:
> 
> I've been playing around with my Engine Analyzer program trying to find
> the best cam.  I want, of course, maximum power throughout the power
> Millam
> 
What is your Engine Analyzer program and where do I get one?

Mark
gardner@osm7.cs.byu.edu

For Sale:  '68 Cougar
Photo:     URL - http://osm7.cs.byu.edu/people/gardner/gardner.html



From challenge.dsea.com!hotrod@dsea.dsea.com Mon Jul 18 18:43:18 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu

Subject: No Subject Line      
Reply-to: hotrod@dsea.com
Posted-Date: Monday, Jul 18 1994 12:22:01
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>From hotrod (Hotrod List)      

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>From hotrod@dsea.com

In article <-gc8ymq@dixie.com>, hotrod@dixie.com (The Hotrod List) wrote:
> 
> I've been playing around with my Engine Analyzer program trying to find
> the best cam.  I want, of course, maximum power throughout the power
> Millam
> 
What is your Engine Analyzer program and where do I get one?

Mark
gardner@osm7.cs.byu.edu

For Sale:  '68 Cougar
Photo:     URL - http://osm7.cs.byu.edu/people/gardner/gardner.html




From challenge.dsea.com!hotrod@dsea.dsea.com Mon Jul 18 19:44:22 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu

Subject: Olds rods       
Reply-to: hotrod@dsea.com
Posted-Date: Monday, Jul 18 1994 12:27:41
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>From dave.williams@chaos.lrk.ar.us (Dave Williams)      

Organization: The Courts of Chaos * 501-985-0059 * Public Access Usenet
X-Envelope-To: hotrod@dsea.com
Content-Type: TEXT/PLAIN; CHARSET=US-ASCII
Content-Transfer-Encoding: 7BIT


 I just noticed a small ad in Circle Track, a place selling cast racing
pistons for the Chevy 350.  They're 11:1, and the blurb says they're for
the 6" Olds rod.  (different pin diameter, you know)

 Also mentions, "Bearings to fit 350-sized crank available."

 Pistons:  $116/set.  Cheap, or what?   Hap's, 515-232-4277.


 I love it when a plan comes together...
                                                                                                           


From challenge.dsea.com!hotrod@dsea.dsea.com Mon Jul 18 20:47:55 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu

Subject: disk brakes for 65 ford pu.   
Reply-to: hotrod@dsea.com
Posted-Date: Monday, Jul 18 1994 12:33:25
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>From tmac455@lamar.ColoState.EDU (Todd Macoubrie)      

Newsgroups: alt.hotrod
Path: lamar.ColoState.EDU!tmac455
From: tmac455@lamar.ColoState.EDU (Todd Macoubrie)
Subject: disk brakes for 65 ford pu.
Message-Id: 
Date: Sat, 16 Jul 1994 00:37:30 GMT
Nntp-Posting-Host: lamar.acns.colostate.edu
Organization: Colorado State University, Fort Collins, CO 80523
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Apparently-To: alt-hotrod@ncar.ucar.edu

I am not sure if this is the right group for this posting so please forgive
me if I am in error.  I would like to know if it is possible to install
disk brakes on my 1965 for f-100 pick-up?  If so could some one please
direct me to the information I would need to do this.  I am not a pro-
mechanic but I would like to upgrade the truck with disks before I start
on the body and motor.

Thanks

Todd Macoubrie
tmac455@lamar.colostate.edu



From challenge.dsea.com!hotrod@dsea.dsea.com Mon Jul 18 21:25:46 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu

Subject: Windshield Wanted for '62 Chevy Truck   
Reply-to: hotrod@dsea.com
Posted-Date: Monday, Jul 18 1994 12:39:05
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>From STUBALLARSA@MERCUR.USAO.EDU        

  (5.65c/IDA-1.4.4nsd for alt-hotrod@ames.arc.nasa.gov); Fri, 15 Jul 1994 21:39:40 -0700
To: alt-hotrod@ames.arc.nasa.gov
Path: bridge2!news.claremont.edu!nntp-server.caltech.edu!netline-fddi.jpl.nasa.gov!elroy.jpl.nasa.gov!usc!cs.utexas.edu!not-for-mail
From: STUBALLARSA@MERCUR.USAO.EDU
Newsgroups: alt.hotrod
Subject: Windshield Wanted for '62 Chevy Truck
Message-Id: <940714134601.4f4@MERCUR.USAO.EDU>
Date: 14 Jul 94 18:48:34 GMT
Organization: UTexas Mail-to-News Gateway
Lines: 5
Nntp-Posting-Host: news.cs.utexas.edu


I'm looking for a windshield for a 1962 1/2 ton Chevy pickup.
 
Sarah Ballard
Chickasha, OK
224-9157



From challenge.dsea.com!hotrod@dsea.dsea.com Mon Jul 18 21:51:35 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu

Subject: GM PROMs for TPI     
Reply-to: hotrod@dsea.com
Posted-Date: Monday, Jul 18 1994 12:44:47
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>From clintonl@NGC.COM        

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Subject: GM PROMs for TPI
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Date: Sat, 16 Jul 1994 03:59:47 GMT
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Does anyone know the layout of PROMs used in GM TPI ECMs. I am interested in 
modifing the fuel and ignition curves. I know that the processor used is a 
variant of Motorola's 68HC11 series. Any info on the timers, counters, A/D 
channels, I/O port would also be appreciated.



From challenge.dsea.com!hotrod@dsea.dsea.com Mon Jul 18 21:55:52 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu

Subject: Auto AC supplies      
Reply-to: hotrod@dsea.com
Posted-Date: Monday, Jul 18 1994 16:22:02
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>From frank@rebel (Frank Evan Perdicaro)     

To: hotrod
Subject: Auto AC supplies


I have decided to bite the bullet and buy some supplies and tools to 
maintain the AC on my two cars.  

I know to buy a 30 lb can of R12 and a set of guages ( and perhaps some
sort of disguise to wear while working ) along with a reference book
or two.  My questions is what else do I need?  

Fittings, special wrenches, cutters, what?  I may be able to borrow a 
vacuume pump; if not, I'll likely buy one.  Any suggestions?  Also, how
long will 30 lbs last for two cars ( one system empty and new, one full 
and about a year old )?

I probably have any electrical equipment need covered already. Thanks.

Frank Evan Perdicaro 			Dainippon Screen Engineering of America
 Legalize guns, drugs and cash...today.	   3700 Segerstrom Ave
  inhouse: frank@rebel, x210		      Santa Ana CA
   outhouse: frank@dsea.com, 714-546-9491x210	 92704       DoD:1097



From challenge.dsea.com!hotrod@dsea.dsea.com Mon Jul 18 22:43:28 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu

Subject: Re: Need Engine Advice     
Reply-to: hotrod@dsea.com
Posted-Date: Monday, Jul 18 1994 12:56:13
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>From ece00@mfg.amdahl.com (Earl C Edgerton)     

	for 
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	id AA10679; Sun, 17 Jul 94 11:39:53 -0400
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Path: duke!news.duke.edu!concert!inxs.concert.net!taco.cc.ncsu.edu!lll-winken.llnl.gov!sol.ctr.columbia.edu!usc!sdd.hp.com!sgiblab!pacbell.com!amdahl!juts.ccc.amdahl.com!p3slt15!ece00
From: ece00@mfg.amdahl.com (Earl C Edgerton)
Newsgroups: alt.hotrod
Subject: Re: Need Engine Advice
Message-Id: <1994Jul17.143502.17524@ccc.amdahl.com>
Date: 17 Jul 94 14:35:02 GMT
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The only major difference between the 400 & 429-460 is that the 429-460
is approx.  2 inches longer.  You had better measure the distance to
your radiator.



From challenge.dsea.com!hotrod@dsea.dsea.com Mon Jul 18 22:42:47 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu

Subject: mail server moving to?     
Reply-to: hotrod@dsea.com
Posted-Date: Monday, Jul 18 1994 12:50:30
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>From gt0035b@prism.gatech.edu        

X-Mailer: ELM [version 2.4 PL23]
Content-Type: text
Content-Length: 327       

Bye John

	Thanks for all the work over the yearsand thanks to Frank for
taking over.  Will the Mail server with Dave Williams vendor list be
moving to? I noticed alot of refrences to it in the last month all of
which only listed the list server at dixie.com.

Thanks,

Henry Sommer

P.s. Is it to late to a best of hotrod? 

[  Probably a good point to make a few comments.
Yes, I am having a few startup problems with my mailer software.  Sorry
about that.  I am working on it.  You may notice that the messages
of today occasinally have Subject: lines!

John's software was very different from mine, at least in the details.
I am slowly adding various features.  I intend to continue to expand
at least to the point where I can do what he used to do.

Specifically, I plan to have a ftpmail-like server for archives and 
things like vendor lists.  Please be patient.   FEP ]



From challenge.dsea.com!hotrod@dsea.dsea.com Mon Jul 18 23:03:56 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu

Subject: 360 degree oiling      
Reply-to: hotrod@dsea.com
Posted-Date: Monday, Jul 18 1994 13:01:52
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>From OADDAB@STDVAX.GSFC.NASA.GOV (DIRK BROER)      

Subject: 360 degree oiling
To: hotrod@dsea
X-Vmsmail-To: SMTP%"challenge.dsea.com!hotrod@dsea.dsea.com"

>-> I came across a decent idea in a Pontiac engine building book.  It
>-> suggested using an ungrooved bottom/grooved top bearing and then
>-> cross-drilling the crank main journal so that the cross-drilled hole
>-> intersects the diagonal hole leading to the rod journal.>
>
> That's plain old cross-drilling, which has been in and out of favor for
>years.  Some high dollar engine builders don't like it, but Detroit used
>to like it for high performance stuff.  I've never seen a satisfactory
>explanation of why it might be a bad idea, and I suspect the only reason
>it's not more common in plain old motors is that in general use 180
>degree oiling seems to get the job done for hauling Grandma to K-Mart,
>so why spend any money drilling more holes?

Some restrictor plate motors (according to Circle Track) use 45 psi at 
7500rpm or more - Hey! every horsepower counts.  In this case the theory is 
that a cross-drilled crank will not allow oil through the cross drilled 
passage due to centrifical force...

I think we could verify if that were true or not.  What's the formula for 
centrifical force.  Assume a 1" radius and 5-10 cc's of oil.  Now at 7500 
rpm would this be enough to counter 45psi of oil pressure?  

Of course if your running 45psi of pressure oil control becomes paramount.  
Remember they do all kinds of tricks like spraying oil on the valve springs 
to help them last 500 or even 600 miles.

Dirk


From challenge.dsea.com!hotrod@dsea.dsea.com Mon Jul 18 23:52:27 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu

Subject: Auto to manual conversion parts, 67 Mustang  
Reply-to: hotrod@dsea.com
Posted-Date: Monday, Jul 18 1994 13:07:35
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>From Bob Bigelow       

 4681; Mon, 18 Jul 94 13:39:14 EDT
Date:         Mon, 18 Jul 94 13:38:48 EDT
From: Bob Bigelow 
Subject:      Auto to manual conversion parts, 67 Mustang
To: hotrod@dsea.com


I made call last night about a toploader for sale. Turns out the
guy has everything required to do a conversion. He talked about
hanger and both clutch and brake pedals, brake booster, aluminum
bellhousing and cable actuated clutch fork. I'd like the trans
but he only wants to sell the entire package. To make the trans
worthwhile, all the other stuff would have to bring $200. Is that
fair? Let me know if interested. Come to think of it the flywheel
and clutch may have been included too. If interested I'll find out
for sure. Thanks.
bob.bigelow@oit.gatech.edu
(404) 781-8376


From challenge.dsea.com!hotrod@dsea.dsea.com Tue Jul 19 01:04:18 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu

Subject: storing engines       
Reply-to: hotrod@dsea.com
Posted-Date: Monday, Jul 18 1994 13:13:18
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>From "Mark Blunier"       

Date:          Mon, 18 Jul 1994 10:58:42 CST
Subject:       storing engines
X-Pmrqc:       1
Priority: normal
X-Mailer:     PMail v3.0 (R1a)
Message-Id: <1E07CA65813@joe.cei.com>

The daily driver has reached the end of its practical use to me and 
is going to be retired.  With a broken tranny, severe case of 
termites on the frame and many 'features', I doubt that I could get 
for the car what I think the engine worth.  It will probably be a 
year or too before I find a new vehicle to put the engine in.  Since 
I am not planning on robbing parts from the engine I should be able 
to start it occasionally.  So what is the best way to store it?
Should I leave it as is, and start it occasionally (how often), or
I've been suggested to dump oil down the manifold to get the engine
coated well.

The old car is a 2 door 79 Monte Carlo with power windows.  The 'new' 
car is an 87 Caprice without power windows.  Would switching the 
power over from the Monte to the Caprice be a reasonable job, or is 
there lotsa modification needed to do the job?

I would also like to have the steering wheel rotated about 20 degrees 
to help improve the ergonomics.  Is there an EASY way to do this?  (I 
know I could remove the stearing wheel to do it, but this is a pain 
without the right tools.

Thanks
Mark W. Blunier     "I hate when people drive the speed limit.
blunier@cei.com      There ought to be a law against it."


From challenge.dsea.com!hotrod@dsea.dsea.com Tue Jul 19 13:13:25 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu
Subject: SAE papers       

Reply-to: hotrod@dsea.com
Posted-Date: Tuesday, Jul 19 1994 09:22:01
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>From jeffyip@netcom.netcom.com (Jeff Yip)      

Keywords: SAE, white papers
Organization: NETCOM On-line Communication Services (408 261-4700 guest)
Date: Mon, 18 Jul 1994 21:22:41 GMT
Lines: 7
Apparently-To: alt-hotrod@uunet.uu.net

Can anyone tell me how i could obtain copies of SAE white papers? 
Specifically interested in the LT1, Ford direct injection diesel (7.3) 
and the '94 Dodge/Cummins 5.9.

Can they be gotten via the net? 




From challenge.dsea.com!hotrod@dsea.dsea.com Tue Jul 19 19:09:51 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu
Subject: /usr/people/hotrod/bin/mail_header [ -f field ] < file

Reply-to: hotrod@dsea.com
Posted-Date: Tuesday, Jul 19 1994 15:22:01
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>From /usr/people/hotrod/bin/mail_header [ -f field ] < file

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Date: Tue, 19 Jul 1994 09:10:37 -0400
From: Ron Rader aka PTM 
Message-Id: <199407191310.JAA05870@macros>
To: hotrod@dsea.com
Subject: AC maintenance

>I have decided to bite the bullet and buy some supplies and tools to 
>maintain the AC on my two cars.

  Yay, Frank!  (Thanks again for adopting the hotrod list duties).
Now there'll be someone other than DeArmond, Dave Williams, and myself
yakking about AC.

>I know to buy a 30 lb can of R12 and a set of guages ( and perhaps some
>sort of disguise to wear while working ) along with a reference book
>or two.  My questions is what else do I need?

  I've only done simple AC work:  component replacement (hoses, receiver,
compressor), system checking, and topping off the Freon.  As a newbie,
I'd also be interested in availability of tools, etc.

  I've got a manifold/gauges/hoses (also good for working on the heat
pump and refrigerators).

>Fittings, special wrenches, cutters, what?

  GM cars require a simple adapter to connect your hose connector to
the high side of the system.  Can be had cheaply.

  Newer Fords apparently use a special quick-connect system for all
their hose connections, etc.  These require use of a special tool to
break the connections.

  We used to be able to buy small cans with 2 oz. of oil mixed with
R-12 as propellant/carrier.  What I want to know is, how do I introduce
oil into a closed system through the manifold without these nifty banned
cans?  Can I buy an oil injector?

>  I may be able to borrow a 
>vacuume pump; if not, I'll likely buy one.  Any suggestions?

  New pumps cost ~$300 out of the Grainger catalog, so I found one in
my American Science And Surplus catalog for $80.  This Gast pump is
supposedly capable of maintaining ~28-29"Hg continuously (the closer
you can get to 30"Hg continuously, the better).  I'll need to find
some caps and switches to use as a motor starter.  This pump is a
take-out component, and could be used (but appears to be in great shape).

>  Also, how
>long will 30 lbs last for two cars ( one system empty and new, one full 
>and about a year old )?

  Full charge involves roughly 2 lb. of Freon.  Depends on the car.

  One project I'd like to build would be a Freon recycling unit.  I've
tried to rent recycling units before, but _even_though_they_all_rent_
vacuum_pumps_ (at the current time), nobody will touch recycling units
due to fear of the EPA Nazis coming down!  Makes no sense to me.

  I imagine it would take:  vacuum pump, tank to hold recyclant,
hoses, etc.  How would you dry the incoming refrigerant?  Is it possible
to extract the oil?  This would have been a great PE Magazine article...
oh well.

  Ron "Has A Half-Full System He's Nursing Along" Rader


From challenge.dsea.com!hotrod@dsea.dsea.com Tue Jul 19 19:57:46 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu
Subject: /usr/people/hotrod/bin/mail_header [ -f field ] < file

Reply-to: hotrod@dsea.com
Posted-Date: Tuesday, Jul 19 1994 15:27:48
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>From /usr/people/hotrod/bin/mail_header [ -f field ] < file

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Date: Tue, 19 Jul 1994 09:16:30 -0400
From: Ron Rader aka PTM 
Message-Id: <199407191316.JAA05960@macros>
To: hotrod@dsea.com
Subject: AC work redux

  On the subject of AC maintenance, I forgot to mention a very important
piece of safety equipment:  eye goggles.  As someone who has gotten a
bit of frostbite from a Freon leak, I understand the need to cover ones
eyes when breaking a closed AC system.  I prefer not having crystallized
corneas.

  Also be very careful not to have open flame around Freon.  Oxidizing
R-12 creates nasty phosgene gas, which isn't exactly good for your health.
That includes R-12 getting sucked into your running engine's intake.

  One thing I don't have which would be awfully nice would be a cheap
scale.  My bathroom scale doesn't quite cut it.  R-12 amount is always
a guesstimate...

  Ron "Danger, Danger" Rader


From challenge.dsea.com!hotrod@dsea.dsea.com Tue Jul 19 20:20:29 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu
Subject: /usr/people/hotrod/bin/mail_header [ -f field ] < file

Reply-to: hotrod@dsea.com
Posted-Date: Tuesday, Jul 19 1994 15:33:34
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>From /usr/people/hotrod/bin/mail_header [ -f field ] < file

	for /usr/people/hotrod/bin/incoming_hotrod id AA08697; Tue, 19 Jul 94 08:47:01 -0700
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Date: 19 Jul 1994 09:42:36 U
From: "Ciciora Steve" 
Subject: RE: A/C Tools
To: "Hotrod List" 

I'm not an A/C expert, and have very little experencie, but from what I
understand an average A/C system (automotive) takes about 2 lbs of freon.  The
30 lb can I believe actually weighs about 37 lbs; 7 lbs empty.  This would
imply that you can get about 15 charges out of it.
In terms of tools, I would recomend some books.  I like "How to Air Condition
your Car" (or was it hot rod?).  I lent it out so I don't have the author or
publisher.  Barns and Nobel sold it to me.  Any good book store should be able
to look it up.  Not too technical, but gives several rules of thumb for
designing an A/C system.  Also talks about converting to -134.  Chilton also
makes an A/C book; have not read it but the guy who has my other book says that
it complements my book well.  There are also 'trade' type text books out there.
 I saw some at the local library a while back.
Good Luck and let us know what you learn,
-Steven Ciciora

P.S.  I get from two to four of each post with blank subject lines.  Anyone
else have these problems?  Any pointers on how to correct this problem?

[  I am working on it!  There was a recursive mail route sending
info back to me, and about 30 bad addresses in the list I started with.
You should see fewer errors in the coming days.  Please be patient.
-FEP ]



From challenge.dsea.com!hotrod@dsea.dsea.com Wed Jul 20 13:59:01 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu
Subject: Re: Cam Spec ideas for my 473FE...  

Reply-to: hotrod@dsea.com
Posted-Date: Wednesday, Jul 20 1994 09:22:08
X-Sequence: 51
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>From martinjo@oasys.dt.navy.mil (John Martin)      

>I've been playing around with my Engine Analyzer program trying to find
>the best cam.  I want, of course, maximum power throughout the power

WHERE CAN I GET THIS PROGRAM???

[ Somebody, please? -FEP]

John Martin
martinjo@oasys.dt.navy.mil



From challenge.dsea.com!hotrod@dsea.dsea.com Wed Jul 20 14:40:19 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu
Subject: Ole' Bucket Parts      

Reply-to: hotrod@dsea.com
Posted-Date: Wednesday, Jul 20 1994 09:27:56
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>From sinister@zeus.IntNet.net (Jeremy Sibert)      

chromed suspension parts etc instead of having to have them
chromed.  Would appretiate all help..

Thanks



                   -=*}][{*=--=*}][{*=--=*}][{*=--=*}][{*=-
                   -=*}]]    SiNiStEr@InTnEt.NeT     [[{*=-
                   -=*}]]     Jeremy A. Sibert       [[{*=-
                   -=*}][{*=--=*}][{*=--=*}][{*=--=*}][{*=-
                   -=*}]]EsCaPe Of ThE lUcId DrEaMeR![[{*=-
                   -=*}][{*=--=*}][{*=--=*}][{*=--=*}][{*=-



From challenge.dsea.com!hotrod@dsea.dsea.com Wed Jul 20 15:32:39 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu
Subject: Archives        

Reply-to: hotrod@dsea.com
Posted-Date: Wednesday, Jul 20 1994 09:33:39
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>From jgd@dixie.com (John De Armond)     

>taking over.  Will the Mail server with Dave Williams vendor list be
>moving to? I noticed alot of refrences to it in the last month all of
>which only listed the list server at dixie.com.

Yer welcome.  Dave's list is still here.  Dixie will likely be on-line
for awhile, though it will be mostly running on autopilot.  Even after 
I move, dixie will likely still be around, though perhaps only once a week
cuz polling a gateway will be a long distance affair.

John



From challenge.dsea.com!hotrod@dsea.dsea.com Wed Jul 20 16:00:44 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu
Subject: Re: RE: A/C Tools     

Reply-to: hotrod@dsea.com
Posted-Date: Wednesday, Jul 20 1994 09:39:19
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>From "Christopher A. Kantarjiev"      

X-Face: ;F1i:c.5WjM"fi5"DpJ_)/9l,$3ij12_"J7catfSLlS3pI8x~_'d-\{;OzSY+n,r/tf
 )-j:)z&8exw9:)^!TcW]Sq;
From: "Christopher A. Kantarjiev" 
Message-Id: <94Jul19.173344pdt.55939@egeus.parc.xerox.com>

Yay, someone else talking about learning about a/c. Our latest new old
toy has a/c, and I've never had to deal with it before. We had to pull
the water radiator to get some leaks fixed, and since then the system
doesn't cool; I'm suspicious that we introduced a leak in the condensor
or that I screwed up somewhere else. I don't really want to pay someone
to troubleshoot it for me if I can learn something in the process!

Anyway, count me in on the request for what I have to buy. This system
took 3 small cans to charge when it was last done, about four months
ago; that's about all I know (that and that the compressor is made by
York, even if it is on a 1966 Ferrari).


From challenge.dsea.com!hotrod@dsea.dsea.com Wed Jul 20 23:00:58 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu
Subject: AutoWare phone #      

Reply-to: hotrod@dsea.com
Posted-Date: Wednesday, Jul 20 1994 17:22:05
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>From Jim Conforti       


  Jim Conforti




From challenge.dsea.com!hotrod@dsea.dsea.com Wed Jul 20 23:49:41 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu
Subject: Re: Need Engine Advice     

Reply-to: hotrod@dsea.com
Posted-Date: Wednesday, Jul 20 1994 17:27:49
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>From maz@cray.com (Mark A Zimmerman)     

: 2 inches longer.  You had better measure the distance to your radiator. 

     The only things that are the same on these two engine families are the
rear bellhousing bolt pattern and the distributor.  Other than that, there
isn't anything that interchanges.  The 429/460 is considerably heavier, too.

Mark Zimmerman, '69 Mach I



From challenge.dsea.com!hotrod@dsea.dsea.com Thu Jul 21 00:40:19 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu
Subject: A/C thoughts       

Reply-to: hotrod@dsea.com
Posted-Date: Wednesday, Jul 20 1994 17:33:28
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>From hale@brooktree.com (bob hale)      

>  GM cars require a simple adapter to connect your hose connector to
>the high side of the system.  Can be had cheaply.

Interesting.  My gauge set works as-is on my old GM stuff.  Did GM
change the fittings?  If so, in what year?

>  New pumps cost ~$300 out of the Grainger catalog, so I found one in
>my American Science And Surplus catalog for $80.  This Gast pump is
>supposedly capable of maintaining ~28-29"Hg continuously (the closer
>you can get to 30"Hg continuously, the better).

Yes.  You need a lot more than 29 inches to do a proper job of
cleaning out the system.

>  One project I'd like to build would be a Freon recycling unit.  I've
>tried to rent recycling units before, but _even_though_they_all_rent_
>vacuum_pumps_ (at the current time), nobody will touch recycling units
>due to fear of the EPA Nazis coming down!

If you do get into recycling Freon then be sure that you capture
all the nasties that can exist in used Freon.  In addition to water
you may find HF, a product of decomposition of Freon.  Depending
on the failure mode of the system there can be lots of other nasties
in there too.

Bob Hale   hale@brooktree.com


From challenge.dsea.com!hotrod@dsea.dsea.com Thu Jul 21 01:13:44 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu
Subject: Re: Cam Spec ideas for my 473FE...  

Reply-to: hotrod@dsea.com
Posted-Date: Wednesday, Jul 20 1994 17:39:09
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>From Jim Conforti       


> >I've been playing around with my Engine Analyzer program trying to find
> >the best cam.  I want, of course, maximum power throughout the power
> 
> WHERE CAN I GET THIS PROGRAM???

  Well, it's not my post, and I don't have a copy of Engine Analyzer, but
  you can buy it from a company called AutoWare .. They are in the back of 
  Circle Track, etc .... if need be, I'll get the # from home tonite





From challenge.dsea.com!hotrod@dsea.dsea.com Thu Jul 21 01:47:56 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu
Subject: FW: /usr/people/hotrod/bin/mail_header [ -f field ] < file 

Reply-to: hotrod@dsea.com
Posted-Date: Wednesday, Jul 20 1994 17:44:50
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>From "Ciciora Steve"       


  One project I'd like to build would be a Freon recycling unit.  I've
tried to rent recycling units before, but _even_though_they_all_rent_
vacuum_pumps_ (at the current time), nobody will touch recycling units
due to fear of the EPA Nazis coming down!  Makes no sense to me.

  I imagine it would take:  vacuum pump, tank to hold recyclant,
hoses, etc.  How would you dry the incoming refrigerant?  Is it possible
to extract the oil?  This would have been a great PE Magazine article...
oh well.

  Ron "Has A Half-Full System He's Nursing Along" Rader



  A good friend of mine came up w/ a great idea for a freon recycler.  Told
some MEs about it and they implemented it for a senior design project.  They
won some awards for it.  No moving parts!  Take something like a propane tank
(you know, for your gas grill) that can take about 250 psi.  Put in some
fiberglass wool to increase the surface area.  Cut the top off and weld in
another cylender (that would look like a fire ext. w/ the top cut off).  Now
you have fiberglass sealed inside the propane tank with the inside of the
extinguisher exposed.  pull a vaccum on the fiberglass, and fill the fire ext.
with enough liquid nitrogen (he has the calculations for how much is needed). 
Now what you have is a vaccum dewer that can hold the ln2 for a few hours. 
This is the state that you would pick one of these things up from the rental
place.  Take it home, and hook the vaccum chamber up to your A/C system.  Alow
the freon to flow into the vaccum chamber.  This will boil off the ln2, and
also freeze the freon.  As the freon condenses (freezes) it pulls a vaccum on
your a/c system.  Valve off the freon.  Work on your A/C system (replace parts,
etc).  By now the freon will have melted (thus the need for a vessel that can
handle about 250 psi).  Vent the freon back into your a/c system, valve off
recycler and return.  The rental place sucks out the remaining freon in the
recycler, leaving a vaccum for the next guy.  Since a liquid nitrogen hand
dewer costs about $300, you should be able to produce these things so they will
sell for around $200 each.  Not a bad idea, hu?  Although he talks ALOT, he
says he is going to try to make one of these for personal use and to try to
sell the idea to dewer companies.  Would make a good article for Performance
Engineering Mag, Hu?

  About my previous post: I wasn't bitching about the Hotrod List service (when
I asked about no subject line and getting two or four of each post), I was just
pointing out problems incase the ListMaster didn't know about them.  Just to
make sure he knows, I greatly appreciate his efforts.  I'd be willing to pay a
subscription for this list.  I considered my subscription ot PE mag payment for
the list, since I only got two mags from it.

[ Hey no problem.  I am getting better at this, but have not had JGD's
few years of day-to-day experience.  

And for you folds on digest: sorry about the last few days of mistakes.
You should be getting more reasonable digests now.  -FEP ]

- Steven Ciciora



From challenge.dsea.com!hotrod@dsea.dsea.com Thu Jul 21 02:14:29 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu
Subject: ISO Standards ..      

Reply-to: hotrod@dsea.com
Posted-Date: Wednesday, Jul 20 1994 17:50:30
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>From Jim Conforti       


My question, is how does the ORIGINAL ISO-9141 differ from CARB's 
modifications as used in OBD-II ...

If someone has a copy of this std .. please mail me ..

Jim Conforti


PS: I already have the CARB docs .. I need the ORIGINAL ISO std ..



From challenge.dsea.com!hotrod@dsea.dsea.com Thu Jul 21 18:20:17 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu
Subject: TV: *Televised Events #94-29*     

Reply-to: hotrod@dsea.com
Posted-Date: Thursday, Jul 21 1994 11:22:03
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>From stoffel@oasys.dt.navy.mil (Bill Stoffel)      

        dans%rehab1@canal.org, andrew.marold@analog.com, cjs@phy.duke.edu,
        trujillo@mers17.me.utexas.edu, Louis@usl.edu, cmorken@ua.d.umn.edu,
        mark.mccrimmon@drd.com, gwalker@rtfm.mlb.fl.us, m1cms01@FRB.GOV,
        rose@delmarva.COM, geoff@softy.softwords.bc.ca, cagan@sca.com,
        Howard.Ledford@f69.n110.z1.fidonet.org, GeorgeB@mhv.net,
        jstone@iglou.com, ktk@enterprise.bih.harvard.edu,
        D.SOREL@GENIE.GEIS.COM, sastzh@vm.sas.com, jparrish@ssl.umd.edu,
        jerryp@halcyon.com, barlow-cj@clavin.med.ge.com,
        gloria-aagaard@cornell.edu, usga@pool.info.sunyit.edu,
        ademsey@ocnext.drg.nih.gov, tom_weaver@vos.stratus.com,
        rtener@netcom.netcom.com, georgios@utpapa.ph.utexas.edu,
        jfuerstenberg@zz-link.dcmdc.dla.mil, Tim.Bailer@aplmail.jhuapl.edu,
        patrick_kenney@cc.chiron.com, bherrick@aol.com,
        cs.arizona.edu!modular!chan

----------------------------------------------------------------------
			       TV Events

Now in its third year of weekly publication, TVE is a compilation of 
info. gleaned from TV listings, auto mags., newspapers, tea leaves, my 
favorite bartender, and the nice folks at TNN.  A special thanks also to 
Curt Swinehart for providing me with info. on the many regional sports 
networks.  PLEASE confirm dates and times with your local listings 
before setting your VCRs.

TVE will USUALLY be updated no later than every Friday morning and will 
be most accurate (or least inaccurate) for the following 7 days. If your 
favorite event is "tba'd", please don't panic unless it's in the 7 day 
window.

As mentioned previously, this listing is now being submitted to the new 
group rec.autos.sport.info.  Assuming the moderators approve, this list 
will be available in the r.a.s.i group from now on.  In an attempt to 
get the word to as many r.a.s readers as possible, I will continue to 
cross-post to r.a.s for a short time. (This again assumes the moderators 
of r.a.s.i do not object to my doing so.)

Thanks to Bob Bownes, TVE listings are available from 
http://www.emi.com/tve where they will be archived for an indeterminite
period of time.

If you are having trouble with this list arriving at your site in
a timely fashion, please let me know via e-mail and I will also start
mailing you a copy.

Comments, suggestions, additions, extra pit passes, etc. to:
					  stoffel@oasys.dt.navy.mil

		   ---------------------------------

(T)=Taped  (L)=Live  (SD)=Same Day  (?)=dunno

12:00AM = 0000 hours = start of day

    EVENT                             DATE  TIME(Eastern, USA) NETWORK*

IOGP POWERBOAT RACING, AUGUSTA (T)    07/21    1:30-2:00PM      HTS
AMA SUPERBIKES (T)                    07/21    2:00-3:00PM      HSE,
				  HTS,MSG,PASS,PRTK,PSN,SCNE,SCP,SUN
Motor Sports Hour (Sunoco Shootout)   07/21    3:00-4:00PM      EMPS,
					HSE,MSG,PASS,PSN,SCNE,SCP,SUN
WINSTON CUP, POCONO (T)               07/21    6:30PM           NESN
In The Driver's Seat                  07/21    6:30-7:00PM      ESPN2
WINSTON CUP, POCONO (T)               07/21    7:00PM           MSG
SpeedWeek                             07/21    7:30-8:00PM      ESPN
USAC MIDGETS, INDIANAPOLIS (L)        07/21    8:00-10:30PM     ESPN
This Week In NASCAR w/Eli Gold (L)    07/21    8:00-9:00PM      PASS,
			     PSN,PSN2,SCC,SCOH,SCNE,SCNY,SCP,SPTS,SUN
FORMULA II SUPERCUP, JEFFERSON (T)    07/21    8:00-9:00PM      HTS
MotorWeek                             07/21    8:30-9:00PM      MPT
AMA SUPERBIKES (T)                    07/21    9:00-10:00PM     HTS,
				 PASS,PSN,PSN2,PSNW,SCNE,SCOH,SCP,SUN
AMA SUPERBIKES (T)                    07/21    9:30-10:30PM     SPTS
Motor Sports Hour (Sunoco Shootout)   07/21    10:00-11:00PM    HTS,
					       PASS,PSN,PSN2,SCOH,SUN
This Week In NASCAR w/Eli Gold (T)    07/21   11:00PM-12:00AM   EMPS,
						 HSE,HTS,PRTK,PSN,SCOH
This Week In NASCAR w/Eli Gold (T)    07/21   11:30PM-12:30AM   KBL
AMA SUPERBIKES (T)                    07/22    12:00-1:00AM   HSE,PRTK  
This Week In NASCAR w/Eli Gold (T)    07/22    1:00-2:00AM     SCP,SUN
AMA SUPERCROSS, SAN JOSE (T)          07/22    1:00-2:00AM      ESPN
WINSTON CUP, POCONO (T)               07/22    1:30AM           PRTK
This Week In NASCAR w/Eli Gold (T)    07/22    2:00-3:00AM      PSNW
WINSTON CUP, POCONO (T)               07/22    3:00AM           EMPS,
						 KBL,MSG,PASS,SCNE,SCP
Speed Racer (cartoon)                 07/22    3:30-4:00AM      MTV
This Week In NASCAR w/Eli Gold (T)    07/22    4:00-5:00AM      SCC
The Power & The Glory                 07/22    6:00-6:30AM      A&E
This Week In NASCAR w/Eli Gold (T)    07/22    7:00-8:00AM      EMPS,
						  KBL,MSG,PASS,PSN,SCP
This Week In NASCAR w/Eli Gold (T)    07/22    10:00-11:00AM    EMPS,
					     KBL,MSG,PASS,PSN,SCNY,SCP
AMA SUPERBIKES (T)                    07/22    12:00-1:00PM     HSE
AMA SUPERBIKES (T)                    07/22    3:00-4:00PM      NESN
This Week In NASCAR w/Eli Gold (T)    07/22    6:00-7:00PM      MSG,
							  PRTK,PSN,SCP
MotoWorld                             07/22    6:30-7:00PM      ESPN2
AMA SUPERBIKES (T)                    07/22    7:00-8:00PM      MSG
WINSTON CUP, POCONO (T)               07/22    7:30-10:30PM    HTS,SUN
WINSTON CUP, POCONO (T)               07/22   11:00PM-12:00AM   SCP
MotoWorld                             07/23    2:30-3:00AM      ESPN2
Auto Shop                             07/23    7:00-8:00AM      QVC
Speed Racer (cartoon)                 07/23    7:00-7:30AM      MTV
NHRA, SPRINGNATIONALS (T)             07/23    8:30AM           EMPS,
						  KBL,MSG,PSN,SCNE,SCP
Shadetree Mechanic (auto body repairs)07/23    9:30-10:00AM     TNN
NHRA, MOTORCYCLES (T)                 07/23    9:30-10:00AM     ESPN2
MotorWeek                             07/23    10:00-10:30AM    WGN
Hot Rod 2                             07/23    10:00-10:30AM    ESPN2
BUSCH GN, TALLADEGA (L)               07/23    2:00-4:30PM      TNN
THE GREAT AMERICAN RACE (T)           07/23    2:00-3:00PM      ESPN
PIKES PEAK (T)                        07/23    3:00-4:00PM      ESPN
Inside Winston Cup w/Ned Jarrett      07/23    4:30-5:00PM      TNN
NHRA Today w/Steve Evans              07/23    5:00-5:30PM      TNN
MotorWeek                             07/23    5:00-5:30PM      MPT
Truckin' USA w/Ed Bruce               07/23    6:00-6:30PM      TNN
MotoWorld                             07/23    7:00-7:30PM      ESPN2
SATURDAY NIGHT THUNDER (L)            07/23    7:30-9:30PM      ESPN2
IHRA, SPRINGNATIONALS (T)             07/23    9:30PM           ESPN2
AMA MOTOCROSS (T)                     07/23    10:30PM          ESPN2
AMA MOTOCROSS, BUCHANAN (T)           07/24    12:30-1:30AM     ESPN
MotorWeek                             07/24    12:35-1:05AM     WJZ
MotoWorld                             07/24    2:30-3:00AM      ESPN
SpeedWeek                             07/24    3:00-3:30AM      ESPN
M.T. OFF ROAD, SALT LAKE CITY (T)     07/24    3:30-4:30AM      ESPN
MotoWorld                             07/24    7:30-8:00AM      ESPN
Truckin' USA w/Ed Bruce               07/24    9:00-9:30AM      TNN
Trucks And Tractor Power              07/24    9:30-10:00AM     TNN
Neil Bonnett's Winners                07/24    10:00-10:30AM    TNN
AMA SUPERBIKES (T)                    07/24    10:00AM          SCOH
NHRA Today w/Steve Evans (L)          07/24    10:30-11:00AM    TNN
Inside Winston Cup w/Ned Jarrett      07/24    11:00-11:30AM    TNN
FORMULA II SUPERCUP (T)               07/24    11:00AM          SCOH
RaceDay w/Pat Patterson (L)           07/24   11:30AM-12:00PM   TNN
AMA SUPERBIKES (T)                    07/24    12:00PM          KBL
PORSCHE SUPERCUP, FRANCE (T)          07/24    12:30PM          ESPN
WINSTON CUP, TALADEGA (L)             07/24    1:00-4:30PM      CBS
UNLIMITED HYDROPLANES, MADISON (T)    07/24    1:00-2:00PM      ESPN
In The Driver's Seat                  07/24    1:30PM           ESPN2
Neil Bonnett's Winners                07/24    2:30-3:00PM      TNN
Truckin' USA w/Ed Bruce               07/24    3:00-3:30PM      TNN
Trucks And Tractor Power              07/24    3:30-4:00PM      TNN
American Sports Cavalcade             07/24    5:00-6:25PM      TNN
WINSTON CUP, POCONO (T)               07/24    5:00PM           KBL
RaceDay UPDATEw/Pat Patterson (L)     07/24    6:25-6:30PM      TNN
NHRA, MILE-HIGH NATIONALS, DENVER (L) 07/24    7:00-8:00PM      TNN
Inside Winston Cup w/Ned Jarrett      07/24    8:00-8:30PM      TNN
RaceDay w/Pat Patterson (L)           07/24    8:30-9:00PM      TNN
WINSTON CUP, POCONO (T)               07/24    10:30PM          SCOH
Road Test Magazine w/Don Garlits      07/24    11:00-11:30PM    TNN
Shadetree Mechanic (auto body repairs)07/24   11:30PM-12:00AM   TNN
RaceDay UPDATE w/Pat Patterson (L)    07/25    12:00-12:05AM    TNN
AMA, LOUDON CLASSIC (T)               07/25    12:05-1:30AM     TNN
IHRA, EMPIRE NATIONALS (T)            07/25    12:30-1:30AM     ESPN
Trucks And Tractor Power              07/25    1:30-2:00AM      TNN
NHRA, MILE-HIGH NATIONALS, DENVER (T) 07/25    2:00-3:00AM      TNN
AMA SUPERBIKES (T)                    07/25    2:00AM           EMPS,
						     KBL,MSG,PASS,PSN
Hot Rod 2                             07/25    3:00-3:30AM      ESPN2
NHRA, MOTORCYCLE RACING (T)           07/25    3:30AM           ESPN2
TOYOTA ATLANTIC, BOWMANVILLE (T)      07/25    5:00-5:30AM      ESPN
The Power & The Glory                 07/25    6:00-6:30AM      A&E
IOGP POWERBOATS, BAY CITY (T)         07/25    4:30-5:00PM      HTS
AMA MOTOCROSS, NEW BERLIN (T)         07/26    1:00-2:00AM      ESPN
NASCAR, SPORTSMAN 150, POCONO (T)     07/26    1:00AM           SCC
PORSCHE SUPERCUP, BARCELONA (T)       07/26    2:00-2:30AM      ESPN
In The Driver's Seat                  07/26    2:30-3:00AM      ESPN2
BARBER SAAB PRO SERIES, DETROIT (T)   07/26    4:30-5:00AM      ESPN
The Power & The Glory                 07/26    6:00-6:30AM      A&E
SATURDAY NIGHT THUNDER (T)            07/26    1:00-3:00PM      ESPN2
IHRA, SPRINGNATIONALS (T)             07/26    3:00PM           ESPN2
WORLD GRAND PRIX MOTORCYCLES, NETH (T)07/26    9:00-10:00PM     ESPN
Best Of 1994 AMA Motocross            07/26    10:00-10:30PM    ESPN
FORMULA II SUPERCUP (T)               07/27    12:00AM          SPTS
SCCA, DES MOINES GRAND PRIX (T)       07/27    12:00AM          HSE
USAC, THURSDAY NIGHT THUNDER (T)      07/27    3:30-5:30AM      ESPN
Speed Racer (cartoon)                 07/27    3:30-4:00AM      MTV
The Power & The Glory                 07/27    6:00-6:30AM      A&E
Movie: The Pace That Thrills          07/27    7:30-8:40AM      AMC
AMA SUPERBIKES (T)                    07/27    9:00AM           SCC
AMA SUPERBIKES (T)                    07/27    10:30PM          EMPS
The Power & The Glory                 07/28    6:00-6:30AM      A&E
FORMULA II SUPERCUP (T)               07/28    1:00AM           SCOH
AMA SUPPORT DIVISION (T)              07/28    2:00PM           HSE,
					 HTS,KBL,PRTK,PSN,SCNE,SCP,SUN
Motor Sports Hour (Sunoco Shootout)   07/28    3:00-4:00PM      EMPS,
					      HSE,HTS,PSN,SCNE,SCP,SUN
AMA SUPPORT DIVISION (T)              07/28    4:30PM           NESN
In The Driver's Seat                  07/28    6:30-7:00PM      ESPN2
Motor Sports Hour (Sunoco Shootout)   07/28    7:30-8:30PM      EMPS
This Week In NASCAR w/Eli Gold (L)    07/28    8:00-9:00PM      KBL,
				  PASS,PSN,SCNE,SCNY,SCOH,SCP,SPTS,SUN
MotorWeek (ragtop Firebird & LeBaron) 07/28    8:30-9:00PM      MPT
AMA SUPPORT DIVISION (T)              07/28    9:00PM           EMPS,
				       PASS,PSN,PSN2,PSNW,SCOH,SCP,SUN
Motor Sports Hour (Sunoco Shootout)   07/28    9:00-10:00PM     SCNY
Motor Sports Hour (Sunoco Shootout)   07/28    9:30-10:30PM     PRTK
AMA SUPPORT DIVISION (T)              07/28    9:30PM           SPTS
Motor Sports Hour (Sunoco Shootout)   07/28    10:00-11:00PM    PASS,
						PSN,PSN2,PSNW,SCOH,SUN
AMA SUPPORT DIVISION (T)              07/28    10:00PM          KBL
Motor Sports Hour (Sunoco Shootout)   07/28    10:30-11:30PM    SPTS
WINSTON CUP, POCONO (T)               07/28    11:00PM          SUN
NHRA, SPRIGNATIONALS (T)              07/28    11:00PM          SCP
Motor Sports Hour (Sunoco Shootout)   07/28   11:00PM-12:00AM   KBL
This Week In NASCAR w/Eli Gold (T)    07/28   11:00PM-12:00AM   EMPS,
					   HTS,PRTK,PSN,PSN2,PSNW,SCOH
Motor Sports Hour (Sunoco Shootout)   07/28   11:30PM-12:30AM   SCC
Motor Sports Hour (Sunoco Shootout)   07/29    12:00-1:00AM     SCP
This Week In NASCAR w/Eli Gold (T)    07/29    12:00-1:00AM     SCNY
AMA SUPPORT DIVISION (T)              07/29    12:00AM        HSE,PRTK
AMA SUPPORT DIVISION (T)              07/29    12:30AM          SCC
Motor Sports Hour (Sunoco Shootout)   07/29    1:00-2:00AM      SCNY
AMA SUPERCROSS, LAS VEGAS (T)         07/29    1:00-2:00AM      ESPN
This Week In NASCAR w/Eli Gold (T)    07/29    1:00-2:00AM     HSE,SCP
FORMULA II SUPERCUP (T)               07/29    1:30AM           PRTK
This Week In NASCAR w/Eli Gold (T)    07/29    1:30-2:30AM      SCC
Motor Sports Hour (Sunoco Shootout)   07/29    2:00-3:00AM      HSE
Speed Racer (cartoon)                 07/29    3:30-4:00AM      MTV
UNLIMITED HYDROPLANES, MADISON (T)    07/29    4:00-5:00AM      ESPN
Motor Sports Hour (Sunoco Shootout)   07/29    4:00-5:00AM      NESN
The Power & The Glory                 07/29    6:00-6:30AM      A&E
This Week In NASCAR w/Eli Gold (T)    07/29    7:00-8:00AM      EMPS,
						  KBL,MSG,PASS,PSN,SCP
This Week In NASCAR w/Eli Gold (T)    07/29    9:00-10:00AM     SCNY
This Week In NASCAR w/Eli Gold (T)    07/29    10:00-11:00AM    EMPS,
					     KBL,MSG,PASS,PSN,SCNE,SCP
Motor Sports Hour (Sunoco Shootout)   07/29    2:00-3:00PM      HSE
Motor Sports Hour (Sunoco Shootout)   07/29    4:00-5:00PM      NESN
This Week In NASCAR w/Eli Gold (T)    07/29    6:00-7:00PM      MSG,
							 PRTK,PSN,SCP
MotoWorld                             07/29    6:30-7:00PM      ESPN2
SpeedWeek                             07/29    7:30-8:00PM      ESPN
USAC SPRINTS, INDIANAPOLIS (T)        07/29    8:00-10:00PM     ESPN
Motor Sports Hour (Sunoco Shootout)   07/29    8:00-9:00PM      SCOH
MotoWorld                             07/29    10:00-10:30PM    ESPN
NASCAR, WINSTON WEST (T)              07/29    11:00PM          PSN2
This Week In NASCAR w/Eli Gold (T)    07/30    12:30-1:30AM   HSE,SCC
AMA SUPPORT DIVISION (T)              07/30    5:00AM           PRTK
This Week In NASCAR w/Eli Gold (T)    07/30    6:00-7:00AM      PRTK

		  ----------COMING EVENTS----------

Road To The Brickyard                 07/30    2:00-2:30PM      ESPN
FORMULA 1, GERMANY (L)                07/31    7:30-10:00AM ESPN,TSN,
								 RDS [1]
BUSCH GN, HICKORY (L)                 07/31    1:00PM           TNN
INDYCAR, BROOKLYN, MI (L)             07/31    12:00-3:30PM     ESPN [1]
ASA, TOPEKA (L)                       07/31    3:00PM           TNN
EXXON SUPREME, LAGUNA SECA (T)        07/31    4:00-5:00PM      ESPN2
NHRA, NATIONALS, SEARS POINT (?)      07/31    tba              tba
IMSA, WSC SERIES, LAGUNA SECA (T)     07/31    7:00-9:00PM      ESPN2
BRICKYARD 400 QUALIFICATION (L)       08/04    2:30-4:00PM      ESPN
BUSCH GN, INDIANAPOLIS (?)            08/05    tba              tba
BRICKYARD 400 QUALIFICATION (L)       08/05    3:00-4:00PM      ESPN
Brickyard 400 Preview                 08/05    8:30-9:30PM      ESPN
Brickyard 400 Pre-race                08/06   11:00AM-12:00PM   ESPN
BRICKYARD 400 (L)                     08/06    12:00PM          ABC
SAAB PRO SERIES, LAGUNA SECA (T)      08/07    1:30-2:00AM      ESPN
NHRA, NATIONALS, KENT (?)             08/07    tba              tba
NHRA, TOPEKA (T)                      08/07    5:00-6:30PM      TNN
FORMULA 1, HUNGARY (L)                08/14    7:50-10:00AM ESPN,TSN,
								 RDS [1]
WINSTON CUP, WATKINS GLEN (L)         08/14    1:00PM           ESPN
INDYCAR, LEXINGTON, OH (L)            08/14    3:00-5:00PM      ABC [1]
NHRA, SEARS POINT (T)                 08/14    4:00PM           ESPN
EXXON SUPREME, PORTLAND (T)           08/14    4:00-5:00PM      ESPN2
IROC #4, MICHIGAN (T)                 08/14    tba              ABC
IMSA, WSC SERIES, PORTLAND (T)        08/14    7:00-9:00PM      ESPN2
NHRA, DENVER (T)                      08/15    12:00-1:30AM     TNN
NHRA, DENVER (T)                      08/19    3:30-5:00AM      TNN
NHRA, NORTHWEST NATIONALS (T)         08/19    4:00PM           ESPN
BUSCH GN, MICHIGAN (?)                08/20    tba              tba
INDYCAR, LOUDON (SD)                  08/21    8:30-10:30PM     ESPN [1]
WINSTON CUP, MICHIGAN (L)             08/21    12:30PM          CBS
NHRA, NATIONALS, BRAINERD (?)         08/21    tba              tba
SAAB PRO SERIES, MID-OHIO (T)         08/23    1:00-1:30AM      ESPN
BUSCH GN, BRISTOL (?)                 08/26    tba              tba
PORSCHE CUP, GERMANY (T)              08/27    3:00PM           ESPN
WINSTON CUP, BRISTOL (L)              08/27    7:40PM           ESPN
FORMULA 1, BELGIUM (L)                08/28    7:50-10:00AM ESPN,TSN,
								 RDS [1]
ASA, BADGERLAND 150, MILWAUKEE (L)    08/28    3:00PM           TNN
NHRA, MN (T)                          08/28    6:00PM           ESPN

[1] CBC also carries all F1 and most IndyCar races.  The races are 
usually broadcast on a tape-delayed basis at 11:37PM ET on the evening 
following the race.  I understand that it is not uncommon for CBC to 
delay the broadcast as much as an hour beyond the 11:37PM start, so 
please use extra caution if you plan to tape the race.  If you have 
access to it, and your French isn't too rusty, you may also want to 
check out RDS.  RDS broadcasts every F1 race and most IndyCar races, and 
their F1 coverage usually also includes a 30 minute prerace show.  RDS 
and TSN generally use the ESPN feed, while CBC generally uses the BBC 
feed.  The exception to these rules is the Canadian Grand Prix.  Only 
CBC and SRC have the rights to the Canadian GP.  Thanks to Pierre 
Mailhot and Tak Ariga for info. on coverage in Canada.

* Network Designations

A&E      Arts & Entertainment Network
AMC      American Movie Classics
CBC      Canadian Broadcasting Corporation
EMPS     Regional Sports Network (New York)
ESPN     ESPN Sports Network
ESPN2    ESPN Sports Network 2
HBO      Home Box Office
HSE      Regional Sports Network (Houston)
HTS      Regional Sports Network (Baltimore & DC)
KBL      Regional Sports Network (Pittsburg)
MAX      Cinemax
MPT      Maryland Public TV
MSC      Midwest Sports Channel
MSG      Madison Square Garden
MTV      Music(?) Television
PASS     Regional Sports Network (Detroit)
PRTK     Regional Sports Network (LA)
PSN      Prime Sports Network
PSN2     Prime Sports Network (Midwest & Mountains)
PSNW     Prime Sports Network (Northwest)
QVC      home shopping
RDS      Radio Des Sports (Canada - French)
SCC      Sports Channel Chicago
SCNE     Sports Channel New England
SCNY     Sports Channel New York
SCOH     Sports Channel Ohio
SCP      Sports Channel Pacific
SHOW     Showtime
SPTS     Sport South Network
SRC      Societe Radio-Canada (French)
SUN      Sunshine Network (Regional Sports Network, SE USA)
TBS      Atlanta "Super Station"
TNN      The Nashville Network
TSN      The Sports Network (Canada - English)
USA      USA Network
WBFF     Baltimore
WDCA     Washington, DC
WGN      Chicago "Super Station"
WJZ      Baltimore
WOR      New York "Super Station"
-------


From challenge.dsea.com!hotrod@dsea.dsea.com Thu Jul 21 19:37:01 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu
Subject: Re: Need Engine Advice     

Reply-to: hotrod@dsea.com
Posted-Date: Thursday, Jul 21 1994 11:27:41
X-Sequence: 62
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X-comment: Send comments and trouble reports to frank@dsea.com
Approved: frank@dsea.com
>From ece00@mfg.amdahl.com (Earl C Edgerton)     


I wrote:

: The only major difference between the 400 & 429-460 is that the 429-460 is approx.
: 2 inches longer.  You had better measure the distance to your radiator. 

Mark wrote:

:     The only things that are the same on these two engine families are the
: rear bellhousing bolt pattern and the distributor.  Other than that, there
: isn't anything that interchanges.  The 429/460 is considerably heavier, too.


I didn't mean to imply that the engine parts were interchangable.  The
orignal post simply wanted to know if a 429/460 could be installed
where a 400 was.  And Yes it can as long as you have sufficient room
(firewall to radiator). I built a 55 Ford F-100 and orignally installed
a 400. Due to the need for more HP, I installed a 429.  The engine
bolts up no problem to the bell housing, as Mark said.  If you use the
motor mounts that came with the 429, they will bolt right to your
crossmember.  However, after it was installed I was unable to bolt my
fan on.  So I went ahead and installed 2 electric fans....no
problem...even worked out better!!!

Earl
 



From challenge.dsea.com!hotrod@dsea.dsea.com Thu Jul 21 20:21:56 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu
Subject: Re: A/C thoughts      

Reply-to: hotrod@dsea.com
Posted-Date: Thursday, Jul 21 1994 11:33:03
X-Sequence: 63
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X-comment: Send comments and trouble reports to frank@dsea.com
Approved: frank@dsea.com
>From Ron Rader aka PTM     

>>  GM cars require a simple adapter to connect your hose connector to
>>the high side of the system.  Can be had cheaply.
>
>Interesting.  My gauge set works as-is on my old GM stuff.  Did GM
>change the fittings?  If so, in what year?

  I have absolutely no idea, but I had to use my adapter on my '84
S-10.

>Yes.  You need a lot more than 29 inches to do a proper job of
>cleaning out the system.

  I don't have my vapor pressure curves handy, but as far as I know
(which admittedly could be precious little) the main use of vacuum
in A/C repair is simply to lower the boiling point of water enough
to insure that the system is dry as a bone.  (Water reacts with R-12
to produce corrosives; I don't know the reactions).

  What's the boiling point of H2O @ 30"Hg, 29"Hg, 28"Hg?

  What other volatiles might be found in your average R-12 system
that could be removed through vacuum?

>If you do get into recycling Freon then be sure that you capture
>all the nasties that can exist in used Freon.

  I wonder exactly what those recycling units contain in order
to neutralize all the crap found in used R-12.  Anyone ever had
the chance to use or inspect one?

  Ron "Duh" Rader


From challenge.dsea.com!hotrod@dsea.dsea.com Thu Jul 21 20:54:51 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu
Subject: Re: Cam Spec ideas for my 473FE...  

Reply-to: hotrod@dsea.com
Posted-Date: Thursday, Jul 21 1994 11:38:29
X-Sequence: 64
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X-comment: Send comments and trouble reports to frank@dsea.com
Approved: frank@dsea.com
>From lusky@knuth.mtsu.edu (Jonathan R. Lusky)     

Hotrod List writes:
> 
> Reply-to: hotrod@dsea.com
> Posted-Date: Wednesday, Jul 20 1994 09:22:08
> X-Sequence: 51
> X-gifs-to: met@pine.cse.nau.edu
> X-gifs-from: ftp.nau.edu
> X-archives: ece.rutgers.edu
> X-comment: Send subscription and drop requests to hotrod-request@dsea.com
> X-comment: Send comments and trouble reports to frank@dsea.com
> Approved: frank@dsea.com
> >From martinjo@oasys.dt.navy.mil (John Martin)      
> 
> >I've been playing around with my Engine Analyzer program trying to find
> >the best cam.  I want, of course, maximum power throughout the power
> 
> WHERE CAN I GET THIS PROGRAM???

From Summit.  (216) 630-0200 (order line -- always busy)

                        0230 (customer service)
                        0240 (tech support)
[ New order line: 216 630 0290.  Hardly ever busy, but very limited. -FEP ]
-- 
Jonathan R. Lusky  --  lusky@knuth.mtsu.edu
 "Turbos are nice but I'd rather be blown!"
    68 Camaro Convertible - 350 / TH350
       80 Toyota Celica - 20R / 5spd


From challenge.dsea.com!hotrod@dsea.dsea.com Thu Jul 21 21:56:55 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu
Subject: Refrigerant        

Reply-to: hotrod@dsea.com
Posted-Date: Thursday, Jul 21 1994 11:49:25
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>From jgd@dixie.com (John De Armond)     

>There was discussion of recharging an A/C system with propane some
>time ago.  Has anyone actually *done* this?  I am considering it,
>and would like pointers on exactly what type of propane I need,
>where to get it, etc.  I have a set of gauges, do I use the pressures
>etc. specified in the service manual or something else?

Propane by itself won't work.  The vapor pressure is too high.  In order
to duplicate the vapor pressure curve of R-12, one must use the 
78% propane, 22% isobutane mix previously discussed.  A short discussion
of why.

Refrigeration occurs when a liquified gas is sprayed into the evaporator
where the pressure is low enough that it boils.  The boiling refrigerant
carries off the heat in the form of latent heat of vaporization of the
refrigerant.  This heat is released in the condenser when the gas is
compressed to a pressure sufficient to liquify it again.  Any substance
that boils at a reasonable pressure in the 30-40 deg f range, and 
condenses at a reasonable pressure in the 100-140 deg range, and whose
critical temperature (the temperature above which the substance will not
liquify regardless of the pressure) is sufficiently high will work as
a refrigerant.  That includes water, most light hydrocarbons, ammonia,
carbon dioxide, sulfur dioxide and so on.  Freons are used because they
are non-toxic, have a reasonably high latent heat of evaporation, reasonably
low enthalpy, reasonably non-flammable, reasonably easy to make, chemically
inert and dissolves oil.  Pretty neat stuff, neat enough that it was almost
inevitable that the neo-luddite econazis would discover or invent a reason
to ban it.  The light hydrocarbons have almost the same characteristics 
with the one exception that they are more flammable.  Any of them could
be used under the proper conditions.

The complication is the expansion valve, the device that meters 
liquid refrigerant into the evaporator.  The expansion valve is 
an active control element that meters refrigerant according to the 
heat load in order to maintain a given superheat.  Superheat is simply
the amount of extra heat added to the refrigerant in the evaporator
after it has boiled. The reason one wants superheat is that it is 
most desirable to have all the refrigerant evaporate in the evaporator.
Any liquid refrigerant that escapes the evaporator is wasted as far
as cooling is concerned.  The expansion valve has a thermal bulb 
that measures the evaporator outlet temperature.  The force generated
by the thermal bulb is balanced across a diaphram by the pressure in
the evaporator and by a spring which supplies the superheat bias.  
The valve functions such that at a given temperature, the valve opens
to admit more refrigerant as the pressure drops.  The valve closes
to restrict the refrigerant as the temperature drops.  The relationship
between the temperature and the vapor pressure of the refrigerant is 
non-linear so the way to enable the valve to maintain the superheat
constant over the whole temperature range of interest is to fill the
thermal bulb with the refrigerant of interest.  The thermal bulb on
your car A/C is filled with R-12.  This is why any substitute refrigerant
must duplicate the characteristics of R-12.  Unless one refills the 
thermal bulb with another refrigerant, of course.

I have experimentally done just that.  I have removed the R-12 from
an expansion valve and filled it with ordinary butane, as is used in
lighters.  This is NOT isobutane and has a much lower vapor pressure, 
low enough that the evaporator runs near zero psi during normal operation.
Even though the pressures are lower, this substance works just fine.

Refitting an expansion valve with new refrigerant is pretty easy.  Most
automotive valves have nothing more than a capillary tube for a thermal
bulb.  Simply cut the very tip of the tube off to release the old
refrigerant.  then silver-solder a shraeder valve to the end so that the
capillary tube can be connected to a set of gauges and a vacuum pump.
Pull a good vacuum on the tube, fill it with gaseous new refrigerant,
evacuate again and bring the pressure back up to atmospheric with
refrigerant.  The entire expansion valve and most of the capillary tube
must next be refrigerated to below that temperature where the new
refrigerant is a liquid at ambient pressure.  This is so the refrigerant
will condense in the valve and tube and completely fill it.  For butane,
one can use dry ice and alcohol or ice and salt.  Gaseous refrigerant is
admitted to the tube until the tube fills with refrigerant.  One can
connect the tube to the refrigerant source with a short chunk of tygon
tubing so one can observe when the whole thing is full of liquid
refrigerant.  When the tube is full, use crimp on lug pliars or
something similar to crimp the tip of the tube tightly shut.  Score the
tube upstream of the crimp, break the tube and quickly silver-solder the
end shut.  That does it.

The superheat must be set.  This is normally done by an adjustment
accessable through the outlet port of the valve.  To set the superheat,
one needs a source of pressure, a gauge and a thermometer.  Connect the
gauge and pressure source to the outlet port (flow backward.) Measure
the temperature of the capillary tube.  Subtract 10 degrees from that
value.  This is the superheat.  Look that temperature up on the
refrigerant's vapor pressure table and note the PSI.  Turn on the
pressure source regulated to a low flow and adjust the superheat screw
to achieve this pressure.  For example, if the temperature is 70
degrees, subtract 10 to get 60.  If the vapor pressure is 30 psi, set
the pressure to that value.  (these are made-up numbers - consult the
vapor pressure table for your refrigerant of interest.  Put the system 
back together, charge it with the new refrigerant and enjoy.

If your system has a POA valve or other similar anti-frost 
suction line pressure regulator (most modern vehicles) the situation is
more complicated.  Most POA valves are non-adjustable so if a refrigerant
far removed from R-12 is used, the valve will have to be removed and 
frost-up protection implemented with a pressure switch that turns the
compressor off when the evaporator pressure gets low enough to 
cause frosting.

In case anyone is thinking of using R-22, forget it.  Not only are the 
pressures too high, the critical temperature is too low, low enough that
it can easily be reached in the summer.  Ditto for propane.  Ordinary 
butane is the best refrigerant commonly available without econazi 
restrictions.

Lastly, if you do such a conversion, please, pretty please, permanently
label the system so the next owner won't get an unpleasant surprise.

John


-- 
John De Armond, WD4OQC, Marietta, GA    jgd@dixie.com 
Performance Engineering Magazine.  Email to me published at my sole discretion
Respect the VietNam Vet, for he has survived every attempt by this country
to kill him.


From challenge.dsea.com!hotrod@dsea.dsea.com Thu Jul 21 22:47:55 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu
Subject: need advice changing bushings..     

Reply-to: hotrod@dsea.com
Posted-Date: Thursday, Jul 21 1994 11:54:53
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>From sravet@bangate.compaq.com        



Ok, so maybe this isn't exactly hot-rod material.  But then, maybe these
are super hi-po power bushings.  anyway, I gotta fix the broken stuff
before I "improve" other stuff....

I need to change the front upper control arm bushings in my '78
monte carlo.  The factory manual implies that the control arm must
be removed first.  :-(   Is there a way to change it on the car?
I had the retaining nut off last night, but even with the weight off
the tire I was unable to remove the old bushing.  What if I compress
the spring in place?

[ I was under the impression that these things generally need to 
be pressed in and out.  I may well be wrong, but they are often
very tight.  -FEP ]

There was discussion of recharging an A/C system with propane some
time ago.  Has anyone actually *done* this?  I am considering it,
and would like pointers on exactly what type of propane I need,
where to get it, etc.  I have a set of gauges, do I use the pressures
etc. specified in the service manual or something else?

Steve Ravet	sravet@bangate.compaq.com
"Baby you're a genius when it comes to cooking up some chili sauce...."



From challenge.dsea.com!hotrod@dsea.dsea.com Fri Jul 22 07:12:27 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu
Subject: No Subject Line

Reply-to: hotrod@dsea.com
Posted-Date: Friday, Jul 22 1994 01:22:03
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>From hotrod@dsea.com

This is what will become a periodic posting of the charter of the hotrod
mailing list.  With all the new participants  we are picking up from
the alt.hotrod group, many have probably not seen this.  It is automatically
posted twice a month, on the 1st and on the 15th.

I wrote the charter in consultation with several people who helped get the
list going.  It has changed several times over the about 2 years the list
has been going.  If you think there needs to be another change, then
by all means bring it up for discussion.  My experience has been that 
most people don't seem to care a whole lot about the charter so 
I try to seek a consensus among those who do.

John
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From challenge.dsea.com!hotrod@dsea.dsea.com Mon Jul 25 14:08:46 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu
Subject: Re: A/C thoughts (fwd)     

Reply-to: hotrod@dsea.com
Posted-Date: Monday, Jul 25 1994 09:22:03
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>From jgd@dixie.com (John De Armond)     

>  What's the boiling point of H2O @ 30"Hg, 29"Hg, 28"Hg?

I don't have my table handy either cuz it's packed for the Great Move
but I know that it takes a much better vacuum than the average
refrigeration pump is capable of to boil water at room temperature.
The typical pump will make water evaporate faster but it won't 
cause it to boil out of places where it might be absorbed.  
What I do is pull as good a vacuum as I can and then heat the system with
a heat gun.  Seems to work.

>  I wonder exactly what those recycling units contain in order
>to neutralize all the crap found in used R-12.  Anyone ever had
>the chance to use or inspect one?

Nothing other than a tank, a pump, maybe an oil separator and maybe
a dryer.  The law says that recaptured freon is not to be re-installed
in any other system and must be returned to a reprocessing station.
No service tech I've ever talked to does it that way because he would
then have to buy his freon back from the reprocessor.  As long as water
doesn't drip out the hoses, most all of them just tank it and reuse
it.

John



From challenge.dsea.com!hotrod@dsea.dsea.com Mon Jul 25 15:31:29 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu
Subject: Re: Universal Master cylinder.     

Reply-to: hotrod@dsea.com
Posted-Date: Monday, Jul 25 1994 09:27:30
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>From OADDAB@STDVAX.GSFC.NASA.GOV (DIRK BROER)      



>Looking for a source for a "universal" dual master cylinder/non power for
>a custom.

If your looking for a stock type system - consider the corvette ones.  
Corvettes have 4-wheel disks that are almost exactly the same.  So the 
master cylinder has equal volume for the front and rear brakes.  When using 
a stock master cylinder you must use a stock type proportioning valve to 
maintain the safety of a dual brake system.

If you want aftermarket - look at Circle Track magazine.  They have true 
dual systems with a balance bar inbetween.

Holp this helps
Dirk


From challenge.dsea.com!hotrod@dsea.dsea.com Mon Jul 25 17:40:03 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu
Subject: Re: need advice changing bushings..    

Reply-to: hotrod@dsea.com
Posted-Date: Monday, Jul 25 1994 09:32:59
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>From Luis Maclean       

> I need to change the front upper control arm bushings in my '78
> monte carlo.  The factory manual implies that the control arm must
> be removed first.  :-(   Is there a way to change it on the car?
> I had the retaining nut off last night, but even with the weight off
> the tire I was unable to remove the old bushing.  What if I compress
> the spring in place?
>
> [ I was under the impression that these things generally need to
> be pressed in and out.  I may well be wrong, but they are often
> very tight.  -FEP ]
>
> Steve Ravet  sravet@bangate.compaq.com
> "Baby you're a genius when it comes to cooking up some chili sauce...."

Steve,
     It has been a very long time since I replaced the bushings on my '72 Nova
(now long gone) I recall that I removed the upper control arm entirely from
the car without touching the spring. Back then I didn't many tools or much
experience so it couldn't have been too hard.

I replaced the bushing by heating the rubber of the old one to remove the
inside of the bushing and then pounding out the metal sleeve. I then beat the
new one in using a piece of pipe and a pipe cap so as to not damage the new
one. It was way too much work! Dummy me didn't even think of going to a machine

shop back then.:-) I agree with Frank; take it to a machine shop.

Luis
lmaclean@magnus.acs.ohio-state.edu


From challenge.dsea.com!hotrod@dsea.dsea.com Mon Jul 25 19:05:40 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu
Subject: Re: need advice changing bushings    

Reply-to: hotrod@dsea.com
Posted-Date: Monday, Jul 25 1994 09:38:28
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>From OADDAB@STDVAX.GSFC.NASA.GOV (DIRK BROER)      


>Ok, so maybe this isn't exactly hot-rod material.  But then, maybe these
>are super hi-po power bushings.  anyway, I gotta fix the broken stuff
>before I "improve" other stuff....

Well have you looked into either Global West's Delalum (delron is main 
material) bushings - about $200+ a set or Herb Adams VSE's Nyliner (using 
Thomson Industries Nyliner inserts - this is a linear bearing company - 
industrial stuff) - about $100 a set from Summit (sold under Moroso name).  
The Moroso bushings are very popular with the circle track crowd esp in 
street stock classes - you can't do much to the suspension so you want what 
you have to work the best way possible.  Both the above companies highly 
recommend NOT using PolyUrathane for the following reasons:
1) Poly Urathane cold flows - that means under stress your alignement would 
permanently change.
2) Polyurathane squeaks
3) Polyurathane binds - this in effect preloads your suspension.

As far as harshness of ride all 3 options are about the same (according to 
people who've tried).

I'm about to change the bushings on my corvettes.  One has to be done 
yesterday one can wait.  Because of budget, I think I'll go with the Herb 
Adams bushings - they're in stock at Summit (I amazingly got through on my 
3rd try!)

As far as removing the old... I'm going to do a complete front end rebuild 
- new ball joints etc.  So for me the way to do it is to remove the A-arm 
completely.  This will give me the chance to detail everything.  Any 
bushing that doesn't come out will be burned out with a plumber's torch.  
This should not get hot enough to weaken the metal - just hot enough to 
melt/brun the rubber.  By the condition of one of my upper's I suspect some 
of the bushings will fall out.  I intend to clean up the hole using some 
light emory paper on a die grinder.  The aftermarket bushings all have 
aluminum sleeves that are supposidly a press fit.  I might just pay someone 
to do this.  Once installed and greased I expect the suspension to just 
flop around - along a very controlled arc.  New ball joints - definitly 
reuiring a press, and I'm still debating about springs - I really don't 
want the car to ride any lower - well may 1/2" but I can get that by 
cutting 1/2 a coil out.

BTW I'm parting out a '71 Monte Carlo for a friend.  It has aftermarket 
sway bars and PolyUrathane busings - If someone wants them E-mail me ASAP.  
The motor comes out Saturday Morning and the junk yard gets what's left.
IMHO - its not worth the hassle to get the bushings out of the A-arms - but 
if someone really wants them...make offer or come to Maryland and get them 
for free (you remove).

Dirk



From challenge.dsea.com!hotrod@dsea.dsea.com Mon Jul 25 19:25:58 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu
Subject: Re: 4x4 Conversion      

Reply-to: hotrod@dsea.com
Posted-Date: Monday, Jul 25 1994 09:43:57
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>From garvin@java.newport.sgi.com        


I know some guys that do this for a living.  The name of the shop is
Dependable Off Road.  There phone is 714-771-1490.  They have done such
projects as making a 1-Ton Ford van into a 4X4 w/36" tires.  It road like a
Caddy with lots of travel.  They can tell if it's worth your while.  I
would suggest using either Dana 60 diffs or at least corporate 1-Ton
axeles.  One of the owners put 1-Ton stuff under his 87 Chevy shortbed.  I
have a '90 K1500 w/6" Superlift and lots of other mods.  I've been happy
with all the work they've done.  Talk to Steve if you call.

Get Dirty!




From challenge.dsea.com!hotrod@dsea.dsea.com Mon Jul 25 20:04:32 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu
Subject: 85 Z28 tune port     

Reply-to: hotrod@dsea.com
Posted-Date: Monday, Jul 25 1994 10:05:56
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>From gdumpit@auspex.com (George Dumpit)      


I'm currently contemplating on buying an 85' Z28 with
tune port injection.  Does anybody have pros/cons about
this year f-body.  I seem to recall something about the
tune ports of this vintage having problems, but I'm not
sure.  Any comments would be appreciated.

thanks,
George
gdumpit@auspex.com


From challenge.dsea.com!hotrod@dsea.dsea.com Mon Jul 25 22:00:22 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu
Subject: ATF in manual gearbox     

Reply-to: hotrod@dsea.com
Posted-Date: Monday, Jul 25 1994 09:49:28
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>From vdavis1@umbc.edu (davison vernon)      


I was talking to a mechanic (one who I respect) the other day and
he said that there is no problem with using Automatic Transmission
Fluid in a transfer case, manual transmission, or rear-end. Even though
the books and manuals all specify 90-weight - does this seem okay?
Anyone have experience with this?  How about synthetics?  I'm looking
to make my 'classic' bronco last as long as possible.

Thanks in Advance.

~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
vdavis1@gl.umbc.edu   
Vern Davison                 < Click here for Witty Saying >

~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~



From challenge.dsea.com!hotrod@dsea.dsea.com Mon Jul 25 22:51:43 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu
Subject: ATF in manual gearbox     

Reply-to: hotrod@dsea.com
Posted-Date: Monday, Jul 25 1994 09:54:58
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>From jgd@dixie.com (John De Armond)     

>I was talking to a mechanic (one who I respect) the other day and
>he said that there is no problem with using Automatic Transmission
>Fluid in a transfer case, manual transmission, or rear-end. Even though
>the books and manuals all specify 90-weight - does this seem okay?
>Anyone have experience with this?  How about synthetics?  I'm looking
>to make my 'classic' bronco last as long as possible.

I have run ATF in gearboxes for years.  It sometimes makes the gear
engagement harsher.  I'd be reluctant to use it in limited slip
rear ends or those that use hypoid gears because of the lack of 
extreme pressure additives.

John



From challenge.dsea.com!hotrod@dsea.dsea.com Mon Jul 25 23:30:25 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu
Subject: A/C thoughts       

Reply-to: hotrod@dsea.com
Posted-Date: Thursday, Jul 21 1994 12:00:20
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>From jgd@dixie.com (John De Armond)     

>>  One project I'd like to build would be a Freon recycling unit.  I've
>>tried to rent recycling units before, but _even_though_they_all_rent_
>>vacuum_pumps_ (at the current time), nobody will touch recycling units
>>due to fear of the EPA Nazis coming down!
>
>If you do get into recycling Freon then be sure that you capture
>all the nasties that can exist in used Freon.  In addition to water
>you may find HF, a product of decomposition of Freon.  Depending
>on the failure mode of the system there can be lots of other nasties
>in there too.

My "recycling unit" consists of an old hermetic compressor from a
refrigerator, a large suction line dryer (10 ton rebuildable)
and a tank.  I test the freon for acid using the convenient acid test
kit available from, among others, Sealed Power.  This involves nothing
more than spraying a little mist on a test strip and observing the color
change.  Acidic freon somehows manages to just leak away... :-)

What I do is pump the freon from the system into a tank.  When the tank
has a decent inventory, I distill it by inverting the tank, connecting
a gauge set to the tank and to the suction of the  pump through the 
dryer so that I can use the valve on the gauge set as an expansion 
device, and connect the outlet of the pump to another cylinder.  
I invert the "source" cylinder and draw off liquid which I allow to very
slowly expand through the gauge valve.  Any non-condensables are trapped
in the source tank vapor space.  Dissolved impurities are carried
to the filter/dryer and absorbed.  The purified freon then collects in
the receptacle tank, condensing on the walls of the tank.  Properly done,
it takes several hours to distill a 30 lb tank of freon.  Right before
the last liquid is drawn from the "source" tank, the process is stopped,
the tanks disconnected and the residual allowed to er, escape.

John



From challenge.dsea.com!hotrod@dsea.dsea.com Tue Jul 26 00:34:25 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu
Subject: Re: Need Engine Advice     

Reply-to: hotrod@dsea.com
Posted-Date: Monday, Jul 25 1994 10:00:29
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>From maz@cray.com (Mark A Zimmerman)     



: The only major difference between the 400 & 429-460 is that the 429-460 is approx.
: 2 inches longer.  You had better measure the distance to your radiator. 

     The only things that are the same on these two engine families are the
rear bellhousing bolt pattern and the distributor.  Other than that, there
isn't anything that interchanges.  The 429/460 is considerably heavier, too.

Mark Zimmerman, '69 Mach I



From challenge.dsea.com!hotrod@dsea.dsea.com Tue Jul 26 15:20:46 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu
Subject: U-Joint?        

Reply-to: hotrod@dsea.com
Posted-Date: Tuesday, Jul 26 1994 10:22:02
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>From Matt Beaker Graham      

	I've got a '77 Camaro that I dropped a 406 & TH350 into.  The 
problem is that I get this nasty "shuddering" almost every time I accelerate
from stop, primarily when I'm turning the wheels.  Is this a U-Joint problem,
as has been suggested to me?  Any suggestions would be appreciated.

Matt Graham

[ I had a problem somewhat like this, but only after the car was 
warmed up.  It turned out to be due to slightly different tire
pressures in the two rear tires.  This condition created slightly
different wheel radii, causing the limited slip differential to 
heat up, and eventually chatter and "shudder".  Could be a stuck
u joint, though.  -FEP ]



From challenge.dsea.com!hotrod@dsea.dsea.com Tue Jul 26 16:17:24 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu
Subject: Re: 85 Z28 tune port    

Reply-to: hotrod@dsea.com
Posted-Date: Tuesday, Jul 26 1994 10:27:37
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>From Tom Wylie       

On Mon, 25 Jul 1994, George Dumpit wrote:

> 
> I'm currently contemplating on buying an 85' Z28 with
> tune port injection.  Does anybody have pros/cons about
> this year f-body.  I seem to recall something about the
> tune ports of this vintage having problems, but I'm not
> sure.  Any comments would be appreciated.
> 
> thanks,
> George
> gdumpit@auspex.com
> 

I had an '85 TA with the 305 TPI motor.  I heard of injectors clogging 
easily but I never had that problem with mine. I always used Mobil 
detergent super unleaded.  I had the car for about 60K miles.

Tom Wylie (aka Wyle E. Coyote)        			  twylie@world.std.com
1968 Camaro - 327/365 		"It's too bad she won't live....
1990 GMC V-Jimmy 			....but then again who does?" -Gaff
1994 Grand Am (not pink) courtesy of Mary Kay Cosmetics	



From challenge.dsea.com!hotrod@dsea.dsea.com Tue Jul 26 17:30:47 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu
Subject: RE: A/C Tools      

Reply-to: hotrod@dsea.com
Posted-Date: Tuesday, Jul 26 1994 10:33:14
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>From "Robert Gallant"       


Any idea how much oil you should add to a system that has been completely 
open?

My service manual (86 Rx7) does not mention the AC at all.  The manual for 
the corvette is very specific as to how much oil and where it should be added.

Later

Rob
gallant@oasys.dt.navy.mil



From challenge.dsea.com!hotrod@dsea.dsea.com Tue Jul 26 18:10:00 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu
Subject: Re: ATF in manual gear box.   

Reply-to: hotrod@dsea.com
Posted-Date: Tuesday, Jul 26 1994 10:38:50
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>From OADDAB@STDVAX.GSFC.NASA.GOV (DIRK BROER)      

>I was talking to a mechanic (one who I respect) the other day and
>he said that there is no problem with using Automatic Transmission
>Fluid in a transfer case, manual transmission, or rear-end. Even though
>the books and manuals all specify 90-weight - does this seem okay?
>Anyone have experience with this?  How about synthetics?  I'm looking
>to make my 'classic' bronco last as long as possible.

The T-5 transmission - 82-92 Camaro 5.0's and all mustang 5.0 either came 
from Borg Warner filled with ATF or some where shipped empty to let the 
factory fill them with ATF.  Someone on the mustang list actually called BW 
to find this out.  The only problem with ATF is it tends to leak easily - 
so it should be checked more often.  It is IMHO much easier to use than the 
thick gear oil.  To fill you can run a tube down from the firewall into the 
fill plug and pour from up top - no messy pumps.  It flows fast enough cold


From challenge.dsea.com!hotrod@dsea.dsea.com Tue Jul 26 19:36:10 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu
Subject: Anybody home? Cam question     

Reply-to: hotrod@dsea.com
Posted-Date: Tuesday, Jul 26 1994 10:44:26
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>From met@pine.cse.nau.edu (MTN-KAT)       

Hope this isn't a repeat, I sent a post just before John signed off and never
saw it arrive on the news.

I've been playing with my Engine Analyzer and doing some cam swaps thereby.
I'm getting some incredible results from this cam grind;
        centerline      lift    dur@.050        dur
I         106           .580       236          284
E         112           .600       276          324

The low end torque is STRONG reaching 500+ ft-lbs by 2500 and keeping it till
after 6000. The horse power picks up like an ox at 4500 and reaches 600Hp at
6500.
If I run the cam with the same specs except to use a 112 centerline on the
intake I lose an astounding amount of low and midrange torque as well as top
end horses. 
I've noticed some cams being ground with different centerlines but the .050
durations are about the same.
Is there some reason that this cam won't work in the real world?
I can get UltraDyne to grind one for ~150.00, maybe more if the configuration
requires a roller. Kinda prefer a roller anyways.

Millam


From challenge.dsea.com!hotrod@dsea.dsea.com Wed Jul 27 16:13:18 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu
Subject: Boiling water in a vacuum    

Reply-to: hotrod@dsea.com
Posted-Date: Wednesday, Jul 27 1994 11:22:03
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>From ijames@helix.nih.gov (Carl F. Ijames)     

John responds to someone's question:
>>  What's the boiling point of H2O @ 30"Hg, 29"Hg, 28"Hg?
>
>I don't have my table handy either cuz it's packed for the Great Move
>but I know that it takes a much better vacuum than the average
>refrigeration pump is capable of to boil water at room temperature.
>The typical pump will make water evaporate faster but it won't
>cause it to boil out of places where it might be absorbed.
>What I do is pull as good a vacuum as I can and then heat the system with
>a heat gun.  Seems to work.

Vapor pressure of water at 20 C is 17.5 torr or 29.2 inches of mercury.
Boiling a container of water by pulling a vacuum is difficult because the
water cools by evaporation which lowers the vapor pressure (and
substantially lowers the evaporation rate).  Its easy to boil water (and
make ice simultaneously :-)) with a two-stage rotary vacuum pump (which
bases out at say 50 millitorr or less), but I imagine that a refrigeration
pump (exhausting to atmospheric pressure) would have a hard time.  The
evaporative cooling is also one reason why you should evacuate an AC system
for at least 30 minutes, even though by the gauge the water looks like it
is all gone.  Another is that the equilibrium vapor pressure of water
adsorbed in a molecular sieve (the drier) is greatly reduced (to less than
1 millitorr at 20 C), so it takes a long time to pump it dry (which is why
John recommended heating if possible).  So just where is the drier on my
'86 Buick Regal?  Is it in the accumulator?

Regards,

Carl Ijames     ijames@helix.nih.gov





From challenge.dsea.com!hotrod@dsea.dsea.com Wed Jul 27 17:24:09 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu
Subject: Re: ATF in manual gear box.   

Reply-to: hotrod@dsea.com
Posted-Date: Wednesday, Jul 27 1994 11:27:47
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>From hale@brooktree.com (bob hale)      


In recent years the auto manufacturers have started to use ATF
in a lot of manual transmissions and sometimes also in differentials.
This has been mostly an effort to try to coax a little bit more gas
mileage out of the cars.

I haven't heard of any muscle cars which use ATF for the gears.
Maybe somebody does and I haven't heard of it, but I would suspect
that ATF won't cut it when you are putting 400 HP through a T400
with a 2.5:1 ratio torque converter and 3:1 ratio first gear.

Bob Hale   hale@brooktree.com


From challenge.dsea.com!hotrod@dsea.dsea.com Wed Jul 27 18:38:33 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu
Subject: FW: U-Joint?       

Reply-to: hotrod@dsea.com
Posted-Date: Wednesday, Jul 27 1994 11:33:35
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>From "Ciciora Steve"       


	>I've got a '77 Camaro that I dropped a 406 & TH350 into.  The 
>problem is that I get this nasty "shuddering" almost every time I accelerate
>from stop, primarily when I'm turning the wheels.  Is this a U-Joint problem,
>as has been suggested to me?  Any suggestions would be appreciated.

>Matt Graham

Check to make sure your drive shaft/rear diff angle is 'correct' under
acceleration.  What I have heard happening is when the rear diff. twists under
acc. there is too much of an angle on the u-joint causing it to bind up.
-just a thought...
Steven Ciciora





From challenge.dsea.com!hotrod@dsea.dsea.com Wed Jul 27 20:15:30 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu
Subject: suspension and parts interchange     

Reply-to: hotrod@dsea.com
Posted-Date: Wednesday, Jul 27 1994 11:39:22
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>From "Ray A. Bradbury Jr."     

I own a '76 Monte Carlo and am interested in beefing up the suspension by 
swapping parts with any compatible performance car that uses the same 
frame and suspension.  I believe that the Nova and Malibu use the same 
frame, but am not sure. 

Could anybody out there tell me what will swap and what years to look at?
Also, I would like any suggestions anybody might have in this area.

[ Not much in the Global West catalog, to my suprise.  For the rear
end you can go with tublar control arms an big anti-sway bars, and
good shocks.

Better tires work well.  I have had good luck with progressve springs,
too.  You can lower the body on the frame by replacing the body
bushings.  All this takes time and $.   -FEP ]

General Info:  Slightly built 350 with TH350 and standard rear end. 
               P275/60 R15 all the way around.

Oh, while I am thinking about it, the larger tires have thrown my 
speedometer off.  Is there anyway to correct this?

Thanx for your help.

Ray Jr. "rooster"
magnum@iglou.com




From challenge.dsea.com!hotrod@dsea.dsea.com Wed Jul 27 21:02:55 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu
Subject: RE: A/C Tools      

Reply-to: hotrod@dsea.com
Posted-Date: Wednesday, Jul 27 1994 11:45:07
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>From Ron Rader aka PTM     

>Any idea how much oil you should add to a system that has been completely 
>open?

>My service manual (86 Rx7) does not mention the AC at all.  The manual for 
>the corvette is very specific as to how much oil and where it should be added.

  Depends on the system.  Some compressors have an oil sump, which may
be drained and refilled.  Some compressors have no sump, and rely on
the oil circulated through the system along with the refrigerant.
I believe with this type of system, you must drain the accumulator
or receiver, measure the amount of oil recovered, and add that much
+ another couple of ounces.

  Get a basic A/C service manual, which should explain how to figure
out oil capacity.

  What _I_ want to know is how the heck am I supposed to replace oil
in a system with no compressor sump.  Perhaps an oil injector that
could be connected to a manifold gauge set would work.  Does such a
beastie exist?

  Oh, thanks to John for sharing his experiments with different
refrigerants.  Fun thread... ;)

  Ron "Hot In The Truck" Rader


From challenge.dsea.com!hotrod@dsea.dsea.com Wed Jul 27 21:43:14 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu
Subject: Master Cylinder "Universal"      

Reply-to: hotrod@dsea.com
Posted-Date: Thursday, Jul 21 1994 11:43:58
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>From proosta@aol.com (Proosta)       

Looking for a source for a "universal" dual master cylinder/non power for
a custom.

Anyone know of a mail order source?




From challenge.dsea.com!hotrod@dsea.dsea.com Thu Jul 28 12:32:10 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu
Subject: composite construction help      

Reply-to: hotrod@dsea.com
Posted-Date: Thursday, Jul 28 1994 09:22:03
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>From nrd1pxm@nrd.ups.com (Peter Martin Contractor)     

Received: from escort (escort.nrd.ups.com) by nrd.ups.com (4.1/nfshost.1a)
	id AA01521; Thu, 28 Jul 94 08:11:27 EDT
Date: Thu, 28 Jul 94 08:11:27 EDT
From: nrd1pxm@nrd.ups.com (Peter Martin Contractor)
Message-Id: <9407281211.AA01521@nrd.ups.com>
To: hotrod@dsea.com, wheeltowheel@abingdon.sun.com
Subject: composite construction help

A while back there was some mention of composite construction of an intake
manifold in the hotrod group.  I'd like to get pointers/info/etc on this 
subject.
Thanks
==============================================================================
Peter Martin    UPS        Danbury, CT     (203) 731-6324  nrd1pxm@nrd.ups.com
Real Life Home:            Kent, WA        (206) 631-5478
SCCA '83 Mazda RX7 #24 ITA     '91 ragtop                               WD9HAD


From challenge.dsea.com!hotrod@dsea.dsea.com Thu Jul 28 14:00:07 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu
Subject: Re: ATF in manual gear box.   

Reply-to: hotrod@dsea.com
Posted-Date: Thursday, Jul 28 1994 09:27:57
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>From Chris Kantarjiev       

X-Face: ;F1i:c.5WjM"fi5"DpJ_)/9l,$3ij12_"J7catfSLlS3pI8x~_'d-\{;OzSY+n,r/tf
 )-j:)z&8exw9:)^!TcW]Sq;
From: Chris Kantarjiev 
Message-Id: <94Jul27.144311pdt.55939@egeus.parc.xerox.com>

If you want a thin gearbox oil, consider redline MTL. I've been very
happy with it in several cars, and it seems to improve the performance
of worn synchros to boot...


From challenge.dsea.com!hotrod@dsea.dsea.com Thu Jul 28 14:20:16 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu
Subject: serpentine belt setup for SBC    

Reply-to: hotrod@dsea.com
Posted-Date: Thursday, Jul 28 1994 09:33:55
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>From lusky@knuth.mtsu.edu (Jonathan R. Lusky)     

who installed the acceosries on my 350.  I can't tell what the accessory

Ever want to just strange [ Strangle? yes. -FEP ] someone?  I liked to
get my hands on the guy who installed the acceosries on my 350.  I
can't tell what the accessory brackets came off of, and I've had to do
some really ugly shimming to get the pulleys anywhere near lined up.  I
REALLY liked the serpentine belt setup on my 91 350TBI Truck.  Anyone
done this swap and have any warnings?  Looks like I'll need the
brackets, tensioner, alternator, PS pump, pulleys, reverse rotation
fan, fan clutch, and waterpump.  Whew, thats a lot, makes me wonder if
its worth it :)...  on the other hand, my current PS pump and waterpump
are making bad noises so I'll have to replace them eventually anyway.
Comments, suggestions?  Also, I called almost every junkyard around
here, and couldn't find a serpentine belt setup for a SBC anywhere.
Anyone know where I can find the brackets and pulleys?

[ I went through this a few months back with my Chevelle.  I had
an early, no-hole motor, and wanted to put AC and a big alternator on 
my new ZZ3.  No brackets.  I spent literally two days in junk yards
looking for something suitable.  I found nothing.

Then I posted here about making some brackets.  This turned out
to be the way to go.  It was fairly easy, and reasonably fast.  
My approach was to use a single plane of aluminum with some deviations
for attachment.

To template the brackets, in the main plane, I used cardboard.  This is
ok because one is not doing high precision work.  I am certain that
positioning of 0.1 inch is ok for accessories.  Once I hade a shape
that would hold the accessories, I had to make the plane and attach it
to the engine.  I simply laid the cardboard on a piece of scrap 5/8
aluminum, and cut it in my band saw.  I then transfer-punched and
drilled the holes required.  For standoffs, I got 1" hex stock and
drilled 1/2" holes down the middle.  Initailly I positioned with a
stack of washers and then cut the stock to fit.

Since I was working aluminum, this all went quickly.  

For the third-dimention attachment points, ( like to hold the front of
the alternator ) I took 1" aluminum stock, positioned it, drilled the
plane and then center-punched, drilled and tapped the parts.  A few
minutes with a compass and about a half hour on the saw finished
those.

Total cost involved was less than $15, including all new grade 8 bolts,
and the trip to the local scrap metal dealer.
Took about a whole afternoon, but it was worth it.  Tools used/required
are a drill (press) , band saw ( or milling machine, or hacksaw and patience )
ruler, compass, and transfer punches.

WRT serpentine belts:  I looked at this too.  Plenty of brackts,
etc. around here, but the cost was 10x what I spent.   -FEP ]

-- 
Jonathan R. Lusky  --  lusky@knuth.mtsu.edu
 "Turbos are nice but I'd rather be blown!"
    68 Camaro Convertible - 350 / TH350
       80 Toyota Celica - 20R / 5spd


From challenge.dsea.com!hotrod@dsea.dsea.com Thu Jul 28 14:27:58 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu
Subject: SBC distributors       

Reply-to: hotrod@dsea.com
Posted-Date: Thursday, Jul 28 1994 09:39:53
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>From lusky@knuth.mtsu.edu (Jonathan R. Lusky)     

Anyone have recommendations for an electronic distributor for a chevy
small block, 99.9% street driven?  It's going in my 68 Camaro, so it
needs to be a "small cap" style.  Right now I've got an HEI, with an
unmodified firewall...  whoever put it in must have used a cheater bar
to set the timing :/ (It'd wedged againsts the firewall HARD).  
The MSD-8460 looks nice.  I definately want vacuum advance, needs to be
reasonable easy to recurve.  Eventually I'll also get an MSD-6AL
regardless of which distributor I run, but I've got more important
things to spend money on in the meantime.  The other options I've seen
would be a Mallory Unilite or one of the little Accels with the HEI
module screwed on the back.  I don't know anything about the Accel.
I've used a Unilite before and was majorly unimpressed--it was a pain to
recurve since you had to tear it apart to get to the springs, and its
spark was pretty weak during starting compared to stock '91 TBI truck
HEI.

Any reccomendations?

[  This question came up about a year ago.  I mentioned putting a late
model F-body small HEI in, but somebody else pointed out that the new
distributors are "computer controlled".  OK.  Could one take one of
these distributors and aftermarket adjustable vac. advance on it?
Or is there really no mechanical advance, requiring grafting one
of those on, also?

I wonder about this, as I often dream of having the ACCEL EFI on my
ZZ3 and understand that it does not fit with a large HEI unit.  Thus
ACCEL must have some solution that works.  --FEP ]

-- 
Jonathan R. Lusky  --  lusky@knuth.mtsu.edu
 "Turbos are nice but I'd rather be blown!"
    68 Camaro Convertible - 350 / TH350
       80 Toyota Celica - 20R / 5spd


From challenge.dsea.com!hotrod@dsea.dsea.com Fri Jul 29 12:17:25 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu
Subject: Devcon and Duro      

Reply-to: hotrod@dsea.com
Posted-Date: Friday, Jul 29 1994 08:22:03
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>From hale@brooktree.com (bob hale)      

Hopefully one of you can help me out.  I am looking for Devcon
products - plastic steel, plastic aluminum, etc. but all I can
find is Duro equivalents.  Is the Duro stuff as good as Devcon?
(Whatever happened to reeal auto parts stores?) Thanks.

Bob Hale   hale@brooktree.com


From challenge.dsea.com!hotrod@dsea.dsea.com Fri Jul 29 12:57:29 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu
Subject: Re: suspension and parts interchange    

Reply-to: hotrod@dsea.com
Posted-Date: Friday, Jul 29 1994 08:27:59
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>From hale@brooktree.com (bob hale)      

"Ray Bradbury asks:
>Oh, while I am thinking about it, the larger tires have thrown my 
>speedometer off.  Is there anyway to correct this?


Yes, this is an easy one.  If the tire diameter didn't change
by a lot (say not more than about 5%) then you can probably
compensate by changing the plastic speedo gear in the tranny.
Figure out what ratio you need (e.g., if the original tires
were 28 inch diameter and you now have 29.4 inch tires the ratio
is 1.05).  Pull the existing speedo gear and count its teeth.
Compute the needed number of teeth as: (old # teeth) / ratio.  For
example, your gear might have had 43 teeth.  To correct for a 5%
ratio change you would need 40.9 teeth so you would select a 41
tooth gear.  The small insert which carries the speedo gear usually
has a set of numbers on it such as 41 42 43 44; this indicates
which gears will work properly in that insert.  If you need a gear
that isn't in that range then you can try to find another insert
with the right gear range or see the next paragraph.

If the required change can't be accommodated by changing the gear
then any speedo shop can make you up a little tiny gearbox which
goes between the speedo cable and the tranny.  The box just has
some small gears which are set up to give the right ratio.  This
approach is usually needed if you change a differential ratio
because you usually change it more than the tranny gear can accommodate.

Bob Hale   hale@brooktree.com


From challenge.dsea.com!hotrod@dsea.dsea.com Fri Jul 29 13:11:18 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu
Subject: Re: composite construction help     

Reply-to: hotrod@dsea.com
Posted-Date: Friday, Jul 29 1994 08:33:56
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>From Kelly Murray       

Date: Thu, 28 Jul 1994 15:40:20 -0400
From: Kelly Murray 


I was looking through some of the HP Books, and their
one on Sheet Metal has a section on building an intake manifold.
You might want to take a look at it.

-Kelly Murray		kem@prl.ful.edu
 '72 Mustang 460	Gainesville, FL


From challenge.dsea.com!hotrod@dsea.dsea.com Fri Jul 29 13:32:04 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu
Subject: SBC distributors       

Reply-to: hotrod@dsea.com
Posted-Date: Friday, Jul 29 1994 09:22:02
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>From dave.williams@chaos.lrk.ar.us (Dave Williams)      


-> would be a Mallory Unilite or one of the little Accels with the HEI
-> module screwed on the back.  I don't know anything about the Accel.

 You can convert an old-type distributor to HEI.  It takes a little
work, maybe more than you'd want to do.  I just did one a couple of
weeks ago for my '60 Chev.

 You need an HEI distributor to scavenge for parts - doesn't have to be
a Chevy.  Take your old point distributor apart.  You need to replace
the point cam with the HEI's reluctor, and there's one major difference
between the distributors - the HEI advance is on the bottom, the point
distributor is on the top.  You need to remove the advancer plate from
each assembly, then press and braze the HEI reluctor to the point
advancer.

 Next, you need to press the top bushing out .090 or so so the circlip
will retain the HEI pickup, which fits the point bushing fine.  I needed
.084 worth of shims to get the end play set properly, difference in
pickup and advancer heights probably  Then you need to drill a hole in
the bottom for the pickup wiring, and drill and tap two holes for the
HEI module, which snuggles under the vacuum advance.  I had to file the
bottom of the housing flat for good contact.  Then you weld a 3/4", 5/32
extension onto the vacuum advance (I used 5/32 welding rod) so you can
advance the HEI pickup.  Finally, you need to run the wires to the
external coil.

 Voila!
                                                                           


From challenge.dsea.com!hotrod@dsea.dsea.com Fri Jul 29 13:45:09 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu
Subject: Re: SBC distributors      

Reply-to: hotrod@dsea.com
Posted-Date: Friday, Jul 29 1994 09:27:59
X-Sequence: 97
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X-archives: ece.rutgers.edu
X-comment: Send subscription and drop requests to hotrod-request@dsea.com
X-comment: Send comments and trouble reports to frank@dsea.com
Approved: frank@dsea.com
>From bdermond@cc.atinc.com        


How about the Accel BEI?  I haven't seen one for awhile, but I used one in an 
LS6 that I had in a '30 Model A coupe.  It's a small cap style distributor, and 
although the weights and springs are under the rotor/pickup assembly, the thing 
came apart very easily and was quite serviceable.

================================================================================
Bill Dermond

Pro Street 1963 Nova/415" SBC/TH350/9"/4-wheel discs 



From challenge.dsea.com!hotrod@dsea.dsea.com Fri Jul 29 14:22:49 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu
Subject: Re: SBC distributors      

Reply-to: hotrod@dsea.com
Posted-Date: Friday, Jul 29 1994 09:33:56
X-Sequence: 98
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X-gifs-from: ftp.nau.edu
X-archives: ece.rutgers.edu
X-comment: Send subscription and drop requests to hotrod-request@dsea.com
X-comment: Send comments and trouble reports to frank@dsea.com
Approved: frank@dsea.com
>From lusky@knuth.mtsu.edu (Jonathan R. Lusky)     

Hotrod List writes:
> [  This question came up about a year ago.  I mentioned putting a late
> model F-body small HEI in, but somebody else pointed out that the new
> distributors are "computer controlled".  OK.  Could one take one of
> these distributors and aftermarket adjustable vac. advance on it?
> Or is there really no mechanical advance, requiring grafting one
> of those on, also?

My 91 TBI350 had a small cap distributor.  It has no provision for
mechanical or vacuum advance...  just a flat aluminum plate for the base
with the pickup and HEI module bolted to it.  Pickup connects to the HEI
module, HEI moudle connects to the ECM, ECM handles advance versus RPM
and MAP, another line goes back from the ECM to the HEI module to tell
it when to fire (obviously not the same HEI module that our old big
HEI's use).  I don't think it'd be practical to add an advance mechanism
to one.  

I've actually toyed with the idea of running the full ignition system
from a 91 TBI truck.  I have documentation on that ECM from my CNG truck
project, including how to configure it to do ignition only (which was
what I did on the CNG truck).  The problem I see is cost...  I need the
distributor, ECM, MAP sensor, knock sensor, TPS, coolant temp sensor,
knock sensor conditioning module, and a wiring harness (and the one from
a truck will require considerable cutting to get out, its tied into
everything).  I'd also need to find a prom burner, and I could really
use a scantool or Diacom.  I think I'd be better off waiting until I
have the time/money/determination to do a full FI system than to invest
in the stuff from a GM TBI, unless I found a really good deal on the stuff.

Oh, for the Accel system, the ad's I've seen say nothing about the
distributor or than its not included.  I believe they are designed to be
used with an old fashioned mechanical/vacuum distributor and don't do
any timing control in the ECM.  That really sucks, IMHO.  Computer
controlled advance is really nice when its calibrated halfway decent.

-- 
Jonathan R. Lusky  --  lusky@knuth.mtsu.edu
 "Turbos are nice but I'd rather be blown!"
    68 Camaro Convertible - 350 / TH350
       80 Toyota Celica - 20R / 5spd


From challenge.dsea.com!hotrod@dsea.dsea.com Fri Jul 29 14:45:58 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu
Subject: TV: *Televised Events #94-30*     

Reply-to: hotrod@dsea.com
Posted-Date: Friday, Jul 29 1994 09:39:49
X-Sequence: 99
X-gifs-to: met@pine.cse.nau.edu
X-gifs-from: ftp.nau.edu
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X-comment: Send comments and trouble reports to frank@dsea.com
Approved: frank@dsea.com
>From stoffel@oasys.dt.navy.mil (Bill Stoffel)      

        dans%rehab1@canal.org, andrew.marold@analog.com, cjs@phy.duke.edu,
        trujillo@mers17.me.utexas.edu, Louis@usl.edu, cmorken@ua.d.umn.edu,
        mark.mccrimmon@drd.com, gwalker@rtfm.mlb.fl.us, m1cms01@FRB.GOV,
        rose@delmarva.COM, geoff@softy.softwords.bc.ca, cagan@sca.com,
        Howard.Ledford@f69.n110.z1.fidonet.org, GeorgeB@mhv.net,
        jstone@iglou.com, ktk@enterprise.bih.harvard.edu,
        D.SOREL@GENIE.GEIS.COM, sastzh@vm.sas.com, jparrish@ssl.umd.edu,
        jerryp@halcyon.com, barlow-cj@clavin.med.ge.com,
        gloria-aagaard@cornell.edu, usga@pool.info.sunyit.edu,
        ademsey@ocnext.drg.nih.gov, tom_weaver@vos.stratus.com,
        rtener@netcom.netcom.com, georgios@utpapa.ph.utexas.edu,
        jfuerstenberg@zz-link.dcmdc.dla.mil, Tim.Bailer@aplmail.jhuapl.edu,
        patrick_kenney@cc.chiron.com, bherrick@aol.com,
        cs.arizona.edu!modular!chan, krichmon@dgbat02.er.usgs.gov

----------------------------------------------------------------------
			       TV Events

Now in its third year of weekly publication, TVE is a compilation of 
info. gleaned from TV listings, auto mags., newspapers, tea leaves, my 
favorite bartender, and the nice folks at TNN.  A special thanks also to 
Curt Swinehart for providing me with info. on the many regional sports 
networks.  PLEASE confirm dates and times with your local listings 
before setting your VCRs.

TVE will USUALLY be updated no later than every Friday morning and will 
be most accurate (or least inaccurate) for the following 7 days. If your 
favorite event is "tba'd", please don't panic unless it's in the 7 day 
window.

As mentioned previously, this listing is now being submitted to the new 
group rec.autos.sport.info.  Assuming the moderators approve, this list 
will be available in the r.a.s.i group from now on.  In an attempt to 
get the word to as many r.a.s readers as possible, I will continue to 
cross-post to r.a.s for a short time. (This again assumes the moderators 
of r.a.s.i do not object to my doing so.)

Thanks to EMI Communications, TVE listings are available from
http://www.emi.com/tve.html where they will be archived for an 
indeterminate period of time.

If you are having trouble with this list arriving at your site in
a timely fashion, please let me know via e-mail and I will also start
mailing you a copy.

Comments, suggestions, additions, extra pit passes, etc. to:
					  stoffel@oasys.dt.navy.mil

		   ---------------------------------

(T)=Taped  (L)=Live  (SD)=Same Day  (?)=dunno

12:00AM = 0000 hours = start of day

    EVENT                             DATE  TIME(Eastern, USA) NETWORK*

This Week In NASCAR w/Eli Gold (T)    07/29    9:00-10:00AM     SCNY
This Week In NASCAR w/Eli Gold (T)    07/29    10:00-11:00AM    EMPS,
					     KBL,MSG,PASS,PSN,SCNE,SCP
Motor Sports Hour (Sunoco Shootout)   07/29    2:00-3:00PM      HSE
Motor Sports Hour (Sunoco Shootout)   07/29    4:00-5:00PM      NESN
This Week In NASCAR w/Eli Gold (T)    07/29    6:00-7:00PM      MSG,
							 PRTK,PSN,SCP
MotoWorld                             07/29    6:30-7:00PM      ESPN2
SpeedWeek                             07/29    7:30-8:00PM      ESPN
USAC SPRINTS, INDIANAPOLIS (T)        07/29    8:00-10:00PM     ESPN
Motor Sports Hour (Sunoco Shootout)   07/29    8:00-9:00PM      SCOH
MotoWorld                             07/29    10:00-10:30PM    ESPN
NASCAR, WINSTON WEST (T)              07/29    11:00PM          PSN2
This Week In NASCAR w/Eli Gold (T)    07/30    12:30-1:30AM   HSE,SCC
AMA SUPPORT DIVISION (T)              07/30    5:00AM           PRTK
This Week In NASCAR w/Eli Gold (T)    07/30    6:00-7:00AM      PRTK
Speed Racer (cartoon)                 07/30    7:00-7:30AM      MTV
Shadetree Mechanic (wheel alignment)  07/30    9:30-10:00AM     TNN
MotorWeek                             07/30    10:00-10:30AM    WGN
FORMULA II SUPERCUP (T)               07/30    10:00AM          MSC
Hot Rod 2                             07/30    10:00-10:30AM    ESPN2
IMSA, EXXON SUPREME GT SERIES (T)     07/30    1:30-2:30PM      ESPN2
NHRA Today w/Steve Evans              07/30    2:00-2:30PM      TNN
MotorWeek                             07/30    2:00-2:30PM      WRC
AMA, SUPPORT DIVISION (T)             07/30    2:00PM           HSE
Inside Winston Cup w/Ned Jarrett      07/30    2:30-3:00PM      TNN
Road To The Brickyard 400             07/30    3:00-3:30PM      ESPN
Truckin' USA w/Ed Bruce               07/30    3:00-3:30PM      TNN
AMA, SUPPORT DIVISION (T)             07/30    3:00PM           MSG
FORMULA II SUPERCUP (T)               07/30    3:00PM           HSE
Trucks And Tractor Power              07/30    3:30-4:00PM      TNN
WINSTON CUP, DOVER (T)                07/30    4:00-5:30PM      TNN
MotorWeek                             0/30     5:00-5:30PM      MPT
SATURDAY NIGHT LIGHTNING (L)          07/30    7:30-10:30PM     ESPN2
AMA, SUPPORT DIVISION (T)             07/30    7:30PM           EMPS
SCCA TRANS AM (T)                     07/30    8:00PM           SCNY
FORMULA II SUPERCUP (T)               07/30    9:00PM           SCNY
AMA MOTOCROSS (T)                     07/30    10:30-11:30PM    ESPN2
In The Driver's Seat                  07/30   11:30PM-12:00AM   ESPN2
SCORE, FIREWORKS 250, BARSTOW (T)     07/31    12:30-1:30AM     ESPN
MotorWeek                             07/31    12:35-1:05AM     WJZ
MotoWorld                             07/31    2:30-3:00AM      ESPN
SpeedWeek                             07/31    3:00-3:30AM      ESPN
FORMULA II SUPERCUP (T)               07/31    3:00AM           HSE
IHRA, EMPIRE NATIONALS, LEICESTER (T) 07/31    3:30-4:30AM      ESPN
PIKES PEAK (T)                        07/31    4:30-5:30AM      ESPN
NHRA, OLDS SPRINGNATIONALS (T)        07/31    5:00AM           EMPS,
					     KBL,MSG,PASS,PSN,SCNE,SCP
AMA, SUPPORT DIVISION (T)             07/31    7:00AM           EMPS,
							   KBL,MSG,PSN
MotoWorld                             07/31    7:30-7:50AM      ESPN
FORMULA 1, GERMANY (L)                07/31    7:50-10:00AM ESPN,TSN,
								 RDS [1]
Truckin' USA w/Ed Bruce               07/31    9:00-9:30AM      TNN
Trucks And Tractor Power              07/31    9:30-10:00AM     TNN
Neil Bonnett's Winners (Steve Grissom)07/31    10:00-10:30AM    TNN
NHRA Today w/Steve Evans              07/31    10:30-11:00AM    TNN
FORMULA II SUPERCUP (T)               07/31    10:30AM          SCNY
Inside Winston Cup w/Ned Jarrett      07/31    11:00-11:30AM    TNN
RaceDay w/Pat Patterson (L)           07/31   11:30AM-12:00PM   TNN
Marlboro 500 Preview                  07/31   11:30AM-12:00PM   PASS
INDYCAR, BROOKLYN, MI (L)             07/31    12:00-3:30PM     ESPN [1]
BUSCH GN, HICKORY (L)                 07/31    1:00-3:00PM      TNN
ASA, TOPEKA (L)                       07/31    3:00-5:30PM      TNN
AMA, SUPPORT DIVISION (T)             07/31    3:00-4:00PM      HTS
Motor Sports Hour                     07/31    4:00-5:00PM      HTS
Neil Bonnett's Winners (Steve Grissom)07/31    5:30-6:00PM      TNN
Truckin' USA w/Ed Bruce               07/31    6:00-6:30PM      TNN
IMSA, WSC SERIES, LAGUNA SECA (T)     07/31    7:00-9:00PM      ESPN2
Shadetree Mechanic (wheel alignment)  07/31    7:00-7:30PM      TNN
NHRA Today w/Steve Evans              07/31    7:30-8:00PM      TNN
Inside Winston Cup w/Ned Jarrett      07/31    8:00-8:30PM      TNN
RaceDay w/Pat Patterson (L)           07/31    8:30-9:00PM      TNN
LE MANS (T)                           07/31    10:30PM          PRTK
Road Test Magazine w/Don Garlits      07/31    11:00-11:30PM    TNN
RaceDay Update w/Pat Patterson (L)    08/01    12:00-12:05AM    TNN
AMA, SUPPORT DIVISION (T)             08/01    12:00AM          SPTS
COPPER WORLD CLASSIC (T)              08/01    12:05-1:30AM     TNN
Trucks And Tractor Power              08/01    1:30-2:00AM      TNN
AMA, SUPPORT DIVISION (T)             08/01    2:00AM           EMPS,
						      KBL,MSG,PASS,PSN
Hot Rod 2                             08/01    3:00-3:30AM      ESPN2
NHRA MOTORCYCLE RACING (T)            08/01    3:30AM           ESPN2
The Power & The Glory                 08/01    6:00-6:30AM      A&E
PITSTOP RACE SERIES (T)               08/01    10:00PM          SCNE
SCCA TRANS AM SERIES (T)              08/01    11:00PM          PRTK
FORMULA 1, GERMANY (T)                08/02    1:00-2:00AM      ESPN
IHRA, SPORTSMAN SERIES, MOROCCO (T)   08/02    2:00-2:30AM      ESPN
THURSDAY NIGHT THUNDER (T)            08/02    3:30-5:30AM      ESPN
The Power & The Glory                 08/02    6:00-6:30AM      A&E
SATURDAY NIGHT LIGHTNING (T)          08/02    1:00-3:00PM      ESPN2
FORMULA II SUPERCUP (T)               08/02    7:30PM           SUN
1994 AMA Supercross Series Highlights 08/02    8:30-9:00PM      ESPN
WORLD MOTORCYCLE GRAND PRIX, ITALY (T)08/02    9:00-10:00PM     ESPN
SHELBY PRO SERIES, CHARLOTTE (T)      08/02    9:00PM           SCNY
SCCA TRANS AM SERIES (T)              08/03    12:00AM          SPTS
SHELBY PRO SERIES, CHARLOTTE (T)      08/03    1:00AM           SCNY
Speed Racer (cartoon)                 08/03    3:30-4:00AM      MTV
The Power & The Glory                 08/03    6:00-6:30AM      A&E
AMA SUPPORT DIVISION (T)              08/03    10:00AM          SCC
SHELBY PRO SERIES, CHARLOTTE (T)      08/03    10:00AM          SCNY
FORMULA II SUPERCUP (T)               08/03    12:00PM          MSC
AMA MOTOCROSS (T)                     08/03    6:30-7:30PM      ESPN2
Brickyard 400 Preview                 08/03    8:00PM           MSC
SHELBY PRO SERIES, CHARLOTTE (T)      08/03    9:00PM           MSC
Brickyard 400 Preview                 08/03    10:30PM          SCNY
Brickyard 400 Preview                 08/03    11:00PM          HSE
Brickyard 400 Preview                 08/03    11:30PM          SPTS
Brickyard 400 Preview                 08/04    1:00AM           MSC
In The Driver's Seat                  08/04    2:30-3:00AM      ESPN2
INDYCAR, BROOKLYN, MI (T)             08/04    3:00-5:30AM      ESPN
The Power & The Glory                 08/04    6:00-6:30AM      A&E
Brickyard 400 Preview                 08/04    12:00PM          SCNY
IMSA, WSC, MONTEREY (T)               08/04    1:00-2:00PM      ESPN
PORSCHE SUPERCUP, MAGNY-COURS (T)     08/04    2:00-2:30PM      ESPN
AMA ROAD RACING (T)                   08/04    2:00PM           HSE,
					HTS,MSG,PASS,PRTK,PSN,SCNE,SCP
SAAB PRO SERIES, WATKINS GLEN (T)     08/04    2:30-3:00PM      ESPN
Motor Sports Hour                     08/04    3:00-4:00PM      HTS,
						 MSG,PASS,PSN,SCP,SCNE
Brickyard 400 Preview                 08/04    3:00PM           HSE
BRICKYARD 400 QUALIFYING, 1ST DAY (L) 08/04    3:30-5:00PM      ESPN
MotoWorld                             08/04    6:30-7:00PM      ESPN2
SpeedWeek                             08/04    7:30-8:00PM      ESPN
Race Line                             08/04    7:30-8:00PM      HTS
SHELBY PRO SERIES, CHARLOTTE (T)      08/04    8:00PM           SCP
Brickyard 400 Preview                 08/04    8:00PM         SCNY,SPTS
AMA ROAD RACING (T)                   08/04    8:00PM    KBL,PSN,PSN2
Auto Shop                             08/04    8:00-9:00PM      QVC
USAC, SILVER CROWN SERIES,INDY (L)    08/04    8:30-10:30PM     ESPN
MotorWeek (Saab 900 Coupe)            08/04    8:30-9:00PM      MPT
This Week In NASCAR w/Eli Gold (L)    08/04    9:00-10:00PM     EMPS,
						      HTS,PSN,PSN2,SPTS
MOTORCYCLE RACING (T)                 08/04    9:00PM         PSNW,SCP
Craftsman Workshop Anniversary        08/04   9:00PM-12:00AM    QVC
Motor Sports Hour                     08/04    9:30-10:30PM     PRTK
Motor Sports Hour                     08/04    10:00-11:00PM    EMPS,
					    HTS,PASS,PSN,PSN2,PSNW,SCOH
AMA ROAD RACING (T)                   08/04    10:00PM          KBL,
							       SPTS,SUN
This Week In NASCAR w/Eli Gold (SD)   08/04    10:30-11:30PM    SCNE
Motor Sports Hour                     08/04   11:OOPM-12:00AM   KBL
This Week In NASCAR w/Eli Gold (SD)   08/04   11:00PM-12:00AM   EMPS,
				   HTS,PASS,PRTK,PSN,PSN2,PSNW,SCOH,SUN
AMA ROAD RACING (T)                   08/04    11:00PM          HSE
AMA ROAD RACING (T)                   08/04    11:15PM          MSG
Motor Sports Hour                     08/05    12:00-1:00AM    SCP,SUN
This Week In NASCAR w/Eli Gold (T)    08/05    12:00-1:00AM     HSE
Brickyard 400 Preview                 08/05    12:00AM          MSC
AMA ROAD RACING (T)                   08/05    12:00AM          PRTK
AMA ROAD RACING (T)                   08/05    12:30AM          SCC
WORLD MOTORCYCLE GRAND PRIX, FRANCE (T08/05    1:00-2:00AM      ESPN
FORMULA II SUPERCUP (T)               08/05    1:00AM           MSC
Motor Sports Hour                     08/05    1:00-2:00AM      HSE
This Week In NASCAR w/Eli Gold (T)    08/05    1:00-2:00AM      SCP
Brickyard 400 Preview                 08/05    1:00AM           SCNY
AMA ROAD RACING (T)                   08/05    1:00AM           EMPS,
						     KBL,PSN,PSN2,SCOH
This Week In NASCAR w/Eli Gold (T)    08/05    1:30-2:30AM      SCC
Motor Sports Hour                     08/05    2:00-3:00AM      SCNY
Motor Sports Hour                     08/05    3:00-4:00AM      SCNE
SAAB PRO SERIES, WATKINS GLEN (T)     08/05    3:30-4:00AM      ESPN
BRICKYARD 400 QUALIFYING, 1ST DAY (T) 08/05    4:00-5:30AM      ESPN
Brickyard 400 Preview                 08/05    10:00AM        SCNE,SCNY
For Race Fans Only, Brickyard 400     08/05    9:00-11:00PM     QVC
FORMULA II SUPERCUP (T)               08/05    12:00PM          SUN
IOGP POWERBOATS, BAY CITY (T)         08/05    2:00-2:30PM      HTS
AMA ROAD RACING (T)                   08/05    3:00PM           NESN
BRICKYARD 400 QUALIFYING, 2ND DAY (L) 08/05    4:00-5:00PM      ESPN
In The Driver's Seat                  08/05    6:30-7:00PM      ESPN2
AMA ROAD RACING (T)                   08/05    7:00PM           PASS
Brickyard 400 Preview                 08/05    8:00-9:00PM      ESPN
NASCAR, KROGER 200, INDIANAPOLIS (L)  08/05    9:00-11:00PM     ESPN
TOYOTA ATLANTIC, TORONTO (T)          08/06    1:30-2:00AM      ESPN
MotoWorld                             08/06    2:30-3:00AM      ESPN2
BRICKYARD 400 QUALIFYING, 2ND DAY (T) 08/06    3:30-4:30AM      ESPN
IHRA, SPORTSMAN SERIES, MOROCCO (T)   08/06    4:30-5:00AM      ESPN

		  ----------COMING EVENTS----------

Brickyard 400 Pre-race                08/06   11:00AM-12:00PM   ESPN
BRICKYARD 400 (L)                     08/06    12:00PM          ABC
SAAB PRO SERIES, LAGUNA SECA (T)      08/07    1:30-2:00AM      ESPN
NHRA, NATIONALS, KENT (?)             08/07    tba              tba
NHRA, TOPEKA (T)                      08/07    5:00-6:30PM      TNN
FORMULA 1, HUNGARY (L)                08/14    7:50-10:00AM ESPN,TSN,
								 RDS [1]
WINSTON CUP, WATKINS GLEN (L)         08/14    1:00PM           ESPN
INDYCAR, LEXINGTON, OH (L)            08/14    3:00-5:00PM      ABC [1]
NHRA, SEARS POINT (T)                 08/14    4:00PM           ESPN
EXXON SUPREME, PORTLAND (T)           08/14    4:00-5:00PM      ESPN2
IROC #4, MICHIGAN (T)                 08/14    tba              ABC
IMSA, WSC SERIES, PORTLAND (T)        08/14    7:00-9:00PM      ESPN2
NHRA, DENVER (T)                      08/15    12:00-1:30AM     TNN
NHRA, DENVER (T)                      08/19    3:30-5:00AM      TNN
NHRA, NORTHWEST NATIONALS (T)         08/19    4:00PM           ESPN
BUSCH GN, MICHIGAN (?)                08/20    tba              tba
PORSCHE SUPERCUP, GREAT BRITAIN (T)   08/20    3:00PM           ESPN
INDYCAR, LOUDON (SD)                  08/21    8:30-10:30PM     ESPN [1]
WINSTON CUP, MICHIGAN (L)             08/21    12:30PM          CBS
NHRA, NATIONALS, BRAINERD (?)         08/21    tba              tba
SAAB PRO SERIES, MID-OHIO (T)         08/23    1:00-1:30AM      ESPN
BUSCH GN, BRISTOL (?)                 08/26    tba              tba
PORSCHE SUPERCUP, GERMANY (T)         08/27    3:00PM           ESPN
WINSTON CUP, BRISTOL (L)              08/27    7:40PM           ESPN
FORMULA 1, BELGIUM (L)                08/28    7:50-10:00AM ESPN,TSN,
								 RDS [1]
ASA, BADGERLAND 150, MILWAUKEE (L)    08/28    3:00PM           TNN
NHRA, MN (T)                          08/28    6:00PM           ESPN
BUSCH GN, DARLINGTON (?)              09/03    tba              tba
SAAB PRO SERIES, NHIS (T)             09/04    1:30-2:00AM      ESPN
WINSTON CUP, DARLINGTON (L)           09/04    1:00PM           ESPN
INDYCAR, VANCOUVER (SD)               09/04    9:00-11:00PM     ESPN [1]
NHRA, US NATIONALS, CLERMONT (?)      09/05    tba              tba

[1] CBC also carries all F1 and most IndyCar races.  The races are 
usually broadcast on a tape-delayed basis at 11:37PM ET on the evening 
following the race.  I understand that it is not uncommon for CBC to 
delay the broadcast as much as an hour beyond the 11:37PM start, so 
please use extra caution if you plan to tape the race.  If you have 
access to it, and your French isn't too rusty, you may also want to 
check out RDS.  RDS broadcasts every F1 race and most IndyCar races, and 
their F1 coverage usually also includes a 30 minute prerace show.  RDS 
and TSN generally use the ESPN feed, while CBC generally uses the BBC 
feed.  The exception to these rules is the Canadian Grand Prix.  Only 
CBC and SRC have the rights to the Canadian GP.  Thanks to Pierre 
Mailhot and Tak Ariga for info. on coverage in Canada.

* Network Designations

A&E      Arts & Entertainment Network
AMC      American Movie Classics
CBC      Canadian Broadcasting Corporation
EMPS     Regional Sports Network (New York)
ESPN     ESPN Sports Network
ESPN2    ESPN Sports Network 2
HBO      Home Box Office
HSE      Regional Sports Network (Houston)
HTS      Regional Sports Network (Baltimore & DC)
KBL      Regional Sports Network (Pittsburg)
MAX      Cinemax
MPT      Maryland Public TV
MSC      Midwest Sports Channel
MSG      Madison Square Garden
MTV      Music(?) Television
PASS     Regional Sports Network (Detroit)
PRTK     Regional Sports Network (LA)
PSN      Prime Sports Network
PSN2     Prime Sports Network (Midwest & Mountains)
PSNW     Prime Sports Network (Northwest)
QVC      home shopping
RDS      Radio Des Sports (Canada - French)
SCC      Sports Channel Chicago
SCNE     Sports Channel New England
SCNY     Sports Channel New York
SCOH     Sports Channel Ohio
SCP      Sports Channel Pacific
SHOW     Showtime
SPTS     Sport South Network
SRC      Societe Radio-Canada (French)
SUN      Sunshine Network (Regional Sports Network, SE USA)
TBS      Atlanta "Super Station"
TNN      The Nashville Network
TSN      The Sports Network (Canada - English)
USA      USA Network
WBFF     Baltimore
WDCA     Washington, DC
WGN      Chicago "Super Station"
WJZ      Baltimore
WOR      New York "Super Station"
WRC      Washington, DC
-------


From challenge.dsea.com!hotrod@dsea.dsea.com Fri Jul 29 22:34:05 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu
Subject: Serpentine pulleys       

Reply-to: hotrod@dsea.com
Posted-Date: Friday, Jul 29 1994 18:22:03
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Approved: frank@dsea.com
>From Terrill_Yuhas@smtpsc1.sc.pima.gov        

     I read somewhere that the accessory layout on the 90' V-6 (4.3L) is 
     the same as the V-8.  It might be easier (maybe even cheaper) to find 
     one of these base engines in the 
     at-these-prices-you-can't-call-them-junk yards or the ads.
     
     HTH
     
     Terrill Yuhas - Terrill_Yuhas@smtpsc1.sc.pima.gov
     
     BTW Anyone ever try to adapt a Chevy serpentine system to another GM 
     engine?  I've been thinking about it for my Pontiac 400.  Figured I 
     could modify/fabricate brackets, swap the A/C compressor (don't think 
     the A-6 has a serpentine pulley for it), but I'm not sure how the 
     crank or water pump pulleys compare.  Then there's the issue of 
     getting the water pump to turn the right way....


From challenge.dsea.com!hotrod@dsea.dsea.com Fri Jul 29 22:43:25 1994
From: hotrod@challenge.dsea.com (Hotrod List)
To: hotrod@ece.rutgers.edu
Subject: why dont I get this via news anymore 

Reply-to: hotrod@dsea.com
Posted-Date: Friday, Jul 29 1994 18:27:53
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Approved: frank@dsea.com
>From derekp@stdavids.picker.com (Derek Pietro)      


	I only get this list thru a mail list. I dont ever see it 
	posted via news. Is it possible to get it thru news? (I used
	to get alt.hotrod, no traffic at all since the changeover)

[ Your hard working and loyal hotrod administrator is working 
on this problem.  This machine, challenge.dsea.com is four layers and
four operating systems away from the news provider.  Please be 
patient: I have a side job here, the one I get paid for!  -FEP ]