From the hard-to-believe, but verified, file:

   Unnamed Motors in eastern Massachusetts had a cash flow problem at
the end of last year.  It seems that the sales had not been as expected
and the dealership was in a bit of a pinch trying to close the books.
Sales Manager went to General Manager and said that things were just not
selling.

   General Manager went to Service and Parts Manager and told hime to
find some money someplace.  Knowing GM will give them credit for 
parts found damaged withing the warrentee period, the folks at Unnamed
Motors came up with and executed a plan.  A surprisingly large number
of in-warrentee, high-value replacement engines, ZZ3s and 502HOs, were 
found with holes in the water jackets at year-end inventory!  

   Apparently a ball pein hammer must have been loose in the shipping 
truck and done a few Corvetts worth of damage....

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

From hotrod@server.eng.dsea.com Wed Feb  1 12:01:43 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: Re: Diffs
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
X-From: lusky@knuth.mtsu.edu (Jonathan R. Lusky)
Content-Length: 633

Hotrod List writes:
> 
> I'v never heard of Lock Right ( if that is their name ).  Has anybody got
> any experience with a sort of Detroit Locker for GM cars from such a 
> company?  I'd love to know before I spend a dime.  

The PowerTrax LockRite is little mini-locker that replaces your spider
gears.

[ Any idea of the actual company name or location?  --FEP ]

-- 
Jonathan R. Lusky                        lusky@knuth.mtsu.edu
http://www.mtsu.edu/~lusky/                 (615) 726-8700
-------------------------------------   ------------------------------
68 Camaro Convertible - 350 / TH350  \_/ 80 Toyota Celica - 20R / 5spd

From hotrod@server.eng.dsea.com Fri Feb  3 14:39:44 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: TV: *Televised Events #95-4*
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
X-From: stoffel@oasys.dt.navy.mil (Bill Stoffel)
Content-Length: 11979

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

   Now beginning its 4th and final 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 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.

   Thanks to EMI Communications, TVE listings are also available on the 
World-Wide-Web at URL  "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 Motor Sports             02/03    5:30-6:00PM      MSC
This Week In Motor Sports             02/03    6:00-6:30PM      SUN
IMSA, DAYTONA 24 HR (?)               02/03    10:30-11:30PM  HTS,SPTS
IMSA, DAYTONA 24 HR (?)               02/03   11:00PM-12:00AM   MSC
WERA, ATLANTA (T)                     02/04    12:00-12:30AM    ESPN
SpeedWeek                             02/04    12:30-1:00AM     ESPN
IMSA, DAYTONA 24 HR (?)               02/04    12:30-1:30AM     HSE
NASCAR: A profile of Harry Gant       02/04    1:00-1:30AM      ESPN
NASCAR: A profile of Ironhead         02/04    1:30-2:30AM      ESPN
IMSA, DAYTONA 24 HR (?)               02/04    2:00-3:00AM   PRTK,SCP
Monster Trucks                        02/04    3:00-4:00AM      ESPN2
SpeedWeek                             02/04    5:30-6:00AM      ESPN
MotoWorld                             02/04    7:00-7:30AM      ESPN
Speed Racer (cartoon)                 02/04    7:00-7:30AM      MTV
Sports Cavalcade                      02/04    9:00-10:30AM     TNN
MotorWeek                             02/04    10:00-10:30AM    WGN
RaceWeek w/Pat Patterson              02/04    10:00-11:00AM    SCOH
Trucks & Tractor Power                02/04    10:30-11:00AM    TNN
NASCAR Today                          02/04    11:00-11:30AM    ESPN
Auto Shop                             02/04    12:00-2:00PM     QVC
RaceWeek w/Pat Patterson              02/04    12:00-1:00PM     PASS
NHRA Today w/Steve Evans, Pomona (L)  02/04    2:00-2:30PM      TNN
Inside Winston Cup w/Ned Jarrett      02/04    2:30-3:00PM      TNN
Truckin' USA w/Ed Bruce               02/04    3:00-3:30PM      TNN
World Of Speed & Beauty               02/04    3:30-4:00PM      TNN
MotorWeek (Tahoe & Yukon)             02/04    5:00-5:30PM      MPT
The Power & The Glory (20's & 30's)   02/04    6:30-7:00PM      HIST
International Auto Show, Detroit      02/04    10:00-11:00PM    ESPN
This Week In Motor Sports             02/05    2:00-2:30AM      WGN
Snowmobile Racing                     02/05    2:00-3:00AM      ESPN2
Monster Trucks                        02/05    3:00-4:00AM      ESPN2
Shadetree Mechanic (computers)        02/05    9:30-10:00AM     TNN
N Bonnett's Winners (DW & Ned Jarrett)02/05    10:00-10:30AM    TNN
NHRA Today w/Steve Evans, Pomona (L)  02/05    10:30-11:00AM    TNN
Inside Winston Cup w/Ned Jarrett      02/05    11:00-11:30AM    TNN
RaceDay w/Pat Patterson (L)           02/05   11:30AM-12:00PM   TNN
NASCAR: A profile of Ironhead         02/05    12:30-1:30PM     ESPN
N Bonnett's Winners (DW & Ned Jarrett)02/05    2:00-2:30PM      TNN
NHRA Today w/Steve Evans, Pomona (L)  02/05    2:30-3:00PM      TNN
Trucks & Tractor Power                02/05    3:00-3:30PM      TNN
Truckin' USA w/Ed Bruce               02/05    3:30-4:00PM      TNN
NASCAR SOUTHWEST, PHOENIX (L)         02/05    4:00-5:00PM      TNN
NASCAR SUPERTRUCKS, PHOENIX (L)       02/05    5:00-6:30PM      TNN
Inside Winston Cup w/Ned Jarrett      02/05    6:30-7:00PM      TNN
Thunder In The Distance               02/05    7:00-7:30PM      TNN
NHRA, WINTERNATIONALS, POMONA (L)     02/05    7:30-8:30PM      TNN
RaceDay w/Pat Patterson (L)           02/05    8:30-9:00PM      TNN
Road Test Magazine w/Don Garlits      02/05    11:00-11:30PM    TNN
Truckin' USA w/Ed Bruce               02/05   11:30PM-12:00AM   TNN
Thunder In The Distance               02/06    12:30-1:00AM     TNN
NHRA, WINTERNATIONALS, POMONA (T)     02/06    1:00-2:00AM      TNN
MotoWorld                             02/06    5:00-5:30PM      ESPN
Monster Trucks                        02/07    3:30-4:00AM      ESPN2
Monster Trucks                        02/08    3:00-4:00AM      ESPN2
The Power & The Glory (stocks & drags)02/08    12:30-1:00PM     HIST
Snowmobile Racing                     02/08    4:00-4:30PM      ESPN2
The Power & The Glory (stocks & drags)02/08    5:30-6:00PM      HIST
This Week In Motor Sports             02/08    6:00-6:30PM      SCNY
NASCAR Today                          02/09    12:00-12:30AM    ESPN
Monster Trucks                        02/09    3:00-4:00AM      ESPN2
Snowmobile Racing                     02/09    5:30-6:00AM      ESPN
CHILI BOWL NATIONALS, TULSA (T)       02/09    3:00-4:00PM      MSG,
					  PASS,PSNW,PSN2,SCOH,SCP,SUN
NHRA, AUTOLITE NATIONALS, SONOMA (T)  02/09    4:00-5:00PM      ESPN2
NHRA, NORTHWEST NATIONALS, SEATTLE (T)02/09    5:00-6:00PM      ESPN2
Snowmobile Racing                     02/09    5:00-5:30PM      ESPN
On Pit Road                           02/09    5:00-5:30PM      MSC
This Week In Motor Sports             02/09    5:30-6:00PM      HSE
On Pit Road                           02/09    5:30-6:00PM      SCNY
CHILI BOWL NATIONALS, TULSA (T)       02/09    6:00-7:00PM      HSE
This Week In Motor Sports             02/09    6:30-7:00PM      NESN
MotorWeek (Avenger & Range Rover)     02/09    8:30-9:00PM      MPT
CHILI BOWL NATIONALS, TULSA (T)       02/10    12:00-1:00AM     HTS
Hydroplane Racing                     02/10    1:00-2:00AM      ESPN
On Pit Road                           02/10    1:30-2:00AM      SPTS
Monster Trucks                        02/10    3:00-4:00AM      ESPN2
This Week In Motor Sports             02/10    5:30-6:00AM      PRTK
CHILI BOWL NATIONALS, TULSA (T)       02/10    12:00-1:00PM     HSE
On Pit Road                           02/10    5:30-6:00PM      MSC
This Week In Motor Sports             02/10    6:00-6:30PM      SUN
On Pit Road                           02/10    7:00-7:30PM      PASS
Busch Clash Preview                   02/10    9:30-10:30PM     SCNY
This Week In NASCAR                   02/10    10:00-11:00PM    SCP
Busch Clash Preview                   02/10    10:30-11:30PM    HTS
Busch Clash Preview                   02/10   11:00PM-12:00AM   SCP
Busch Clash Preview                   02/11    12:30-1:30AM     EMPS
Busch Clash Preview                   02/11    1:00-2:00AM      SPTS
Busch Clash Preview                   02/11    2:00-3:00AM      PRTK
Busch Clash Preview                   02/11    3:00-4:00AM      HTS
Monster Trucks                        02/11    3:00-4:00AM      ESPN2
MotoWorld                             02/11    7:00-7:30AM      ESPN2

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

IMSA, DAYTONA 24 HR (T)               02/11    9:30-11:00PM     ESPN
NASCAR, BUSCH CLASH (?)               02/12    tba              tba
IROC #1, DAYTONA                      02/15 (live coverage is unlikely)
WINSTON CUP, DAYTONA (L)  :-)   :-)   02/19    12:15PM          CBS
NHRA, NATIONALS, PHOENIX (T)          02/24    8:30PM           ESPN
BUSCH GN, THE ROCK (L)                02/25    1:00PM           TNN
WINSTON CUP, THE ROCK (L)             02/26    12:00PM          TNN
WINSTON CUP, RICHMOND (L)             03/05    1:15PM           TBS
INDYCAR, MIAMI (L)                    03/05    tba              ABC [1]
FORMULA 1, ARGENTINA (?)              03/12    tba              tba [1]
WINSTON CUP, ATLANTA (L)              03/12    1:00PM           ABC
NHRA, NATIONALS, HOUSTON (T)          03/14    8:00PM           ESPN
IMSA, SEBRING 12 HR (L)               03/18    10:30-11:30AM    ESPN
IMSA, SEBRING 12 HR (L)               03/18    1:30-3:00PM      ESPN
NASCAR, SLIM JIM 200, NASHVILLE (L)   03/18    4:00-6:00PM      TNN
IMSA, SEBRING 12 HR (L)               03/18    10:00-11:00PM    ESPN
BUSCH GN, NASHVILLE (L)               03/19    2:00PM           TNN
NHRA, GATORNATIONALS, GAINESVILLE (L) 03/19    5:00PM           TNN
INDYCAR, OZ (?)                       03/19    tba              ABC [1]
IROC #2, DARLINGTON                   03/25 (live coverage is unlikely)
FORMULA 1, BRAZIL (?)                 03/26    tba              tba [1]
WINSTON CUP, DARLINGTON (L)           03/26    1:00PM           ESPN
WINSTON CUP, BRISTOL (L)              04/02    1:10PM           ESPN
INDYCAR, PHOENIX (L)                  04/02    tba              ABC [1]
WINSTON CUP, N. WILKESBORO (L)        04/09    1:00PM           ESPN
INDYCAR, LONG BEACH (L)               04/09    tba              ABC [1]

[1] CBC also carries all F1 and most IndyCar races.  The races are 
usually broadcast on a tape-delayed basis following the local late news 
at approx. 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
CBCE     Canadian Broadcasting Corporation (East)
CBCW     Canadian Broadcasting Corporation (West)
CBCM     Canadian Broadcasting Corporation (Montreal)
DIS      The Disney Channel
EMPS     Regional Sports Network (New York)
ENC      Encore
ESPN     ESPN Sports Network
ESPN2    ESPN Sports Network 2
HBO      Home Box Office
HIST     The History Channel
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)
NESN     New England Sports Network
QVC      home shopping
RDS      Reseau 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
WTTG     Washington, DC
WUSA     Washington, DC
-------

From hotrod@server.eng.dsea.com Mon Feb  6 11:33:53 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: Engine Rebuild and Parts Dipping
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
X-From: lacey@dsea.com (Dan Lacey)
Content-Length: 0

I have torn down a motor and need to clean the parts. I bought a big can of
Chem-Dip (the stuff for carbs) and claims to be able to get rid of carbon
deposits as well.

The guys at the store where I bought this said to just let them dry on a
towel when they come out of the dip (should take a couple seconds).

Anybody ever hear of any post-dipping "rinses", or are these unnecessary?
It just seemed to me that these highly-caustic dips might leave "some" residue.

Signed,
Beginner at all of this motor stuff!

*************************************************************************
* THIS SPACE INTENTIONALLY  *       Dan Lacey ( lacey@dsea.com )        *
*                           *       Dainippon Screen Eng. of America    *
* LEFT BLANK                *       3700 W. Segerstrom Ave.             *
*                           *       Santa Ana, CA. 92704                *
*************************************************************************

From hotrod@server.eng.dsea.com Mon Feb  6 11:42:06 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: Hot Rod Shop Tours
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
X-From: "Joe B. McGlynn (415) 354-2728" 
Content-Length: 0

I live in the SF bay area and have visited a couple of shops in this
area.  My favorite is Ron Covell's.  Ron is a metal shaper, artist and
hot rod builder.  His shop is in Scotts Valley, near Santa Cruz.

If you aren't familiar with his work, he has built several cars of
note:  He did all of the fancy body stuff to Dennis Varni's '29
roadster that won at Oakland a couple of years ago.  Also built a super
trick, hidden torsion bar suspension for that Ferrari powered deuce
roadster that came out of Brizio's shop - the one that is in the Budnik
wheel ads.  The list goes on like this for quite a while.

The neat thing about 'Covell Speciality Fabrication' is that Ron works
with mostly hand methods.  He has the usual machine tools and basic
sheetmetal tools, but is able to build car bodies using just a hammer,
dolly and sandbag.

Ron has just recently finished an Aluminum body for Arlen Ness' new
Harley.  It is styled like a '57 chevy and will debut at Oakland next
week.  Look for it on the cover of either street rodder or custom
rodder.

Ron is happy to have visitors as long as they call first - he is a one
man shop and is sometimes too busy to entertain.  The *best* way to see
what he does and pick up a few tricks is to attend one of his workshops
on metal shaping, suspension design or grille fabrication.  They are
usually one day long and offered at his shop monthly and on occassion
in socal.

Ron's shop is in Scotts Valley on Old Pueblo Road, just a bit from
highway 17.  (408) 438-4559

Joe


From hotrod@server.eng.dsea.com Mon Feb  6 11:45:10 1995
From: hotrod@server.eng.dsea.com
Content-Length: 0


> Remember, if you are producing 500 hp, the 500hp will be dissipated in
> the brakes.  Better use carbon fiber pads!  --FEP ]

I guess you guys never had a parking brake cable stick on you.  I had a
parking brake cable on a rear disk setup from a Versailles (maybe 10"
rotor?) stick on a trip about 5 miles across town.  The rotor was red
hot when I got there, and I'm sure I wasn't pushing more than 50 hp
steady to go 30 mph.  How much dyno work can you get done with runs
limited to 10 minutes with a 1 hour cooldown in between?

[ My point exactly.  You will need to 35kw all the time the engine
is running.  Perhaps 4 big disk brakes and a total-loss water bath could
do it.... --FEP ]


From hotrod@server.eng.dsea.com Mon Feb  6 12:00:47 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: re: cam timing
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
X-From: Steve=Ravet%Prj=Eng%PCPD=Hou@bangate.compaq.com
Content-Length: 0

hotrod@server.eng.dsea.com (Hotrod List) Wrote:
| 
| Is there anyway to get the feel of an "RV" cam, but still have tons of
| top end power?  That's what I'd like to have in whatever my next hot
| rod turns out to be.  Maybe the secret is to have a big block with a
| fairly tame cam so that it'll have more torque than I could ever need
| throughout the 0 - 5,000 rpm range, and hopefully mileage that's not
| too terrible.

Lets see, you want high end power, low end power, good gas mileage, a
coke and large fries. :-) I've heard lots of good things about Rhoads
lifters.  You use them with an aggressive cam.  They are soft at idle,
effectively reducing lift and overlap.  Which smooths the idle and help
vacuum.  At higher idle they pump up and give you all the benefits of
the king kong cam.  they make lots of noise.

--steve

| 
| Tom
| 


From hotrod@server.eng.dsea.com Mon Feb  6 12:06:01 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: RE: cam timing
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
X-From: Dirk Broer 
Content-Length: 0

>On most of the new "true roller" type timing chains, they have
>provisions for mounting the top sprocket plus or minus 3 or 6 degrees
>or whatever it is.

Normally + or - 4 degrees.

>Can you make a big cam (with a little too much lift and duration) and
>make it a little more streetable by messing around with the cam
>timing?  Or is that a Mickey Mouse way to do things?

Not much - at the big end I here 8 degrees will move the power band a
couple hundered rpm.  What you gain at low rpm you loose at the higher
rpm.

>It seems that the cam companies probably make their cams with the ideal
>cam timing built in, but has anyone ever IMPROVED their performance by
>altering the cam timing?  I know about "dialing in" a cam, where you
>get the cam to be where it's SUPPOSED to be, but I'm wondering if you
>can achieve anything good by purposely messing with the cam timing.

Comp cams grinds there cam on 110 lobe centers and askes that they be
installed at 106 degrees - thus they grind 4 degree advance into the
cam.  (intake lobe at least).

>Say you had a 460 Ford, and you wanted to make it have maximum torque
>from idle to 5,000 rpm.  Could you achieve that by using a "big" cam
>meant for 2,000 rpm up to 7,000 rpm and then altering the cam timing to
>get more low end power and better idle vacuum?

A rough rule of thumb - a hydraulic cam is good for a 3500rpm range,
solid lift for 4000rpm and roller cam for 4500rpm.  So to make good
power from 2000 to 7000 you would need a really well tuned roller
cam....

>What I'm really asking is how do you go about getting a LOT of power in
>the 5,000 - 5,500 rpm range without sacrificing driveablility in the
>1,000 - 1,500 rpm range?  A big lift, short duration cam?

Try a moderate duration cam - one with power band around 5200rpm - com
cams 268 or 260 grind should be about right - you'll see about 210
duration at .050 lift.  To maintain better throttle response find a cam
with higher overlap.  Stock performance cams tend to have very long
duration and wide lobe separation making the motor very lazy (I talking
about Pontiac's Ram Air IV cam with an stock automatic and 3.07
gears).

>Is there anyway to get the feel of an "RV" cam, but still have tons of
>top end power?  That's what I'd like to have in whatever my next hot

Super charger? 8)

>rod turns out to be.  Maybe the secret is to have a big block with a
>fairly tame cam so that it'll have more torque than I could ever need
>throughout the 0 - 5,000 rpm range, and hopefully mileage that's not
>too terrible.

Try looking at street roller cams - perhaps some designed for 5.7 and
5.0's would work.  Of course roller cams typically are more expensive
and require better valve trains - the cams might have .500 lift and 206
degree of duration (at .050 lift).

For a high lift cam with short duration - off-the-shelf I don't think
you can beat comp cams.  Their 268 duration cam has 454 lift - most
other companies combine this kind of lift with 274 duration cams.  The
268 cam is designed for 1500-5500 rpm operating range - with a stock
1700rpm stall converter you should have plenty of pep.

A 2200 rpm stall converter should also help things out.  The better
ones will be "tight" enough so as not to affect daily driving much.

Dirk


From hotrod@server.eng.dsea.com Mon Feb  6 12:11:49 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: Re: Chevelle notes
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
X-From: Dirk Broer 
Content-Length: 0


>I FINALLY got a professional alignment with my new tubular A-Arm/Delalum/
>disk brake setup.  What a difference!  I should have done it about 100
>miles ago.  Having driven around for a while this morning, plus the
>200 miles of other driving, I am ready to say that the new front
>end is worth the cost.  It really sticks and stops.

Anything negative about the Del-alum's?  
[ Not so far, just cost.  --FEP ]

>One side effect of my Chevelle's new-found turning ability really sucks.
>I can now turn-in so hard that the body moves enough on the rear axel
>to cause the rear tires' sidewalls to rub the fender.  Its pretty much
>only on turn-in, but can also happen at sustained high-G cornering.
>As a result, I am looking at the Hochkiss and Global West axel locating
>hardware.

I assume you have the standard A-body rear set-up.  For corner ability
you want to be careful about what bushings you choose.  If you think
about what kind of arch the rear axle locating devices must go through
you will quickly realize that linear bearings will not allow free
motion and the metal must give.  Polyurathane is very much like a
linear bearing and for that reason should be used with caution.

Global West's lower trailing arm has a spherical bearing in one side
and a linear (del-alum) bearing in the other.  For small body rolls
this would be O.K.  If you notice, Global West's upper control arms are
for "drag racing only".  This is because they don't have enough
compliance to handle body roll.  End result would be the fatiging of
metal around the upper mounts.  The HotchKiss set-up beef's up the
mounts and forces the deflection to occure at the bushings - since the
bushings are very stiff there is very little deflection - This would
mean the rear suspension is unnaturally stiff (meaning the roll
stiffness is not a function of springs or sway bars).
[  Having done a bit of mental modeling, this is nearly what I
conjectured.  The GW stuff is good for small deflection, but where
does it really fail?  Driving over a curb on the gas looks like
the worst case -- full twist of the rear end under power -- but
I hope to not do that.  --FEP ]

The best solution?  I can only speak for the late model mustang:  Look
at the Grigg's Torque Arm setup.  It requires a Panhard bar and the
removal of the upper control arms.  It will plant the rear during
acceleration and let full motion while cornering.  The chassis can then
be tuned using springs shocks and swaybars.  For those using the system
on the mustang it usually means and big increase in rear springs and
swaybar to counter the "push" the car will develop.

GNX's used the torque arm (the 80's GNX).

Another solution would be to use spherical bearings at all points in
the upper control arms.  I don't know what this would do for the ride -
I suspect it would feel the same as if you put Del-alums in.  Except of
course the axle is free to travel in more ways...

>The setup has almost completely eliminated tricycling, but I am
>nearly sure that it will come back with a good posi unit.  Jeff
>Smith's ( HRM ) car is nearly identical to mine with the exception 
>of a 6 point roll cage and fresh posi unit, and his car is always 
>lifting one tire.  Anybody with real experience in this area?

Mustangs would lighten the inside rear tire.  Appling power with a
worn-out posi would cause the tire to spin.  Mustangs are also very
front heavy and require a significant amount of rear roll stiffness to
keep the car from pushing in the turns.  If the car is very front
heavy, you don't have much of a choice but to stiffen the rear.  If the
car's weight is closer to 50/50 the wheel spring rates should be about
even and the front and rear stiffness should also be about even.  The
inside tires would give about an even amount of traction.

To tune your suspension, be aware that tire pressure can be used as a
fine tuning aid.  You will quickly realize that optimum for
acceleration is quite different then for cornering.

[ I have build with weight in mind; no ps, no pb, no ac, aluminum heads
and intake; relocated radiator, and a list of similar small changes.
Probably makes the car better balanced; I cannot imagine the 
turning with another 200 lbs high in front.  As far as handling
goes, I am not out to drag race; the BFG Comp TAs are not for that.
Rather, I want handling at speed.  --FEP ]

There might be a few mustang "trackies" on the net than can tell you
about fine -tuning the rear suspension.

>Another related issues concerns the rear axel wheel studs.  Mine are
>too short for comfort.  I could make a jig to press out the studs
>using a piece of 5/8 aluminum plate and my harmonic balancer puller.
>The studs would come out without removing the axles or brakes ( gee,
>should I patent this thing? )  I was told this morning that new
>studs MUST be pressed in, and cannot be pulled in with a nut.  Is
>this the truth?  Do I really have to remove the axles to press new 
>studs in?

You got me.  I have a similar problem - the corvette's studes are long
enough for acorn style lug nuts - anything else won't even pass HNRA's
tech (if they looked).  In the passed, I'll admit, I just knocked them
out and pull new ones in with washers (actually an oversized lug nut).
I understand the really long studes should be pulled through with a
wheel in place so as to insure they go in parralel.  I had to do this
with a front drum brake and a rear axle.  Can't image Goober at the
local garage pulling axles to put in studs (not that he'd put the studs
in the right way - just that if he damaged it there would have to be
some customers out there that are PO'd

Dirk


From hotrod@server.eng.dsea.com Mon Feb  6 12:44:24 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: Re: Diffs
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
X-From: lusky@knuth.mtsu.edu (Jonathan R. Lusky)
Content-Length: 0

Hotrod List writes:
> 
> The PowerTrax LockRite is little mini-locker that replaces your spider
> gears.
> 
> [ Any idea of the actual company name or location?  --FEP ]

Since you insist... :)  I dug up the magazine where I read about it.
Chevy High Performance, September 1994 p90.  

PowerTrax
245 Fischer Ave, Bldg B4
Costa Mesa, CA 92626
714-545-7400

-- 
Jonathan R. Lusky                        lusky@knuth.mtsu.edu
http://www.mtsu.edu/~lusky/                 (615) 726-8700
-------------------------------------   ------------------------------
68 Camaro Convertible - 350 / TH350  \_/ 80 Toyota Celica - 20R / 5spd

From hotrod@server.eng.dsea.com Wed Feb  8 13:18:14 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: BBC questions
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
X-From: Wes 
Content-Length: 929

Hi,
	I might be acquiring a 396 big block (complete but in pieces) this
coming weekend and I have a few questions I hope somebody can answer before
then.
	Although I plan on using it in a future project, I was thinking that
it would be fun to drop it into my current ride which is an '89 chevy 1/2 ton
pickup with a 305 / th400 combo.

My questions are:

	1. Are the exhaust ports on the MkIV the same location as on the MkV?
 This is because I'm running the edelbrock hedders for the small block and if
the big block version can fit the 396 then the outlet "should" fit the rest
of my exhaust system.

	2. Any advice on using starter/flexplate and my th400?  The 396 was
connected to a M22 before.

	3. I like the serpentine system on the new engines. I know the water
pump isn't the reverse rotation type but are there any systems like that for
the Mark IV engines?

Thank you for your help

	Wes
	wesp@uhunix.uhcc.hawaii.edu


From hotrod@server.eng.dsea.com Wed Feb  8 13:18:09 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: Re: Engine Rebuild and Parts Dipping
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
X-From: David Wright 
Content-Length: 1241

>I have torn down a motor and need to clean the parts. I bought a big can of
>Chem-Dip (the stuff for carbs) and claims to be able to get rid of carbon
>deposits as well.
>
>The guys at the store where I bought this said to just let them dry on a
>towel when they come out of the dip (should take a couple seconds).
>

Yeah, _right_!


>Anybody ever hear of any post-dipping "rinses", or are these unnecessary?
>It just seemed to me that these highly-caustic dips might leave "some" residue.

Yes, this leaves a residue, besides which I usually get a gloppy
emulsion of cleaner/grease/paint/carbon left on the parts.  I've washed
it off with water as specified on the can, but I get the best results
washing off with carb spray cleaner.  (You'll note on the can that it
says if you leave the lid off the cleaner will form a skin over the top
to reduce evaporation - the same thing happens if you just leave the
parts to dry.)

>
>* THIS SPACE INTENTIONALLY  *       Dan Lacey ( lacey@dsea.com )        *
>
YMMV -

David Wright (dwrig@tog-1s.hac.com)
65 Plymouth Belvedere II 4-door 273 pppppppppppppppp
74 Dodge Challenger Rallye 360       pp p  p pp p  p
                                    P  P PP P  P PP

From hotrod@server.eng.dsea.com Wed Feb  8 13:18:46 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: Possible addition to TVEvents...
X-Archives: ece.rutgers.edu
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X-Comment: Send comments and trouble reports to frank@dsea.com
X-From: GBodyTek@aol.com
Content-Length: 733

     I know that this doesn't really classify as a "Hot Rod" type
event, but... The new episode of A&E's Time Machine is titled "The
10 greatest cars from America".It was on Feb. 5th, and it should be on
again soon, so keep an eye to your local listings. This episode shows
some of our "Hot Rodding" roots, as well as a brief history of the
Corvette and Mustang, (I'm not gonna tell you what number they end up
as).

     I hope this finds it's way to other nets as well... I only have so
much access to the InterNet, so I'm not sure where to send this so
the "Classic Car" nets get it also. If You know... please pass it
along.   Thanks, and I hope you all find this an interesting insight
into the history of our obsession/hobby.


From hotrod@server.eng.dsea.com Wed Feb  8 13:19:05 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: Compression Ratios 
X-Archives: ece.rutgers.edu
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X-From: scratch714@aol.com (Scratch714)
Content-Length: 1874

I'am looking for a mathmatical equation to get the static compession
ratio of a engine. Also any tips on porting or matching the ports on a
small block Ford with 69cc heads.

[ Compression ratio for one cylinder is simply the volume bound by 
the piston, cylinder, and head at BDC divided by the same volume at 
TDC.  It can be changed many ways and has all sorts of tricks.  Non-
obvious compression ratio changes come from changing ring height,
bore and gasket thickness along with spark plugs, valve reliefs in
the piston and even valve faces.  Casting or machining differences 
from one cylinder to the next can result in small changes in 
compression ratio between cylinders.

I've done a bit of gasket matching.  The idea is to make the
intake and head exactly match each other.  Buy two sets of the 
gaskets you intend to use.  One will be for scratch.

Starting on the head, use suitable bolts and spacers to clamp a gasket
to the head.  Mark all area not covered by the gasket with black magic
marker.  This is the area to be removed.

Remove the clamped gasket.

Spend the money and get a good 1/4" die grinder and CARBIDE cutters
plus a few "sandpaper cones".  BE VERY CAREFUL and start taking light
passes at the black area.  Try to blend things smoothly.
It is easy to have the cutter "catch" and destroy the gasket surface.

If you are cutting aluminum and going too fast the cutter will fill 
up and need to be cleaned.  Try using a dental pick or cutting some
mild steel.  For a completely encased cutter ( really stupid ), lye may 
work.

Go on to the manifold in the same way.  The manifold may have
oversized bolt holes; be careful when aligning and clamping the gasket
for marking.

I have not done any porting, but there was a good article in HRM about
5 years ago on the subject.  Perhaps somebody has the reference
handy. --FEP ]

						thanx Scratch

From hotrod@server.eng.dsea.com Wed Feb  8 13:20:11 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: RE: Engine Rebuild and Parts Dipping
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
X-From: Dirk Broer 
Content-Length: 707


>I have torn down a motor and need to clean the parts. I bought a big can of
>Chem-Dip (the stuff for carbs) and claims to be able to get rid of carbon
>deposits as well.

I strongly recommend having a machine shop do it.  Alot less mess and
it comes out cleaner.  You will have to replace the cam bearings and
freeze plugs.  A local shop will recondition a set of heads (v-8) which
includes cleaning - both hot tank and bead blasting, chasing all
threads, checking all clearances, valve job, and assembly and dissembly
for $150.  Parts are extra, and 3-angle valve jobs are also extra - but
you get the cleanest, newest looking, heads I've ever seen....

Call the local machine shop and get prices.

Dirk

From hotrod@server.eng.dsea.com Thu Feb  9 20:16:15 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: Carroll Smith
X-Archives: ece.rutgers.edu
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X-Comment: Send comments and trouble reports to frank@dsea.com
X-From: frank (Frank Evan Perdicaro)
Content-Length: 757


I've recently finished his "Engineer to Win" and would like to 
get "Tune to Win".  Classic Motorbooks says Tune is not available.
I know Carroll lives around here someplace and I'd like to call
him and ask where I can get the book.  

He is not the Carroll Smith listed in the local phone book.  Anybody
got a home address?

I'd recommend that you all read "Engineer to Win".  As a followup I
bought the "Theory of Ground Vehicals, 2nd Edition" that I mentioned
a while ago.  Look for a summary in a few months...

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


From hotrod@server.eng.dsea.com Fri Feb 10 12:47:29 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: RE: Carroll Smith
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
X-From: Dirk Broer 
Content-Length: 1221



>I've recently finished his "Engineer to Win" and would like to 
>get "Tune to Win".  Classic Motorbooks says Tune is not available.
>I know Carroll lives around here someplace and I'd like to call
>him and ask where I can get the book.  

I was going to order some books anyway...

I called Classic Motorbooks and they do have "tune to win" - I ordered it!
Try part number 107968.

[ I called Classic Motorbooks in response to the catalog they sent
me.  I wanted Tune to Win and Engineer to Win.  I tried to order both,
but was repeatedly told that Tune to Win "was not available".  

I just called Steve Smith's and found out that they are pretty much
across the street and down a bit from where my wife works.  I'll 
stop in at lunch some time soon.  

Having read the first version of "Race Car and Competition Driving"
(1963) I'm interested in the recent one.  Has anybody read it?
--FEP ]

Seems their computer cannot lookup books by name - I heard the operator/order-
taker look through a catalog (rustling of pages).  Their price was $19.95 which
seems in line with Summit's and Steve Smith's  S&H was $4.50 for all the books 
- cheaper than Steve Smith's (which would have been $10 for 3 or more books).

Dirk

From hotrod@server.eng.dsea.com Fri Feb 10 12:48:25 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: TV: *Televised Events #95-6*
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
X-From: stoffel@oasys.dt.navy.mil (Bill Stoffel)
Content-Length: 13647

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

   Now beginning its 4th and final 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 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.

   Thanks to EMI Communications, TVE listings are also available on the 
World-Wide-Web at URL  "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*

Monster Trucks                        02/11    3:00-4:00AM      ESPN2
MotoWorld                             02/11    7:00-7:30AM      ESPN2
Sports Cavalcade                      02/11    9:30-10:30AM     TNN
Trucks & Tractor Power                02/11    10:30-11:00AM    TNN
NASCAR Today                          02/11    11:00-11:30AM    ESPN
NHRA Today w/Steve Evans              02/11    2:00-2:30PM      TNN
Inside Winston Cup w/Ned Jarrett      02/11    2:30-3:00PM      TNN
Truckin' USA w/Ed Bruce               02/11    3:00-3:30PM      TNN
World Of Speed & Beauty (Vette GS)    02/11    3:30-4:00PM      TNN
MotorWeek (Avenger & Range Rover)     02/11    5:00-5:30PM      MPT
The Power & The Glory (stocks & drags)02/11    6:30-7:00PM      HIST
WINSTON CUP,DAYTONA 500 QUALIFYING(SD)02/11    8:00-9:30PM      ESPN
IMSA, DAYTONA 24 HR (T)               02/11    9:30-11:00PM     ESPN
MotoWorld                             02/12    2:30-3:00AM      ESPN
Monster Trucks                        02/12    3:00-4:00AM      ESPN2
Shadetree Mechanic (off-road safety)  02/12    9:30-10:00AM     TNN
N Bonnett's Winners(Bernstein&Etchells02/12    10:00-10:30AM    TNN
NHRA Today w/Steve Evans              02/12    10:30-11:00AM    TNN
Inside Winston Cup w/Ned Jarrett      02/12    11:00-11:30AM    TNN
RaceDay w/Pat Patterson (L)           02/12   11:30AM-12:00PM   TNN
N Bonnett's Winners(Bernstein&Etchells02/12    3:00-3:30PM      TNN
ARCA, SUPERCAR 200, DAYTONA (SD)      02/12    3:30-5:30PM      ESPN
Truckin' USA w/Ed Bruce               02/12    3:30-4:00PM      TNN
NHRA WINTERNATIONALS, POMONA (T)      02/12    4:00-5:30PM      TNN
SpeedWeek                             02/12    5:30-6:00PM      ESPN
MotoWorld II                          02/12    5:30-6:00PM      ESPN2
Shadetree Mechanic (off-road safety)  02/12    6:00-6:30PM      TNN
NHRA Today w/Steve Evans              02/12    6:30-7:00PM      TNN
Inside Winston Cup w/Ned Jarrett      02/12    7:00-7:30PM      TNN
RaceDay w/Pat Patterson (L)           02/12    7:30-8:00PM      TNN
Road Test Magazine w/Don Garlits      02/12    11:00-11:30PM    TNN
Truckin' USA w/Ed Bruce               02/12   11:30PM-12:00AM   TNN
Trucks & Tractor Power                02/13    1:30-2:00AM      TNN
Monster Trucks                        02/13    3:00-4:00AM      ESPN2
ARCA, SUPERCAR 200 (T)                02/13    1:00-3:00PM      ESPN
CHILI BOWL MIDGET NATIONALS (T)       02/13    3:00-4:00PM      EMPS,
						 MSG,PASS,PSN,SCNE,SCP
MotoWorld                             02/13    4:30-5:00PM      ESPN
RaceWeek w/Pat Patterson              02/13    7:00-8:00PM      SCNY
RaceWeek w/Pat Patterson              02/13   11:00PM-12:00AM   PASS
RaceWeek w/Pat Patterson              02/13   11:30PM-12:30AM   SCNY
RaceWeek w/Pat Patterson              02/14    12:00-1:00AM     MSC
RaceWeek w/Pat Patterson              02/14    1:00-2:00AM      SCOH,
							      SCP,SPTS
RaceWeek w/Pat Patterson              02/14    2:00-3:00AM      HSE
Monster Trucks                        02/14    3:00-4:00AM      ESPN2
RaceWeek w/Pat Patterson              02/14    12:00-1:00PM     SCNY
RaceWeek w/Pat Patterson              02/14    2:00-3:00PM      EMPS
RaceWeek w/Pat Patterson              02/14    3:00-4:00PM      HTS
CHILI BOWL MIDGET NATIONALS (T)       02/14    6:00-7:00PM      PRTK
RaceWeek w/Pat Patterson              02/14    9:30-10:30PM     HTS
Daytona 500 Preview                   02/14   10:00PM-12:00AM   QVC
RaceWeek w/Pat Patterson              02/14    10:30-11:30PM    SCNY
RaceWeek w/Pat Patterson              02/15    12:00-1:00AM   MSC,SCOH
RaceWeek w/Pat Patterson              02/15    1:00-2:00AM      SPTS
RaceWeek w/Pat Patterson              02/15    1:30-2:30AM      SCP
RaceWeek w/Pat Patterson              02/15    3:00-4:00AM      HSE
Monster Trucks                        02/15    3:00-4:00AM      ESPN2
CHILI BOWL MIDGET NATIONALS (T)       02/15    5:00-6:00AM      HTS,
						 MSG,PASS,PSN,SCNE,SCP
CHILI BOWL MIDGET NATIONALS (T)       02/15    12:00-1:00PM     EMPS,
						  HTS,MSG,PASS,PSN,SCP
RaceWeek w/Pat Patterson              02/15    4:00-5:00PM      EMPS
This Week In Motor Sports             02/15    5:30-6:00PM      SCNY
The Power & The Glory (30's & 40's)   02/15    5:30-6:00PM      HIST
RaceWeek w/Pat Patterson              02/15    9:30-10:30PM     SPTS
On Pit Road                           02/15   11:30PM-12:00AM   PASS
NASCAR Today                          02/16    12:00-12:30AM    ESPN
RaceWeek w/Pat Patterson              02/16    12:00-1:00AM   MSC,SCNY
RaceWeek w/Pat Patterson              02/16    12:30-1:30AM   SCOH,SCP
RaceWeek w/Pat Patterson              02/16    3:00-4:00AM      HSE
Monster Trucks                        02/16    3:00-4:00AM      ESPN2
RaceWeek w/Pat Patterson              02/16    6:30-7:30AM      HTS
IMSA, FIREHAWK, LAGUNA SECA (T)       02/16    4:00-4:30PM      ESPN2
RaceWeek w/Pat Patterson              02/16    4:00-5:00PM      EMPS
TOYOTA ATLANTIC, MONTREAL (T)         02/16    5:00-5:30PM      ESPN2
On Pit Road                           02/16    5:00-5:30PM      MSC
PORSCHE SUPERCUP, SAN MARINO (T)      02/16    5:30-6:00PM      ESPN2
On Pit Road                           02/16    5:30-6:00PM      SCNY
This Week In Motor Sports             02/16    5:30-6:00PM      HSE
RaceWeek w/Pat Patterson              02/16    6:00-7:00PM      HSE
This Week In Motor Sports             02/16    6:30-7:00PM      NESN
On Pit Road                           02/16    7:30-8:00PM      SPTS
RaceWeek w/Pat Patterson              02/16    8:00-9:00PM      SCP
MotorWeek (VW GTi & Merc. Mystique)   02/16    8:30-9:00PM      MPT
This Week In NASCAR (L)               02/16    10:00-11:00PM    EMPS,
			       HSE,HTS,PASS,PSN,PSNW,SCOH,SCP,SPTS,SUN
This Week In NASCAR (SD)              02/16    10:30-11:30PM    SCNE
RaceWeek w/Pat Patterson              02/16    10:30-11:30PM    SCNY
RaceWeek w/Pat Patterson              02/16   11:00PM-12:00AM   EMPS,
							  HTS,SCOH,SCP
CHILI BOWL MIDGET NATIONALS (T)       02/16   11:00PM-12:00AM   PSNW
This Week In NASCAR (SD)              02/16   11:00PM-12:00AM   PSN2
RaceWeek w/Pat Patterson              02/17    12:00-1:00AM     MSC
This Week In NASCAR (T)               02/17    1:00-2:00AM      PASS
RaceWeek w/Pat Patterson              02/17    1:00-2:00AM      SPTS
This Week In NASCAR (T)               02/17    1:30-2:30AM      SUN
This Week In NASCAR (T)               02/17    2:00-3:00AM      PRTK
Monster Trucks                        02/17    3:30-4:00AM      ESPN2
This Week In Motor Sports             02/17    4:00-4:30AM      PRTK
This Week In NASCAR (T)               02/17    5:00-6:00AM      HTS,
			     MSC,PASS,PSN,PSNW,PSN2,SCNE,SCOH,SCP,SUN
This Week In NASCAR (T)               02/17    8:00-9:00AM      EMPS,
				       MSG,PASS,PSN,PSNW,SCOH,SCP,SUN
This Week In NASCAR (T)               02/17    12:30-1:30PM     SUN
RaceWeek w/Pat Patterson              02/17    2:30-3:30PM      HTS
This Week In Motor Sports             02/17    5:30-6:00PM      MSC
This Week In Motor Sports             02/17    6:00-6:30PM      SUN
This Week In NASCAR (T)               02/17    6:00-7:00PM      EMPS,
				       MSG,PRTK,PSN,PSN2,SCNE,SCP,SPTS
RaceWeek w/Pat Patterson              02/17    8:00-9:00PM      EMPS
Fast Track                            02/17    9:00PM           SCP
This Week In NASCAR (T)               02/17    10:00-11:00PM    HTS
RaceWeek w/Pat Patterson              02/17   11:00PM-12:00AM   HTS
This Week In NASCAR (T)               02/18    12:00-1:00AM     SCC
RaceWeek w/Pat Patterson              02/18    1:00-2:00AM      MSC
This Week In NASCAR (T)               02/18    2:00-3:00AM      HSE
Monster Trucks                        02/18    3:00-4:00AM      ESPN2
RaceWeek w/Pat Patterson              02/18    5:00-6:00AM      HSE

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

WINSTON CUP, TWIN 125's, DAYTONA (T)  02/18    2:00-4:00PM      CBS
WINSTON CUP, DAYTONA (L)  :-)   :-)   02/19    12:15PM          CBS
NHRA, NATIONALS, PHOENIX (T)          02/24    8:30PM           ESPN
BUSCH GN, THE ROCK (L)                02/25    1:00PM           TNN
WINSTON CUP, THE ROCK (L)             02/26    12:00PM          TNN
WINSTON CUP, RICHMOND (L)             03/05    1:15PM           TBS
INDYCAR, MIAMI (L)                    03/05    tba              ABC [1]
FORMULA 1, ARGENTINA (?)              03/12    tba              tba [1]
WINSTON CUP, ATLANTA (L)              03/12    1:00PM           ABC
NHRA, NATIONALS, HOUSTON (T)          03/14    8:00PM           ESPN
IMSA, SEBRING 12 HR (L)               03/18    10:30-11:30AM    ESPN
IMSA, SEBRING 12 HR (L)               03/18    1:30-3:00PM      ESPN
NASCAR, SLIM JIM 200, NASHVILLE (L)   03/18    4:00-6:00PM      TNN
IMSA, SEBRING 12 HR (L)               03/18    10:00-11:00PM    ESPN
BUSCH GN, NASHVILLE (L)               03/19    2:00PM           TNN
NHRA, GATORNATIONALS, GAINESVILLE (L) 03/19    5:00PM           TNN
INDYCAR, OZ (?)                       03/19    tba              ABC [1]
IROC #2, DARLINGTON                   03/25 (live coverage is unlikely)
FORMULA 1, BRAZIL (?)                 03/26    tba              tba [1]
WINSTON CUP, DARLINGTON (L)           03/26    1:00PM           ESPN
WINSTON CUP, BRISTOL (L)              04/02    1:10PM           ESPN
INDYCAR, PHOENIX (L)                  04/02    tba              ABC [1]
WINSTON CUP, N. WILKESBORO (L)        04/09    1:00PM           ESPN
INDYCAR, LONG BEACH (L)               04/09    tba              ABC [1]
NHRA, WINSTON SELECT, ROCKINGHAM (T)  04/16    12:30AM          ESPN
FORMULA 1, PACIFIC (JAPAN) (?)        04/16    tba              tba [1]

[1] CBC also carries all F1 and most IndyCar races.  The races are 
usually broadcast on a tape-delayed basis following the local late news 
at approx. 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
CBCE     Canadian Broadcasting Corporation (East)
CBCW     Canadian Broadcasting Corporation (West)
CBCM     Canadian Broadcasting Corporation (Montreal)
DIS      The Disney Channel
EMPS     Regional Sports Network (New York)
ENC      Encore
ESPN     ESPN Sports Network
ESPN2    ESPN Sports Network 2
HBO      Home Box Office
HIST     The History Channel
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)
NESN     New England Sports Network
QVC      home shopping
RDS      Reseau 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
WTTG     Washington, DC
WUSA     Washington, DC
-------

From hotrod@server.eng.dsea.com Fri Feb 10 12:47:33 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: Rolling Chassis Wanted
X-Archives: ece.rutgers.edu
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X-Comment: Send comments and trouble reports to frank@dsea.com
X-From: VinnyJr@aol.com
Content-Length: 854

I have finally completed the build-up of my SBC355 roller motor and need a
car to drop it in.  The engine should be making about 550 hp in the high 6000
rpm range, so I figure that, in a 3000 lbs. car, I should be running low-11s
or high 10s in the 1/4mi.

Unfortunately, the '68 Camaro that I was going to use turns out to be in
worse shape than I originally thought and I want to be ready to race at Atco
Dragstrip, NJ, in April.

I'm looking to buy a car (less engine) for under four grand that is already
set up for weekend racing.  That is, a light-weight, long-wheelbased car with
a roll-cage, rear end, tranny, etc. cappable of withstanding the abuse of the
1/4-mile. (e.g. '67-69 Camaro, Nova, '78 Malibu)

If you know of anyone selling such a vehicle, please E-mail me.
Thanks.
                                                   VinnyJr@aol.com

From hotrod@server.eng.dsea.com Fri Feb 10 12:48:21 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: Re: Carrol Smith
X-Archives: ece.rutgers.edu
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X-Comment: Send comments and trouble reports to frank@dsea.com
X-From: Dirk Broer 
Content-Length: 521


>I've recently finished his "Engineer to Win" and would like to 
>get "Tune to Win".  Classic Motorbooks says Tune is not available.
>I know Carroll lives around here someplace and I'd like to call
>him and ask where I can get the book.  

Have you tried Steve Smith's Autosports (714) 639-7681?

Another book you may want to read is "Prepared to Win"  _ The ins and outs
of how to prepare for a race - what to check, what maintance etc.

[ I already read "Prepare to Win".  I'll try Steve Smiths, Thanks.
--FEP ]

Dirk

From hotrod@server.eng.dsea.com Fri Feb 10 19:24:33 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: Free Stuff, etc.
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
X-From: frank (Frank Evan Perdicaro)
Content-Length: 1110


I cannot stand to hold on to this stuff any more!  Take it, please!
These items came off my car and were in fine running order recently.  
None is worth much.

   SBC 4BBL iron intake.  Small port, four identical holes.  From a 
   1967 283.  Comes with a few things bolted on.

   Matching strong running 4bbl carburator, right from GM.  I smoked 
   plenty of tires with this thing.

   Points distributor -- works great.  Plus cap and wires.  Fine, but 
   used shape.

   Front wheel setup, drums.  Spindles, ball joints, tie rod ends, assembled
   brakes with a few thousand miles, drums, lug nuts.  If you are nice,
   I might even give you two mounted 14" radials ( Invectas ).

I cannot keep this stuff any longer.  Please stop me from filling the dumpster.

Post this message anywhere you can think of.  Feel free to call me here
at work and leave a message.

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


From hotrod@server.eng.dsea.com Mon Feb 13 12:32:04 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: Re: Rolling Chassis Wanted
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
X-From: BKear@aol.com
Content-Length: 130

call Jim at Jim Robinson Racing 410-560-7428. He has a nova for sale, race
ready, less motor & trans.

                Bill Early

From hotrod@server.eng.dsea.com Mon Feb 13 12:33:09 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: New Person to List: Help needed
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
X-From: BUTTOLPHP@axe.humboldt.edu
Content-Length: 1772

A quick intro, I have a "stock" 62' Corvette, # matched 327 is out for a 
rebuild (when I get to it) and I have a 350HO ZZZ dynoed at 375hp/414ft-lbs
with a M20 4spd and 3:36 non-posi.....I enjoy long spirted trips and have 
entered the Pony Express 100 in June.. now the questions and request:
 
(1) The engine at WOT seems to have blow by, you can smell it but not 
see it, even under long heavy vaccum pulls there isn't any "smoke"..used 
qt of oil every 1,000 at 6,000 miles, had guides miced..perfect...new 
valve seals and umbrellas put on (leak down 2-3%)...slight 
improvement...currently has 12,000 miles and uses qt. of Mobile 1 (started 
to use this at 8,000) ever 1,200 miles...still has smell and discoloration on
body at exhaust tips and slight fouling AC 904 (#1/#2)...carb is a 
Edlebrock Performer (600cfm) with stock PCV set up, a K&N 2" air filter 
and Holly electric fuel pump...this seems to be problem in common with 
other ZZZ engines and only suggestion is to re-torque intake...any 
suggestions??

(2) I bought a MSD6 to route through the GM HEI dist...any experience 
with this setup and recommendation for plugs or installation?

(3) I need a 15X5" wheel that is "true" for my 62', must have full wheel 
cover nubs...any sources out there?

(4) Lastly, I am also looking for another 3:36 solid axle rear end for my 
62' either posi or non; I want to rebuild it out of the car to keep the 
car on the road...I do love to cruise....

Thanks,
Phil:::::
			
------------------------------------------------------------------ 
Phillip Buttolph		*FAX  (707)826-5446
Humboldt State University   	*Work (707)826-4104
Sateen Silver 62'Corvette	*Internet: "BUTTOLPHP@axe.Humboldt.edu"	
-------------------------------------------------------------------


From hotrod@server.eng.dsea.com Mon Feb 13 13:34:23 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: Re: Carroll Smith
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
X-From: PRESTON MARSHALL 
Content-Length: 1065

>I've recently finished his "Engineer to Win" and would like to 
>get "Tune to Win".  Classic Motorbooks says Tune is not available.
>I know Carroll lives around here someplace and I'd like to call
>him and ask where I can get the book.  

I second this recommendation.  I have read all three of his books
and found them extremely valuable.  I obtained all of them from
Steve Smith's catalog.  I think you are pretty familiar with him
are you not Frank?  *smile*

[ One book of his is already down, about 20 to go.  I hope to
stop at his place this week. --FEP ]

>I'd recommend that you all read "Engineer to Win".  As a followup I
>bought the "Theory of Ground Vehicals, 2nd Edition" that I mentioned
>a while ago.  Look for a summary in a few months...

Here here!  I've been looking for that one.  Where did you find it?

[ I found it at Irvine Sci-Tech bookstore in Irvine, CA.  I am
also in-process on "The Bosch Fuel Injection Handbook" ( or 
some very similar name ) that I picked up at Sears ( of all places ).
--FEP ]

Preston Marshall
PMARSHALL@ACM.ORG


From hotrod@server.eng.dsea.com Tue Feb 14 12:03:17 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: Porting problems?
X-Archives: ece.rutgers.edu
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X-Comment: Send comments and trouble reports to frank@dsea.com
X-From: Terrill_Yuhas@smtpsc1.sc.pima.gov
Content-Length: 1196

     A buddy of mine is porting his small-block Chevy heads and may have run 
into a problem.  He has discovered a porous spot in one of the intakes and 
wonders if this will cause problems like water seepage.  I have never heard of 
anyone hitting water while porting the intakes but my knowledge of SBC heads is 
very limited.

     Included below is his picture of the location of the spot.  I would 
appreciate any comments or opinions.

Thanks!

Terrill

>When looking at the head from the underside it looks something like
>this:
>
>             Intake flange
>     _____________________________________
>          |       |   |       |
>          |       |   |       |
>          |       |   |       |
>          |       |   |       |
>          /       /   \        \
>         |       |     |        |
>         |       |     |        |
>         |       |      x       |
>       _|________|     |________|_
>      /          |     |          \   
>     /           |     |           \
>    |            |     |            |
>    |            |     |            | <- Bowl of cylinder 2
>     \          /       \          /  
>      \________/         \________/  
>
>x marks the spot. 

From hotrod@server.eng.dsea.com Tue Feb 14 12:03:21 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: FJ40 / Chevrolet 350
X-Archives: ece.rutgers.edu
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X-From: Highlandr8@aol.com
Content-Length: 1732

Hi,

I'm new to this list so please bear with me...

I have a '73 Toyota FJ40 with a Chevrolet 350 and the original Toyota 3
speed manual. The 350 is mostly stock, as far as I know (4barrel carb).
Now the questions...

-How can I improve starting on cold days? I bought it in SC and drive
it in NH, so I assume I need to change the oil. Other than that?

-How can I boost the power output a little, without hurting fuel
economy or making it louder than it already is?

-What is the best way to improve the top speed? Axle ratios are out of
the question (too much work and $$$$)...I do feel a bit silly having a
top speed of 70 mph (at 4000rpm!) with the big V8.

[ A few important things are missing from your description.  First,
is the starting problem due to inabilty to crank, or inability to run
after it cranks well?  Big difference.  Second, for power and its
cousin speed.  Are you in one of the NH cities that requires a visual
inspection under the hood, or can you do whatever you want?  If you 
can fiddle at will, tell us what year and application the 350 is
from.  A cam, intake and ignition can really wake up a 350 for a 
few hundred bucks.  --FEP ]

-The tachometer (a Sun-Tach) has a really faded face and needle. Is
there any way for me to get a new one cheaply, or should I just get a
new tach?

-The gas gauge reads too high, with, er, interesting results...I fill
up every 100 miles right now but would like to fix the gauge...

One other thing: I am considering a eventually doing some sort of
project car (a coupe or sedan), more for looks than performance. Anyone
know what hydraulic shocks or solenoid door-openers cost? (and any
harmful side effects to me or the car from either)

Thanks in advance,
Chuck

From hotrod@server.eng.dsea.com Tue Feb 14 12:03:24 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: Re: late 70's Malibu
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
X-From: ScottClev@aol.com
Content-Length: 343

I am looking for article(s) in Hotrod, Carcraft, Super Chevy, etc., about 
a 1978,79,80 Chevy Malibu, please let me know month,year and name of 
magazine.

I am getting ready to prostreet a 79 Malibu and i am gathering as much 
information as i can.

Thank you for your help, and see you at the  1996 street machine nationals.

Thanks:
Scott


From hotrod@server.eng.dsea.com Tue Feb 14 12:03:26 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: 65 mustang fastback
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
X-From: sheri01@aol.com (Sheri 01)
Content-Length: 352

Does anyone have one for sale cheap non running but good body?

[ I'm sure somebody does, it might be nice to know your location, 
though.  Perhaps a make and intended use, too.  

My dad has a near-mint, low miles '70s Buick version of the Nova.
Its got a wicked rod rap and needs a motor, but is frozen under 
plenty of snow in MA. --FEP ]

Sheri 01

From hotrod@server.eng.dsea.com Tue Feb 14 12:03:26 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: Re: New Person to List: Help needed
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
X-From: Bob Valentine 
Content-Length: 1571

On Mon, 13 Feb 1995, Hotrod List wrote:

> (2) I bought a MSD6 to route through the GM HEI dist...any experience 
> with this setup and recommendation for plugs or installation?

     I've been running a 6A box on my '71 Olds for a while.  I use the 
stock GM coil-in-cap with no problem -- a aftermarket coil would be 
better, but the box made a never-idle-smooth motor idle smooth.   My only 
complaint is that the added current really likes to melt rotors and the 
carbon button in the stock GM cap.   

[ I meant to get this first time 'round.  
  I too have a MSD6 in the AL config.  Mine is mounted on the
  passenger side inner fender on a heat sheild made from a DS computer
  backplane.  The sheild keeps the headers from radiating directly
  on the box, and permits me to take the sheild-mounted MSD6AL out
  eaisly.  

  I run the stock GM HEI dist.

  I really like this setup.  I have a ratcheting shifter, the mid-line
  B&M.  I run the 6000 rpm module, and shifting consists of putting my
  foot to the floor in 1st and giving the shifter a shove when I hear
  the limiter cut in, a very distinct sound.  I have no tach.  This
  technique makes for good tire smoke, too.

  I better go and take a look at my stock cap and rotor.... --FEP ]

     I've tried different brands, the best IMHO seem to be the 
Standard/Blue Streak ones.   Don't even THINK of using the cheap-o ones 
from PepBoys.  ;^>

                     -->   Bob Valentine  <--  
                    --> ravalent@liii.com  <--
     "Clinging Tenaciously to the Trailing Edge of Technology"

From hotrod@server.eng.dsea.com Tue Feb 14 12:03:26 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: SBC
X-Archives: ece.rutgers.edu
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X-From: Magnum5432@aol.com
Content-Length: 683

I'm looking for a SBC 283 And was wondering what car can I find that has 
one in it?

[ The 283 was everyplace for a while.  I just got rid of most of mine,
except for that intake and carb.   It was available ( now I'm not
exactly sure, so do not kill me on this ) as the base V8 in Corvettes
and Chevelles( '64+ ) from about 1960 to the late '60s.  It was also
available in full-size cars, and perhas trucks.  My father had both
a '60 Impala and a '64 Chevelle SS with 283.  My co-worker's mom also
had a later Impala ( '68 ?? ) with one.  Mine was from a '67
Chevelle.

Perhaps it would be best to ask 'which 1960-1970 Chevy passenger cars
could NOT be had with a 283?'.  --FEP ]


From hotrod@server.eng.dsea.com Tue Feb 14 18:55:09 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: Re: FJ40 / Chevrolet 350
X-Archives: ece.rutgers.edu
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X-From: hale@brooktree.com (bob hale)
Content-Length: 1065

Chuck writes about his Chevota:

>-How can I boost the power output a little, without hurting fuel
>economy or making it louder than it already is?

Tri-Y headers will help both the power and the gas mileage.
Changing the gear ratio may be beneficial if what you have bow
is not well matched to your driving patterns.  Alternatively,
you could add an overdrive.

>-What is the best way to improve the top speed? Axle ratios are out of
>the question (too much work and $$$$)...I do feel a bit silly having a
>top speed of 70 mph (at 4000rpm!) with the big V8.

Find the problem and fix it.  Any of the small block Chevy engines
will turn to 6000 RPM without difficulty; they just may not have
gobs of power at that RPM.  For street performance it is common to
choose gears so that 4000 RPM is 80 MPH so your gear ratio is about
right, perhaps just a bit on the steep side.  For the wind area of the
Toyota you should be able to hit 100 MPH with an engine output of
about 150 HP.  If the engine can't make 150 HP then it has a problem.

Bob Hale   hale@brooktree.com

From hotrod@server.eng.dsea.com Tue Feb 14 18:55:20 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: Re: SBC
X-Archives: ece.rutgers.edu
X-Comment: Send subscription and drop requests to hotrod-request@dsea.com
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X-From: lacey@dsea.com (Dan Lacey)
Content-Length: 1439

>I'm looking for a SBC 283 And was wondering what car can I find that has
>one in it?
>
>[ The 283 was everyplace for a while.  I just got rid of most of mine,
>except for that intake and carb.   It was available ( now I'm not
>exactly sure, so do not kill me on this ) as the base V8 in Corvettes
>and Chevelles( '64+ ) from about 1960 to the late '60s.  It was also
>available in full-size cars, and perhas trucks.  My father had both
>a '60 Impala and a '64 Chevelle SS with 283.  My co-worker's mom also
>had a later Impala ( '68 ?? ) with one.  Mine was from a '67
>Chevelle.
>
>Perhaps it would be best to ask 'which 1960-1970 Chevy passenger cars
>could NOT be had with a 283?'.  --FEP ]

'59 - '62 will take twice the overbore when compared to the '63 - '67
283 cid. (0.125" vs. 0.060"). ( The '58 block has rope-type
rear-main-bearing seal. Not recomended)

Urban myth tells me that the 'Vette used a 4-bolt main 283 in some years. I
have only seen the 2-bolt version ('67 Impala).


*************************************************************************
* THIS SPACE INTENTIONALLY  *       Dan Lacey ( lacey@dsea.com )        *
*                           *       Dainippon Screen Eng. of America    *
* LEFT BLANK                *       3700 W. Segerstrom Ave.             *
*                           *       Santa Ana, CA. 92704                *
*************************************************************************



From hotrod@server.eng.dsea.com Tue Feb 14 18:55:25 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: Re: FJ40 / Chevrolet 350
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
X-From: Bob Valentine 
Content-Length: 1104


> I have a '73 Toyota FJ40 with a Chevrolet 350 and the original Toyota 3
> speed manual. The 350 is mostly stock, as far as I know (4barrel carb).

    Hmm... hotrod 4WD!

> -How can I improve starting on cold days? I bought it in SC and drive
> it in NH, so I assume I need to change the oil. Other than that?

> -How can I boost the power output a little, without hurting fuel
> economy or making it louder than it already is?

    I think you'll find that these can go hand-in-hand.   Proper carb and 
ignition tuning will help with both.   I assume you've already got a 
electronic ignition of some kind, if you don't -  add one now.   Factory GM 
HEI does a darn good job, MSD is even better.  What kind of carb is on it?

> top speed of 70 mph (at 4000rpm!) with the big V8.

    Ouch... save from gear changes, next easiest thing is a swap to 
larger diameter tires.  You might be able to find a tranny with a lower 
ratio final gear too.

                     -->   Bob Valentine  <--  
                    --> ravalent@liii.com  <--  
            "Hard Acceleration Saves Costly Aggravation"


From hotrod@server.eng.dsea.com Tue Feb 14 18:55:32 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: 10 bolt BM rear
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
X-From: Richard D McCardell 
Content-Length: 604

I have just purchased a GM 8 1/2" 10 bolt limited slip rear for my
new project.  God, aren't 12 bolts outrageously priced ! Anyhow, I
usedto have a article from either Hot Rod or Car Craft in the early 80's
that was entilted "Beffing up a GM 10 Bolt"  It had a 10 bolt rear with 
charcoal in it cooking ribs on top (aren't those guys funny).  Well this 
artile or any other beef up tips would be helpful.

The rear is out of a 1979 Trans Am and has disk brakes.  It is going to be
narrowed to fit under my Pro Street Vega (project car) with a 24 " sub frame.

Please Help ! ! 

Rick
mccardellrd@sb.com 


From hotrod@server.eng.dsea.com Tue Feb 14 18:55:39 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: misc small chevy performance stuff for sale
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
X-From: derekp@stdavids.picker.com (Derek Pietro)
Content-Length: 1039


	Housecleaning turned up these precious jewels :-)

	Miscellaneous used Hi-Po parts - all small chevy stuff 
	USED good condition unless stated otherwise

	Manley 3/8 .100 oversize hardened pushrods 
	600 holley double pump with moroso reuseable gaskets 
	Steel 7 degree 1.437 inch small chevy valve retainers
	Fram HPG-1 canister type Fuel Filter 
	Stock 400 chev used rods - pistons on still but are junk
	1 inch 4 hole metal carb spacer - sq flange
	1 inch open plenum composite carb spacer sq flange
	1 inch moroso 4 hole bakelite carb spacer sq flange
	Moroso Air pan kit for single 4 bbl - new

Misc crud:
	Patch Panels:	New
		78-89 Suburban/Blazer/Truck Rear corner L & R
		76-89 Chevy Van - Sliding door lower edge
		Tow receiver class 3 for 76-94 chevy van - used

	All this stuff but the block and trans can go UPS. The patch panels 
	may provide me some packaging problems 
	If you're interested in any of it, send offers or ask prices.


Derek J. Pietro
Picker International
St Davids, Pa. office
derekp@stdavids.picker.com



From hotrod@server.eng.dsea.com Wed Feb 15 12:20:42 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: Re: FJ40 / Chevrolet 350
X-Archives: ece.rutgers.edu
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X-From: Highlandr8@aol.com
Content-Length: 1243

>> If the engine can't make 150 HP then it has a problem.

Any idea what the power output is? It may be a reasonably fresh engine, *I
think* (the previous owner *said* it had 10k on a rebuild...) It has a 4
barrel carb, exhaust manifolds, and is pretty much stock.

[ I think the word "stock" is part of your confusion.  Chevy has made
about 50,000,000 of these ( really 50,000,000 ) in about 200 different 
versions of "stock".

If you had a stock 350 CID ZZ3 motor it would put out about 350 hp.  
If you had a stock 350 CID low comression 2bbl from about 1975, it
might put out 150 hp.  The number stamped into the block on the 
passenger side very near the water pump inlet would help for
identification.

Also, what carb. is it?  Exactly, like the make and model.

Body roll on solid axel vehicals can be controlled by good 
anti-roll bars and suitable shocks, assuming that the tires 
are not so soft that they deflect quite a bit.  --FEP ]

Chuck

P.S. On a related note, how can I lessen the body lean in turns? I get
nervous turning corners over about 20 MPH-it feels really top heavy. I
assumed it was because of the center of gravity until I rode in a 4-runner
(which has one at least as high) that felt *much* better on curves...


From hotrod@server.eng.dsea.com Wed Feb 15 12:20:53 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: Sad Day in Street/Hot Rodding
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
X-From: "Rund, Sharen" 
Content-Length: 1281

I have a friend, Dave Hill, who is an editor for Street Rodder magazine
which is published by McMullen & Yee publishing.  McMullen & Yee was/is
working out a deal to sell their company to the publishers of Auto
Week. Yee, who died last year of a heart attack, represented by Chris
Yee, his widow, has already signed the papers. McMullen was expecting
to realize about $30 mil on the deal (nice retirement nest-egg).

Sunday evening, Tom McMullen and his wife, DeAnna, were killed when his
plane crashed while landing in Oklahoma. They had been visiting in
Florida and were on their way back to Los Angeles to sign the final
papers for the sale of their magazine company, McMullen & Yee, to the
publishers of Auto Week.  Tom was an experienced pilot - no details of
the crash are immediately available - it is presumed they hit a wind
shear. It is not known if anyone else was in the plane with them - they
had to use dental records to be able to identify the bodies.

If you remember, DeAnna had the hot rod school bus built for her - they
were very active in the street/hot rod scene. I last saw them in Las
Vegas at the SEMA show. They will be missed.

Tom and DeAnna had just completed building a home in Colorado.

-- "Rund, Sharen" 


From hotrod@server.eng.dsea.com Wed Feb 15 19:02:36 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: Re: FJ40 / Chevrolet 350
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
X-From: PRESTON MARSHALL 
Content-Length: 889



>Body roll on solid axel vehicals can be controlled by good 
>anti-roll bars and suitable shocks, assuming that the tires 
>are not so soft that they deflect quite a bit.  --FEP ]

>Chuck

>P.S. On a related note, how can I lessen the body lean in turns? I get
>nervous turning corners over about 20 MPH-it feels really top heavy. I
>assumed it was because of the center of gravity until I rode in a 4-runner
>(which has one at least as high) that felt *much* better on curves...

C.G. height, roll couple and roll stiffness will all be areas for you to
look at in trying to reduce roll angle.  anti-roll bars as Frank said will
help, springs will also, reducing tire sidewall height, lowering c.g., raising
the roll center would do it but you wouldn't like the consequences. Shock will  
havea larger effect on roll rate than on total roll angle.

Preston Marshall
PMARSHALL@ACM.ORG
 


From hotrod@server.eng.dsea.com Wed Feb 15 19:02:53 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: Re: MSD 6AL
X-Archives: ece.rutgers.edu
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X-Comment: Send comments and trouble reports to frank@dsea.com
X-From: jca@fibercom.fibercom.com (James C. Akers)
Content-Length: 1531

>     I've been running a 6A box on my '71 Olds for a while.  I use the 
>stock GM coil-in-cap with no problem -- a aftermarket coil would be 
>better, but the box made a never-idle-smooth motor idle smooth.   My only 
>complaint is that the added current really likes to melt rotors and the 
>carbon button in the stock GM cap.   

I don't think this is a problem with just the stock equipment...
With a stock HEI setup, I have run the ACCEL (brown) cap and rotor
literally for years witout needing anything more than a cleaning.  I
had the MSD6AL (using the HEI only as a trigger, with an ACCEL HEI
super coil) on my daily driver for about 2 months when I checked
the cap and rotor.  Although the car still ran fine, the carbon button
fell out of the cap when I removed it.  The cap was burnt to the point
of being brittle (like ash) around the button.  The individual cylinder
lugs as well as the rotor contacts were also burnt.  It would not have 
run for much longer!  I haven't run the car much since, so I don't have
any good MTBF numbers.

Speaking of MSDs; Summit (or was it Jegs?) just listed a nifty magnetic
pickup conversion kit for points-style chevy distributors (I think it
was around $40 or $50 bucks).  This way you wouldn't need the bulk
of the HEI distributor for just a trigger.  This would also be a big
advantage for a sleeper...

jC.
_________________________________________________________
James C. Akers         FiberCom, Inc.        Roanoke, VA
jca@fibercom.com     uunet!fibercom!jca     (703)342-6700

From hotrod@server.eng.dsea.com Wed Feb 15 20:07:04 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: Steve Smith Motorsports et al
X-Archives: ece.rutgers.edu
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X-Comment: Send comments and trouble reports to frank@dsea.com
X-From: frank (Frank Evan Perdicaro)
Content-Length: 1635


   Just as I mentioned last week, Steve Smith Motorsports is just around
the corner from where my wife works.  I stoped in there today.  It was
not exactly what I expected.  Its just a house, a nice, clean old one,
used as an editing and shipping office.  The only way I could tell it
was SSM was by the address and the color of the building.  The colors 
EXACTLY match the cover of "Stock Car Chassis Technology"!  

   They had all the original covers on the wall and all books in stock
I did not buy anything only because I have not finished what is currently
on my shelf.  Has anybody read SS's "Advanced Race Car Suspension
Development" ?

   As I was leaving I went through the only rotary in SoCal, and drove 
right past California Custom Roadsters!  Naturally I turned around
and pulled in.  There were all sorts of roadster parts, plus kits
in various states of completion on display.  Really nice work
generally, and you could buy just about anything.  Across the street
is a Model A + Chevell + Old Chevy Truck place called The Car Shop.
The place was packed full of new and used car parts.  Plus there were
whole cars -- two convertable V8 model A's some other cars and what
I think was an OLD 4 door Hudson.  Quite a find for a lunchtime.

   If you are in town for a Ducks game, or even at Disneyland,
take the short drive east to Chapman and Glassner and check this place 
out.

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


From hotrod@server.eng.dsea.com Thu Feb 16 15:10:38 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: Chevy 350...
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
X-From: Troy Gillis 
Content-Length: 687

What is the difference between a chevy 350 small block and a chevy 350
big, or tall block? im going to rebiuld an engine, and am not sure what
the dif is..i was told the big block would give me more power, and
better reliability...what do you think?

[ Lets keep this short and simple.  Chevy has 2 families of V8s, small
and big.  A  350 is a typical small block.  Big blocks typically have
more displacement that small blocks, are heavier and cost more.  For a
given power level, say 350 HP, a big block will almost always be
less stressed than a small block.  Being less stressed, it has the
possibility of better reliability, given the same maintenance and 
build quality.  --FEP ]


From hotrod@server.eng.dsea.com Thu Feb 16 15:10:45 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: Re: FJ40 / Chevrolet 350
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
X-From: Highlandr8@aol.com
Content-Length: 1092

>> First,
is the starting problem due to inabilty to crank, or inability to run
after it cranks well?  Big difference.

No, it cranks fine. After it cranks, though, you have to rev it to ~2000 rpm
for maybe 30 sec. to warm it up (in cold weather).

[ Sounds like a choke problem.  Exactly which carb. do you have? --FEP ]

>> Are you in one of the NH cities that requires a visual
inspection under the hood, or can you do whatever you want?

I just go to school up here-once I get the registration straightened out with
the DMV (long story :) it will be registered and inspected in Pittsburgh, PA.

>>  If you can fiddle at will, tell us what year and application the 350 is
from.

Judging from some of the stuff I've seen around Pittsburgh, I wouldn't be
surprised if I could. Where do I look on the engine to determine this?

>> A cam, intake and ignition can really wake up a 350 for a 
few hundred bucks.

I'm not too mechanically inclined, and I don't have the necessary tools
anyway. Does this count installation?

[ No this does not count installation.  Give it a try.  --FEP ]

Chuck

From hotrod@server.eng.dsea.com Thu Feb 16 15:11:37 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: Re: MSD 6AL 
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
X-From: "Ken R. Dye" 
Content-Length: 1100


> Speaking of MSDs; Summit (or was it Jegs?) just listed a nifty magnetic
> pickup conversion kit for points-style chevy distributors (I think it
> was around $40 or $50 bucks).  This way you wouldn't need the bulk
> of the HEI distributor for just a trigger.  This would also be a big
> advantage for a sleeper...

	While this is cool from the sleeper standpoint, I'd really
watch your distrbutor cap.  GM went to a giant cap for a couple
of reasons, one being to increase the distance to prevent arcing/
carbon tracking from the hi energy coil...imagine the problem would
get worse with the super duper aftermarket coils!

	I ran a 6AL on my 4-banger race car driven by the stock
points in a tiny cap/rotor, and had to change the cap every other
race...the carbon tracking was unbelievable.

--Ken

Ken R. Dye                          '67 Bonneville ragtop  "Juan": suncar
Legent Corporation, Chicago         '68 Bonneville hardtop "Anna": towcar
(708) 505-9555 x341                 '84 Pontiac TransAm   "Jesse": racecar
dye@npr.legent.com                  '94 1LE Z28 6-speed    "????": funcar


From hotrod@server.eng.dsea.com Fri Feb 17 12:47:53 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: Re: FJ40 / Chevrolet 350
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
X-From: lacey@dsea.com (Dan Lacey)
Content-Length: 1744

>>> First,
>is the starting problem due to inabilty to crank, or inability to run
>after it cranks well?  Big difference.
>
>No, it cranks fine. After it cranks, though, you have to rev it to ~2000 rpm
>for maybe 30 sec. to warm it up (in cold weather).
>
>[ Sounds like a choke problem.  Exactly which carb. do you have? --FEP ]
>
>>> Are you in one of the NH cities that requires a visual
>inspection under the hood, or can you do whatever you want?
>
>I just go to school up here-once I get the registration straightened out with
>the DMV (long story :) it will be registered and inspected in Pittsburgh, PA.
>
>>>  If you can fiddle at will, tell us what year and application the 350 is
>from.
>
>Judging from some of the stuff I've seen around Pittsburgh, I wouldn't be
>surprised if I could. Where do I look on the engine to determine this?
>

I have not lived in Pgh., Pa. since '86, but I remember that it really
depends on who performs your inspection! ;-) Just make sure that you can
put back whatever you change.

>>> A cam, intake and ignition can really wake up a 350 for a
>few hundred bucks.
>
>I'm not too mechanically inclined, and I don't have the necessary tools
>anyway. Does this count installation?
>
>[ No this does not count installation.  Give it a try.  --FEP ]
>
>Chuck

*************************************************************************
* THIS SPACE INTENTIONALLY  *       Dan Lacey ( lacey@dsea.com )        *
*                           *       Dainippon Screen Eng. of America    *
* LEFT BLANK                *       3700 W. Segerstrom Ave.             *
*                           *       Santa Ana, CA. 92704                *
*************************************************************************



From hotrod@server.eng.dsea.com Fri Feb 17 12:48:11 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: 6 CYL SPEED EQUPT
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
X-From: haltonjn@aol.com (Haltonjn)
Content-Length: 351

[ I am ] looking for speed equipment for GMC "6" engines. 270 - 302 cu
in, building a vintage dirt track racer.

[ Check out the Clifford/6 theads in the archives via hotrod ftpmail.

Clifford Performance Products   four/six cylinder stuff
06/93
(formerly Clifford Research)
PO Box 2620
2330 Pomona-Rincon Road
Corona CA 91720
714-734-3310

  --FEP ]

From hotrod@server.eng.dsea.com Fri Feb 17 12:48:24 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: Re: FJ40 / Chevrolet 350
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
X-From: George Howell 
Content-Length: 1498

>> A cam, intake and ignition can really wake up a 350 for a 
few hundred bucks.

>>I'm not too mechanically inclined, and I don't have the necessary tools
anyway. Does this count installation?

>>[ No this does not count installation.  Give it a try.  --FEP ]

Chuck,

My brother and his buddy are (were) about the least mechanically
inclined people in the world. But, one weekend, they swapped engines
in two Ford Fiestas. Not world class stuff, but those front drivers
are a pain.
[ Fiestas are a snap.  I had a half dozen!  The trick is to take
the engine out the bottom.  --FEP ]

A few months later, we replaced a head gasket on a Toyota. Well, I
supervised, they did the work:)

What I'm trying to say is that the intake and ignition shouldn't be a
problem. Last time I checked, intakes had no moving parts, so that's
not a problem:) If you can read a manual, or if someone here on the
list would post the info, I'm sure you'll see that these jobs aren't
too tough. Plus, the satisfaction level is much higher (and, your
wallet is fatter)

(I got confused reading this thread. I saw FJ60, and assumed it was
the offroad mailing list:)

**George Howell*******************************************************
* c2mxhowe@FRE.FSU.UMD.EDU          "And everything under the sun    *
* georgehowell@DELPHI.COM               is eclipsed by the moon."    *
*                                               --Pink Floyd         *
**********************************************************************

From hotrod@server.eng.dsea.com Fri Feb 17 12:48:25 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: Re: FJ40 / Chevrolet 350
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
X-From: lacey@dsea.com (Dan Lacey)
Content-Length: 2012

>>> If the engine can't make 150 HP then it has a problem.
>
>Any idea what the power output is? It may be a reasonably fresh engine, *I
>think* (the previous owner *said* it had 10k on a rebuild...) It has a 4
>barrel carb, exhaust manifolds, and is pretty much stock.
>
>[ I think the word "stock" is part of your confusion.  Chevy has made
>about 50,000,000 of these ( really 50,000,000 ) in about 200 different
>versions of "stock".
>
>If you had a stock 350 CID ZZ3 motor it would put out about 350 hp.
>If you had a stock 350 CID low comression 2bbl from about 1975, it
>might put out 150 hp.  The number stamped into the block on the
>passenger side very near the water pump inlet would help for
>identification.
>
>Also, what carb. is it?  Exactly, like the make and model.
>
>Body roll on solid axel vehicals can be controlled by good
>anti-roll bars and suitable shocks, assuming that the tires
>are not so soft that they deflect quite a bit.  --FEP ]
>
>Chuck
>
>P.S. On a related note, how can I lessen the body lean in turns? I get
>nervous turning corners over about 20 MPH-it feels really top heavy. I
>assumed it was because of the center of gravity until I rode in a 4-runner
>(which has one at least as high) that felt *much* better on curves...

You will also need the casting number from the cylinder heads. This is
under the valve cover. There were 4  different heads used on the 350
(different by volume! There were MANY other differences, like accessory
mounting holes). You will need this to find out what your compression ratio
should be.


*************************************************************************
* THIS SPACE INTENTIONALLY  *       Dan Lacey ( lacey@dsea.com )        *
*                           *       Dainippon Screen Eng. of America    *
* LEFT BLANK                *       3700 W. Segerstrom Ave.             *
*                           *       Santa Ana, CA. 92704                *
*************************************************************************



From hotrod@server.eng.dsea.com Fri Feb 17 12:48:51 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: Re: Chevy 350...
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
X-From: Lawrence E. Piekarski 
Content-Length: 2560

} 
} What is the difference between a chevy 350 small block and a chevy 350
} big, or tall block? im going to rebiuld an engine, and am not sure what
} the dif is..i was told the big block would give me more power, and
} better reliability...what do you think?
} 
} [ Lets keep this short and simple.  Chevy has 2 families of V8s, small
} and big.  A  350 is a typical small block.  Big blocks typically have
} more displacement that small blocks, are heavier and cost more.  For a
} given power level, say 350 HP, a big block will almost always be
} less stressed than a small block.  Being less stressed, it has the
} possibility of better reliability, given the same maintenance and 
} build quality.  --FEP ]

Some one should check me on small blocks, but I think (stock) they range
from 283 to 400, but I am not an expert.

[ They start stock at 262 and can grow ( heavily modified ) to
something like 505 CID; see a recent Chevy Power??  --FEP ]

Big blocks:
  Displacements: 396 (400,402), 427, 454. If I remember the 396,
    400 and 402 are all the same but carry a different badge due to the
    marketing folks.  [ Do not forget the 366 ( truck ) and 502
    replacement engine.  Also, there are Mark IV and Mark V 
    big block configurations. --FEP ]
    
  Tall Deck:
    Chevy made a tall deck (or truck) version of the big block, it is
    identical, except that the deck height is .400 taller and it uses
    a special intake, or an adapter. The truck motors had four piston
    rings (3 compression, 1 oil) and had .400 taller pistons. Other than
    that, they are the same. Tall decks are popular with hot-rodders 
    because you can run either .400 longer rods or .800 more stroke
    with the same rods/pistons.
    
  Bow-tie:
    This block is made for marine applications and additionally (only?)
    comes in a 502. It is identical to the big block except that is has
    siamesed cylinders. That means there is no water jacket between the
    cylinders so you can bore the block about .250 more that a regular
    big block and have the same strength. The Bow-tie also comes in
    regular and tall-deck varieties. A tall-deck bow-tie can be bored
    and stroked to 752 ci! (-:=
  
Big Block vs. Small Block:

  Same dimensions from bell-housing to motor mounts and same motor
  mount bolt holes.
  
  Big Block is 2" longer.
  
  Uses same distributer, starter, transmission.
  
-- 
Larry Piekarski           Left-handed smileys          Delco Electronics
Software Engineer       lean the other way (-:                Kokomo, IN

From hotrod@server.eng.dsea.com Fri Feb 17 12:50:10 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: TV: *Televised Events #95-7*
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
X-From: stoffel@oasys.dt.navy.mil (Bill Stoffel)
Content-Length: 11401

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

   Now beginning its 4th and final 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 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.

   Thanks to EMI Communications, TVE listings are also available on the 
World-Wide-Web at URL  "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 (T)               02/17    12:30-1:30PM     SUN
RaceWeek w/Pat Patterson              02/17    2:30-3:30PM      HTS
This Week In Motor Sports             02/17    5:30-6:00PM      MSC
This Week In Motor Sports             02/17    6:00-6:30PM      SUN
This Week In NASCAR (T)               02/17    6:00-7:00PM      EMPS,
				       MSG,PRTK,PSN,PSN2,SCNE,SCP,SPTS
RaceWeek w/Pat Patterson              02/17    8:00-9:00PM      EMPS
Fast Track                            02/17    9:00PM           SCP
This Week In NASCAR (T)               02/17    10:00-11:00PM    HTS
RaceWeek w/Pat Patterson              02/17   11:00PM-12:00AM   HTS
This Week In NASCAR (T)               02/18    12:00-1:00AM     SCC
RaceWeek w/Pat Patterson              02/18    1:00-2:00AM      MSC
This Week In NASCAR (T)               02/18    2:00-3:00AM      HSE
Monster Trucks                        02/18    3:00-4:00AM      ESPN2
RaceWeek w/Pat Patterson              02/18    5:00-6:00AM      HSE
MotoWorld                             02/18    &;00-7:30AM      ESPN2
Sports Cavalcade                      02/18    9:30-10:30AM     TNN
Trucks & Tractor Power                02/18    10:30-11:00AM    TNN
NASCAR Today                          02/18    11:00-11:30AM    ESPN
WINSTON CUP, TWIN 125's, DAYTONA (T)  02/18    2:00-4:00PM      CBS
Road To The Indy 500                  02/18    2:00-2:30PM      ESPN
NHRA Today w/Steve Evans              02/18    2:00-2:30PM      TNN
Inside Winston Cup w/Ned Jarrett      02/18    2:30-3:00PM      TNN
Truckin' USA w/Ed Bruce               02/18    3:00-3:30PM      TNN
World Of Speed & Beauty               02/18    3:30-4:00PM      TNN
MotorWeek (VW GTi & Mystique)         02/18    5:00-5:30PM      MPT
BUSCH GN, DAYTONA (SD)                02/18    8:30-10:30PM     ESPN
This Week In Motor Sports             02/19    1:30AM           WGN
MotoWorld                             02/19    2:30-3:00AM      ESPN2
BUSCH GN, DAYTONA (T)                 02/19    3:00-5:00AM      ESPN
Monster Trucks                        02/19    3:00-4:00AM      ESPN2
Shadetree Mechanic (common problems)  02/19    9:30-10:00AM     TNN
N Bonnett's Winners(Rusty & Sterling) 02/19    10:00-10:30AM    TNN
NHRA Today w/Steve Evans              02/19    10:30-11:00AM    TNN
Inside Winston Cup w/Ned Jarrett      02/19    11:00-11:30AM    TNN
RaceDay w/Pat Patterson (L)           02/19   11:30AM-12:00PM   TNN
WINSTON CUP, DAYTONA (L)  :-)   :-)   02/19    12:00-4:00PM     CBS
N Bonnett's Winners(Rusty & Sterling) 02/19    2:30-3:00PM      TNN
Trucks & Tractor Power                02/19    3:00-3:30PM      TNN
Sports Cavalcade                      02/19    4:00-5:30PM      TNN
Shop Talk                             02/19    5:00-5:30PM      ESPN
SpeedWeek                             02/19    5:30-6:00PM      ESPN
Shadetree Mechanic (common problems)  02/19    6:00-6:30PM      TNN
NHRA Today w/Steve Evans              02/19    6:30-7:00PM      TNN
Inside Winston Cup w/Ned Jarrett      02/19    7:00-7:30PM      TNN
RaceDay w/Pat Patterson (L)           02/19    7:30-8:00PM      TNN
Road Test Magazine w/Don Garlits      02/19    11:00-11:30PM    TNN
On Pit Road                           02/19   11:00PM-12:00AM PRTK,SPTS
Truckin' USA w/Ed Bruce               02/19   11:30PM-12:00AM   TNN
RaceDay Update w/Pat Patterson (L)    02/20    12:00-12:05AM    TNN
AMA, LOUDON (T)                       02/20    12:05-1:30AM     TNN
On Pit Road                           02/20    12:30-1:30AM     SCNY
Trucks & Tractor Power                02/20    1:30-2:00AM      TNN
Monster Trucks                        02/20    3:00-3:30AM      ESPN2
SODA, LAKE ODESSA (T)                 02/20    7:30-8:30PM      ESPN2
On Pit Road                           02/20   11:00PM-12:00AM   PASS
Monster Trucks                        02/21    3:00-4:00AM      ESPN2
Detroit International Auto Show       02/21    3:30-4:30PM      ESPN
Auto Shop                             02/21    8:00-9:00PM      QVC
The Power & The Glory (rally racing)  02/22    12:30-1:00PM     HIST
MotoWorld                             02/22    5:30-6:00PM      ESPN
The Power & The Glory (rally racing)  02/22    5:30-6:00PM      HIST
Monster Trucks                        02/23    3:00-4:00AM      ESPN2
Detroit International Auto Show       02/23    3:30-4:30PM      ESPN2
On Pit Road                           02/23    5:00-5:30PM      MSC
This Week In Motor Sports             02/23    5:30-6:00PM      HSE
On Pit Road                           02/23    5:30-6:00PM      SCNY
NHRA, CHILI BOWL NATIONALS (T)        02/23    6:00-7:00PM      HSE
This Week In Motor Sports             02/23    6:30-7:00PM      NESN
On Pit Road                           02/23    8:00-8:30PM      PASS
MotorWeek (Explorer, Accent, awards)  02/23    8:30-9:00PM      MPT
On Pit Road                           02/24    1:30-2:00AM      SPTS
On Pit Road                           02/24    2:30-3:00AM      HTS,
						    MSC,PASS,PSN,SCOH
Monster Trucks                        02/24    3:00-4:00AM      ESPN2
This Week In Motor Sports             02/24    5:30-6:00AM      PRTK
On Pit Road                           02/24    5:30-6:00PM      MSC
This Week In Motor Sports             02/24    6:00-6:30PM      SUN
MOTORCYCLES, SUZUKI CUP, ATLANTA (T)  02/25    12:00-12:30AM    ESPN
SpeedWeek                             02/25    12:30-1:00AM     ESPN
Monster Trucks                        02/25    3:00-4:00AM      ESPN2
SpeedWeek                             02/25    5:30-6:00AM      ESPN
MotoWorld                             02/25    7:00-7:30AM      ESPN2

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

BUSCH GN, THE ROCK (L)                02/25    1:00PM           TNN
NHRA, NATIONALS, PHOENIX (T)          02/25    10:00-11:00PM    ESPN
WINSTON CUP, THE ROCK (L)             02/26    12:00PM          TNN
WINSTON CUP, RICHMOND (L)             03/05    1:15PM           TBS
INDYCAR, MIAMI (L)                    03/05    tba              ABC [1]
FORMULA 1, ARGENTINA (?)              03/12    tba              tba [1]
WINSTON CUP, ATLANTA (L)              03/12    1:00PM           ABC
NHRA, NATIONALS, HOUSTON (T)          03/14    8:00PM           ESPN
IMSA, SEBRING 12 HR (L)               03/18    10:30-11:30AM    ESPN
IMSA, SEBRING 12 HR (L)               03/18    1:30-3:00PM      ESPN
NASCAR, SLIM JIM 200, NASHVILLE (L)   03/18    4:00-6:00PM      TNN
IMSA, SEBRING 12 HR (L)               03/18    10:00-11:00PM    ESPN
BUSCH GN, NASHVILLE (L)               03/19    2:00PM           TNN
NHRA, GATORNATIONALS, GAINESVILLE (L) 03/19    5:00PM           TNN
INDYCAR, OZ (?)                       03/19    tba              ABC [1]
IROC #2, DARLINGTON                   03/25 (live coverage is unlikely)
FORMULA 1, BRAZIL (?)                 03/26    tba              tba [1]
WINSTON CUP, DARLINGTON (L)           03/26    1:00PM           ESPN
WINSTON CUP, BRISTOL (L)              04/02    1:10PM           ESPN
INDYCAR, PHOENIX (L)                  04/02    tba              ABC [1]
WINSTON CUP, N. WILKESBORO (L)        04/09    1:00PM           ESPN
INDYCAR, LONG BEACH (L)               04/09    tba              ABC [1]
NHRA, WINSTON SELECT, ROCKINGHAM (T)  04/16    12:30AM          ESPN
FORMULA 1, PACIFIC (JAPAN) (?)        04/16    tba              tba [1]
WINSTON CUP, MARTINSVILLE (L)         04/23    12:00PM          ESPN
INDYCAR, NAZARETH (L)                 04/23    tba              CBS [1]

[1] CBC also carries all F1 and most IndyCar races.  The races are 
usually broadcast on a tape-delayed basis following the local late news 
at approx. 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
CBCE     Canadian Broadcasting Corporation (East)
CBCW     Canadian Broadcasting Corporation (West)
CBCM     Canadian Broadcasting Corporation (Montreal)
DIS      The Disney Channel
EMPS     Regional Sports Network (New York)
ENC      Encore
ESPN     ESPN Sports Network
ESPN2    ESPN Sports Network 2
HBO      Home Box Office
HIST     The History Channel
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)
NESN     New England Sports Network
QVC      home shopping
RDS      Reseau 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
WTTG     Washington, DC
WUSA     Washington, DC
-------

From hotrod@server.eng.dsea.com Fri Feb 17 12:50:28 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: Free Stuff Update
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
X-From: frank (Frank Evan Perdicaro)
Content-Length: 270


Carb and intake are gone.  

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


From hotrod@server.eng.dsea.com Fri Feb 17 20:06:46 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: Re: chevy 406
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
X-From: "David Bogle" 
Content-Length: 639

Hi guys, I'm looking for some parts and info.  I own a '69 Camaro
(pretty good shape).  I currently have a 383 stroker, but I am planning
to build a 406 motor..  I am looking for some bottom end Hi-Po parts
and any suggestions on how to get the most power.  Let me know what
combinations you guys have tried that really make tons of power.  I
pump this through a turbo 350 to a 9" w/4:56 gears.  It currently will
turn hi 12's in street trim so I look to go faster than that with ease
on a new motor.  Thanks for the help.  You can E-mail me directly if
you don't want to litter up everybody elses mail

Thanks:   david.bogle@laitram.com


From hotrod@server.eng.dsea.com Fri Feb 17 20:06:57 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: Re: FJ40 / Chevrolet 350
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
X-From: Tony Johnson 
Content-Length: 1768

>> A cam, intake and ignition can really wake up a 350 for a 

few hundred bucks.

>>I'm not too mechanically inclined, and I don't have the necessary  
tools
anyway. Does this count installation?

>>[ No this does not count installation.  Give it a try.  --FEP ]

Chuck,
If you change the intake, the only thing that's a little tricky is  
making sure you get the distributor back in the correct position.  Mark  
points on the distributor that align with marks on the firewall, heads,  
or anything that won't be removed (the first time I replaced an intake,  
I made my mark on the old intake. Duhhhh....).  Be sure and pull the  
cap off and also make marks for the rotor.  When you first pull the  
distributor up, the rotor will turn about an 1/8 turn.  If possible,  
mark here as well.  These marks are your alignment tools to get the  
distributor back in with exactly the right gear alignment.  If you  
don't, or if you change the cam, you'll have to grab a manual and go  
through the distributor/timing sequence, by finding #1 cyl. TDC, etc.  
It's something you'll eventually have to go through if you're at all  
serious, but I'd delay the education, if possible...  Also, be sure to  
use the best gaskets you can and follow the sealing instructions  
included.  It will probably be necessary to retorque the bolts after  
the engine gets hot.

Well, this was too much and too little...  Hope it helps.

TJ

---
=======================================================================
Tony Johnson                     |  Phone: (713) 364-5204   '85 Z-28
Advanced Technology Group        |    FAX: (713) 367-9036
WilTel, Inc., The Woodlands, TX  | e-mail:tony_johnson@wiltel.com
=======================================================================
  

From hotrod@server.eng.dsea.com Wed Feb 22 12:56:47 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: why have a newgroup with nothing in it
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
X-From: a65cyclone@aol.com (A65Cyclone)
Content-Length: 218

Where are all the motor heads? I presently own a 65 mercury Cyclone and a
70 mercury Marauder. The cyclone is under construction and the Marauder
went the best of 14.75 in the quarter and weighs in at about 4200 lbs.


From hotrod@server.eng.dsea.com Wed Feb 22 12:59:23 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: Speed equipment questions...
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
X-From: Matthew Beaubien 
Content-Length: 2253

I'm with the University of Alberta's Hybrid Electric Vehicle team and I 
have a few questions about our tow vehicle.

It's a 1991 Chev Pickup (3/4 ton I believe c/w TBI 350) that was used in
another competition of natural gas vehicles a couple of years ago. Anyway,
the truck had been eating timing gears at the appromate rate of 1/oil
change.  Some of recently diassembled the engine and believe it was due to
the use of a roller cam in a block designed for a standard flat tappet
cam. The engine will soon be rebuilt and put together by some pros who
know what they are doing (unlike to students who assembled the engine a
couple of years ago). Our job is to now change it from what was basically
a drag vehicle, to one more suited for towing so we can get to the HEV
competition this summer. 

We bought a Crane 133901 cam (260 duration, 484 lift for intake; 272, 515
lift for exhaust) c/w hardened push rods and lifters. The engine had an
Edelbrock Perfomer intake manifold and we have a stock TBI manifold
available. It also has a set of nice Air Flow Research heads with the
casting number 190H on the ends. The pistons have 4 reliefs in them and
are not flat tops (someone mentioned ~9.5 CR with stock heads). We also
have available some stock 350 heads (unknown casting #'s). It has headers
of unknown size and a full dual exhaust setup. That's about it in terms of
speek equipment. 

The truck will be run mainly on gasoline but we would like acceptable
performance in NG mode. It will be towing ~4500 lbs worth of trailer to 
the competition at around 2500-3000 rpm. Will the AFR heads be suited to 
the task, or will the kill the bottom end? Would it be better to use the 
stock heads (probably from a '91 Chev truck)? What about the intake 
manifold? We're limited to ~5000 rpm shifts with the trans but we can 
alter anything else (ie. fuel curve, ignition curve etc). How reliable 
are aluminum heads on a cast iron block? We'd like the engine to very 
reliable (going through 3 timing gears, a cam, and bearings in 10k miles 
is unacceptable) as well as preform well. I'm not a dunce when it comes 
to engines but OHC and sidedraft carbs on Datsuns are more what I lean 
towards...

I'd apreciate any input.

Thanks in advance.

Matt.

From hotrod@server.eng.dsea.com Wed Feb 22 12:59:45 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: Fwd:Physics of Racing
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
X-From: Steve=Ravet%Prj=Eng%PCPD=Hou@bangate.compaq.com
Content-Length: 1161

Comments by: Steve Ravet@Prj Eng@PCPD Hou
Originally To: Multiple, recipients, of, list, VETTES, 
Original Date: Tuesday, February 21, 1995 at 7:52:29 pm CST
Originally From: "Robert Rosen, AMSRL-CI-T, 301-394-5442" 
Comments:

got this off the corvette list.  Thought some people here might be interested.

--steve

-------------------------[Original Message]--------------------------

While meandering through the web, I stumbled across a series of
articles on the physics of racing.  It talks about all kinds of
good things (e.g., friction circles, aerodynamic drag, horsepower
for speed, weight transfer, etc.).  Even if you're not a fan of
the math, the text is quite good.

Why post this on the vette list?  Because the example car he uses
for some of his analysis is a Corvette.  If you ever wanted to know
how much horsepower your Vette needs to go 210 mph , it's in this
series of articles.  (Turning right in the middle of the Golden Gate
Bridge doesn't count )

Anyway, the URL is:   http:://reality.sgi.com/employees/rck/PhOR/
(Remember, case counts,  phor .ne. PhOR)

  Robert


From hotrod@server.eng.dsea.com Wed Feb 22 19:15:53 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: Re: Speed equipment questions...
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
X-From: PRESTON MARSHALL 
Content-Length: 3394




>It's a 1991 Chev Pickup (3/4 ton I believe c/w TBI 350) that was used in
>another competition of natural gas vehicles a couple of years ago. Anyway,
>the truck had been eating timing gears at the appromate rate of 1/oil
>change.  Some of recently diassembled the engine and believe it was due to
>the use of a roller cam in a block designed for a standard flat tappet
>cam. The engine will soon be rebuilt and put together by some pros who
>know what they are doing (unlike to students who assembled the engine a
>couple of years ago). Our job is to now change it from what was basically
>a drag vehicle, to one more suited for towing so we can get to the HEV
>competition this summer. 

You can use a roller cam in this block if you accompany it with the right
hardware (GM roller lifters, lifter keepers, holding bracket, cam plate,
correct length pushrods, correct coated distributor gear from GM etc.)
When you say timing gears, do mean the timing gearset at the front or the 
distributor gear at the rear?

>We bought a Crane 133901 cam (260 duration, 484 lift for intake; 272, 515
>lift for exhaust) c/w hardened push rods and lifters. The engine had an
>Edelbrock Perfomer intake manifold and we have a stock TBI manifold
>available. It also has a set of nice Air Flow Research heads with the
>casting number 190H on the ends. The pistons have 4 reliefs in them and
>are not flat tops (someone mentioned ~9.5 CR with stock heads). We also
>have available some stock 350 heads (unknown casting #'s). It has headers
>of unknown size and a full dual exhaust setup. That's about it in terms of
>speek equipment. 

What is the duration at .050" tappet lift?  Sounds awfully close to the ZZ3
cam (214,221 @.050" I.474" E .510"), eh Frank?  Would probably be okay for
towing but just marginally so.  Might want to look at something with a hair
less duration but the lift sounds fine.  AFR heads should be okay, but I
haven't heard anything about whether or not they are prone to warping or not.
THe GM corvette castings are pretty good about staying flat.

>The truck will be run mainly on gasoline but we would like acceptable
>performance in NG mode. It will be towing ~4500 lbs worth of trailer to 
>the competition at around 2500-3000 rpm. Will the AFR heads be suited to 
>the task, or will the kill the bottom end? Would it be better to use the 
>stock heads (probably from a '91 Chev truck)? What about the intake 
>manifold? We're limited to ~5000 rpm shifts with the trans but we can 
>alter anything else (ie. fuel curve, ignition curve etc). How reliable 
>are aluminum heads on a cast iron block? We'd like the engine to very 
>reliable (going through 3 timing gears, a cam, and bearings in 10k miles 
>is unacceptable) as well as preform well. I'm not a dunce when it comes 
>to engines but OHC and sidedraft carbs on Datsuns are more what I lean 
>towards...

Dpending on the port volume that was selected when the AFR heads were 
purchased will determine what the bottom end performance will be like.
Any idea?  The intake is okay.  See above note for Al head reliability.
Do you guys have a PROM burner?  Are you really thinking of plying with the
PROM yourselves?  It is done a lot but make sure you know exactly what you
are getting into before hand.  What rear end gear are you guys running?


>Thanks in advance.

You're welcome.

Preston Marshall
PMARSHALL@ACM.ORG


From hotrod@server.eng.dsea.com Wed Feb 22 19:16:01 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: Re: Tow vehicle
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
X-From: Dirk Broer 
Content-Length: 3099


>I'm with the University of Alberta's Hybrid Electric Vehicle team and I 
>have a few questions about our tow vehicle.

>It's a 1991 Chev Pickup (3/4 ton I believe c/w TBI 350) that was used in
>another competition of natural gas vehicles a couple of years ago. Anyway,
>the truck had been eating timing gears at the appromate rate of 1/oil
>change.  Some of recently diassembled the engine and believe it was due to
>the use of a roller cam in a block designed for a standard flat tappet

Are you sure the timing chain is still getting oil?  Sometimes the oil passages
are pluged since roller cams don't require as much (splash will do) but the 
timing chain still does. - Especially if your using nylon gears.  Add a high 
pressure/high volume oil pump, thick oil, heavy valve springs etc. and you 
really put a strain on things.

[stuff deleted]

>We bought a Crane 133901 cam (260 duration, 484 lift for intake; 272, 515
>lift for exhaust) c/w hardened push rods and lifters. The engine had an

484 lift and 260 duration?  Flat tappet?  are we talking solid lifter cam? or 
are you going back to a roller.  With out any more specs - 260 advertised 
duration is about right for a tow vehicle.  484 lift/515 seems excessive.  Are 
you using 1.6 rocker arms?  Double check this - pay attention to Crane's 
advertised power band.

>Edelbrock Perfomer intake manifold and we have a stock TBI manifold
>available. It also has a set of nice Air Flow Research heads with the
>casting number 190H on the ends. The pistons have 4 reliefs in them and
>are not flat tops (someone mentioned ~9.5 CR with stock heads). We also

Most aftermarket heads are the 64cc variety.  Combined with flat top pistons 
it'll give about 9.5 on a stock block - if you save the block or heads it be 
closer to 10:1.  BTW 4-vavle relief pistons are still consider flat tops.  With 
a deck height of .34" I calculated 9.7:1 for my motor.

For heavy towing I suspect 9:1 compression would be more in-line.  Going up-
hill with a moderate load will be the most likely point for detonation.  Since 
you have complete control over the engine I suspect you could retard the timing 
and keep in alive.  A slightly richer mixture and or cooler water temp should 
also help.

I was told by competion cams that 268 advertised duration and 10:1 compression 
would not work.  They recommended something more like 275 duration.

>The truck will be run mainly on gasoline but we would like acceptable
>performance in NG mode. It will be towing ~4500 lbs worth of trailer to 
>the competition at around 2500-3000 rpm. Will the AFR heads be suited to 
>the task, or will the kill the bottom end? Would it be better to use the 

If they have the larger valves you may run into slight reduction of low end 
torqe (below 2500 or so).  The AFR heads are streat heads with relatively small 
runners.  I suspect you would ideally want about 180cc intake runners.  About 
200cc would be a more serious performance head and at 215 - your talking Brodix 
racing heads.

With the right cam - slight mistakes in mis-matching of parts will be minimized

From hotrod@server.eng.dsea.com Wed Feb 22 19:16:27 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: 63-79 Corvette rear upgrades
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
X-From: Dirk Broer 
Content-Length: 1935

Hi,

I may ultimately cross-post to other mailing list but anyway:

I have two corvettes - a '69 convertable and a '75.  I want to go drag
racing.  As power levels increase (and traction thanks to slicks) I
will worry about the ultimate strength in the U-joints.  For those that
don't know - the corvettes rear camber angle is controlled by lower
struts and the half shafts.  If the half shafts fail - the wheel falls
inward.

The solution?

There is a company called "Tom's Differentials" in california.  I
talked to Tom.  He has appearantly two modifications he can do.  One,
he can sell a kit to beef up the half shafts - basically the pinions
are 12 bolt style pinions.  This kit is $1800!!!!!!!!!!!!  The other
thing he can do is to replace the internals (10 bolt) with heavy duty
ones (12 bolt).  This has a two year waiting period!!!!!!!  We never
discussed price...

[ Where is Tom's.  Perhaps I can go take a look at what is going
on so I have an idea.  In general it seems like Corevette are 
too expensive.  Perhaps you could call that guy that makes 
the 4130 drive shafts ( recent HRM ) and see if he has strong
ujoints.  --FEP ]

Has anyone ever heard of similiar mods - esp by an east coast shop?

What about sticking 12 bolt internals into a 10 bolt rear.  Has anyone
tried.  Tom mention that the ring gear had to be modified (mad
thinner?) and some spots had to be ground down on the case.

A simple mod would be to take the later 80-82 yokes - cut them to the
earlier lengths yet retain their larger (Dana 44) 31 spline
configuration.  Different side gears in the carier and I have much
larger U-joints.  Then its a matter of handling the outboard yokes - I
have no idea what to do here.  I suspect the 80 -82 yokes would also be
larger.

Where can I get detail technical specs on 12 bolt components and
corvette specific components?

Anyone know of a really good differential shop in Maryland or the
vacinity?

Dirk

From hotrod@server.eng.dsea.com Fri Feb 24 12:50:46 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: El Camino rear end
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
X-From: RatPro@aol.com
Content-Length: 643

I have a 82 El Camino with a slightly massaged 400 SB, 700R4 Extra 3rd gear
clutch,  2nd and 4th kevlar bands,  corvette spec valve body and hydralic
only lockup in 3rd and 4th.  It is used as a parts runner and light tow under
4000 lbs. The weak link is the factory rear end 3.08 ten bolt 7 1/2 ring
gear.  Any recomendations for a bolt in junkyard upgrade?

[ '82 was a bad year that way.  Look to any pre-82, back to '78 I
think, El Camino, Cutlass, Cutlass Supreme, Malibu, Gran Prix, etc.  
The Gran Prix often came posi.  These come with the 8.5" ring gear
when equiped with a V8. --FEP ]

ratpro@aol.com

Tommy Smith
Gillett, AR 72055


From hotrod@server.eng.dsea.com Fri Feb 24 12:50:32 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: Buick 231 V6 Upgrades
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
X-From: GBodyTek@aol.com
Content-Length: 803

    I'm looking for any info about places in the Seattle area that know
their way around my V6. I am rebuilding her from the frame up, but
the body will stay on the frame until I get her moved from VA out west
in August. I also need to know of any Turbo Buick Specialist that are
willing to offer any advice with her rebuild.
    I'm completely reboing the body and the interior back to stock
 specs, (with a few subtle changes by Kenne-Bell or Kirban). The
hard part is the options with the engine... I'm thinking about boring
her out .050 over and boost the compression to 9.5-1. Or maybe it would
be better to add a Paxton blower and fuel injection to my KB #1
intake.  I know that one will cost a few grand less than the other,
BUT...

    Thanks to you all in advance.     Jeff / GBodyTek@AOL.COM


From hotrod@server.eng.dsea.com Fri Feb 24 12:51:17 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: Re: Speed equipment questions...
X-Archives: ece.rutgers.edu
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X-Comment: Send comments and trouble reports to frank@dsea.com
X-From: LoclDJ@aol.com
Content-Length: 965

Hey matt, sorry i cant give alot of advice, but it seems to me that
with all of the work you (they) put into the exhaust, heads and intake,
they should have put some thought into the throttle body. you see, you
will have full flow after the intake, but a with a restrictive factory
TB, you will not get the full effect that could be had with a
free-flowing TB. The engine might dispose of the gases more
efficiently, but it will be starving for fuel. as for the intake, if
low end torque is what your after, then the edelbrock intake is the
wrong choice. The Edelbrock is a great piece for high-end performance,
but i have seen them sacrifice too much low-end power.Well, that is
about all i can tell you, except the pistons should work well. so let
me know how everything works out. as for me, i am into a ever-so-tender
love affair with my first love, a 78 Olds Cutlass, 350
rocket.......looking for a strong TH-400 tranny to go behind
it......well, have fun!!!


From hotrod@server.eng.dsea.com Fri Feb 24 12:51:23 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: Re: Speed equipment questions...
X-Archives: ece.rutgers.edu
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X-Comment: Send comments and trouble reports to frank@dsea.com
X-From: Matthew Beaubien 
Content-Length: 1998

Preston,

> You can use a roller cam in this block if you accompany it with the right
> hardware (GM roller lifters, lifter keepers, holding bracket, cam plate,
> correct length pushrods, correct coated distributor gear from GM etc.)
> When you say timing gears, do mean the timing gearset at the front or the 
> distributor gear at the rear?

I meant the distributor gear. We decided to use a more conventional flat 
tappet cam due to cost and simplicity, and hopefully reliability .

> What is the duration at .050" tappet lift?  Sounds awfully close to the ZZ3
> cam (214,221 @.050" I.474" E .510"), eh Frank?  Would probably be okay for
> towing but just marginally so.  Might want to look at something with a hair
> less duration but the lift sounds fine.  AFR heads should be okay, but I
> haven't heard anything about whether or not they are prone to warping or not.
> THe GM corvette castings are pretty good about staying flat.

I accidentally listed the specs for the big block. For the SBC, the 901 
has .427" of lift and 260 duration on intake, and .454" and 272 on exhaust.
Does that sound more reasonable? I think they are quality heads so 
warping shouldn't be a problem. Is valvetrain wear a problem with Al 
heads because of the expansion rates?

> Dpending on the port volume that was selected when the AFR heads were 
> purchased will determine what the bottom end performance will be like.
> Any idea?  The intake is okay.  See above note for Al head reliability.
> Do you guys have a PROM burner?  Are you really thinking of plying with the
> PROM yourselves?  It is done a lot but make sure you know exactly what you
> are getting into before hand.  What rear end gear are you guys running?

Does anyone know anything more about the heads we have (ie. port and 
chamber volume etc)?. The PROM's already been played with and is known 
forwards and backwards by one of our members. He's even been able to 
modify it to run a Ninja engine...

Thanks for your help.


Matt.

From hotrod@server.eng.dsea.com Fri Feb 24 12:51:45 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: Re: Speed equipment questions...
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
X-From: lusky@knuth.mtsu.edu (Jonathan R. Lusky)
Content-Length: 3667

Hotrod List writes:
> 
> It's a 1991 Chev Pickup (3/4 ton I believe c/w TBI 350) that was used in
> another competition of natural gas vehicles a couple of years ago. Anyway,
> the truck had been eating timing gears at the appromate rate of 1/oil
> change.  Some of recently diassembled the engine and believe it was due to
> the use of a roller cam in a block designed for a standard flat tappet
> cam.

The 91 block was machined for a GM roller cam style thrust plate but had
flat tappet style lifter bores.  We used a crower hydraulic roller cam
and lifters and had it made to accept a a timing chain set from a
factory GM roller (91 vette to be specific).  Also used the Vette thrust
plate.  Never had any timing chain problems.  

> We bought a Crane 133901 cam (260 duration, 484 lift for intake; 272, 515
> lift for exhaust) c/w hardened push rods and lifters. The engine had an
> Edelbrock Perfomer intake manifold and we have a stock TBI manifold
> available. It also has a set of nice Air Flow Research heads with the
> casting number 190H on the ends. The pistons have 4 reliefs in them and
> are not flat tops (someone mentioned ~9.5 CR with stock heads). We also
> have available some stock 350 heads (unknown casting #'s). It has headers
> of unknown size and a full dual exhaust setup. That's about it in terms of
> speek equipment. 

What compression ratio do you get with the AFR heads?  
 
> The truck will be run mainly on gasoline but we would like acceptable
> performance in NG mode. It will be towing ~4500 lbs worth of trailer to 
> the competition at around 2500-3000 rpm. Will the AFR heads be suited to 
> the task, or will the kill the bottom end?

I'd run the AFR heads...  we ran ported Sportsmans on our truck and I'd
say they were acceptable at lower RPM when we ran a Performer intake.
The AFR's are probably milder.  Any way you cut it you're going to take
at least a 10% hit on performace when running on CNG instead of gas.

> Would it be better to use the 
> stock heads (probably from a '91 Chev truck)? What about the intake 
> manifold?
> We're limited to ~5000 rpm shifts with the trans but we can 
> alter anything else (ie. fuel curve, ignition curve etc).

If you can afford to put some money into a decent TPI setup, DO IT.

Also, why are you limited to shifting at 5000rpm?  I always shifted
our 4L60 at 6000rpm.

> How reliable 
> are aluminum heads on a cast iron block?

Should be no problem as long as you don't have a habit of overheating.

> We'd like the engine to very 
> reliable (going through 3 timing gears, a cam, and bearings in 10k miles 
> is unacceptable) as well as preform well.

Less that 100k miles out of a good SBC timing chain set is ridiculous.
What was the failure mode?  

> I'm not a dunce when it comes 
> to engines but OHC and sidedraft carbs on Datsuns are more what I lean 
> towards...

I used to like that stuff too until I built my first SBC. :)

Back to reliability for a moment...  who is building your engine?
I've seen a lot experts and professionals due just plain sloppy work.

Have you considered buying a crate motor like a ZZ3?  Sell your AFR
heads, sell the shortblock with the stock heads, then go down to your
local chevy dealer and order a ZZ3.  I don't know if you have any deals
with the parts department at your local dealers, but we had a local
Chevy dealer that would sell us parts at wholesale.

-- 
Jonathan R. Lusky                        lusky@knuth.mtsu.edu
http://www.mtsu.edu/~lusky/                 (615) 726-8700
-------------------------------------   ------------------------------
68 Camaro Convertible - 350 / TH350  \_/ 80 Toyota Celica - 20R / 5spd

From hotrod@server.eng.dsea.com Fri Feb 24 12:51:52 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: Re: Tow vehicle
X-Archives: ece.rutgers.edu
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X-Comment: Send comments and trouble reports to frank@dsea.com
X-From: Matthew Beaubien 
Content-Length: 2570

Dirk,

> Are you sure the timing chain is still getting oil?  Sometimes the oil passages
> are pluged since roller cams don't require as much (splash will do) but the 
> timing chain still does. - Especially if your using nylon gears.  Add a high 
> pressure/high volume oil pump, thick oil, heavy valve springs etc. and you 
> really put a strain on things.

I meant to say that it was the dist drive gear we were losing. We belive 
it was because the cam wasn't being held positively in place.

> 484 lift and 260 duration?  Flat tappet?  are we talking solid lifter cam? or 
> are you going back to a roller.  With out any more specs - 260 advertised 
> duration is about right for a tow vehicle.  484 lift/515 seems excessive.  Are 
> you using 1.6 rocker arms?  Double check this - pay attention to Crane's 
> advertised power band.

Should be 427 and 454 for intake/exhaust respectively (looked at BBC 
instead of SBC specs). Maybe flat tappet isn't the right terminology. I 
meant just standard hydraulic lifters.

> Most aftermarket heads are the 64cc variety.  Combined with flat top pistons 
> it'll give about 9.5 on a stock block - if you save the block or heads it be 
> closer to 10:1.  BTW 4-vavle relief pistons are still consider flat tops.  With 
> a deck height of .34" I calculated 9.7:1 for my motor.

The piston looks like this (exagerated or course):
__                    __
   \_________________/
         *    *
with the reliefs where the *'s are. Are they still considered a flat top 
piston?

> For heavy towing I suspect 9:1 compression would be more in-line.  Going up-
> hill with a moderate load will be the most likely point for detonation.  Since 
> you have complete control over the engine I suspect you could retard the timing 
> and keep in alive.  A slightly richer mixture and or cooler water temp should 
> also help.

We can adjust spark and fuel so it shouldn't really be a problem. We'd 
most likely run premium and there is a knock sensor if some dentonation 
occurs.

> If they have the larger valves you may run into slight reduction of low end 
> torqe (below 2500 or so).  The AFR heads are streat heads with relatively small 
> runners.  I suspect you would ideally want about 180cc intake runners.  About 
> 200cc would be a more serious performance head and at 215 - your talking Brodix 
> racing heads.

Would you suggest we use the AFR heads or the stock ones (from a '91 TBI 
350 truck)? The AFR heads will give a little more CR which might offset 
the low air speed down low, no?

Thanks for your advice.


Matt.


From hotrod@server.eng.dsea.com Fri Feb 24 12:51:51 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: TV: *Televised Events #95-8*
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
X-From: stoffel@oasys.dt.navy.mil (Bill Stoffel)
Content-Length: 11193

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

   Now in its 4th and final 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 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.

   Thanks to EMI Communications, TVE listings are also available on the 
World-Wide-Web at URL  "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*

On Pit Road                           02/24    5:30-6:00PM      MSC
This Week In Motor Sports             02/24    6:00-6:30PM      SUN
MOTORCYCLES, SUZUKI CUP, ATLANTA (T)  02/25    12:00-12:30AM    ESPN
SpeedWeek                             02/25    12:30-1:00AM     ESPN
Monster Trucks                        02/25    3:00-4:00AM      ESPN2
SpeedWeek                             02/25    5:30-6:00AM      ESPN
MotoWorld                             02/25    7:00-7:30AM      ESPN2
American Sports Cavalcade             02/25    9:00-10:30AM     TNN
MotorWeek                             02/25    10:00-10:30AM    WGN
Trucks & Tractor Power                02/25    10:30-11:00AM    TNN
NASCAR Today                          02/25    11:00-11:30AM    ESPN
RaceLine                              02/25    11:00-11:30AM    HTS
BUSCH GN, THE ROCK (L)                02/25    1:00-3:30PM      TNN
NHRA Today w/Steve Evans              02/25    3:30-4:00PM      TNN
Inside Winston Cup w/Ned Jarrett      02/25    4:00-4:30PM      TNN
Truckin' USA w/Ed Bruce               02/25    4:30-5:00PM      TNN
MotorWeek                             02/25    5:00-5:30PM      MPT
The Power & The Glory (rally racing)  02/25    6:30-7:00PM      HIST
NHRA, ATSCO NATIONALS, PHOENIX (T)    02/25    10:00-11:00PM    ESPN
MotoWorld                             02/26    2:30-3:00AM      ESPN
Monster Trucks                        02/26    3:00-4:00AM      ESPN2
Shadetree Mechanic                    02/26    9:30-10:00AM     TNN
N Bonnett's Winners (N. Bonnett, pt.1)02/26    10:00-10:30AM    TNN
NHRA Today w/Steve Evans              02/26    10:30-11:00AM    TNN
Inside Winston Cup w/Ned Jarrett      02/26    11:00-11:30AM    TNN
RaceDay w/Pat Patterson (L)           02/26   11:30AM-12:00PM   TNN
WERA TRIPLE CROWN, ATLANTA (T)        02/26   11:30AM-12:30PM   ESPN2
WINSTON CUP, THE ROCK (L)             02/26    12:00-5:00PM     TNN
N Bonnett's Winners (N. Bonnett, pt.1)02/26    5:00-5:30PM      TNN
Trucks & Tractor Power                02/26    5:30-6:00PM      TNN
Truckin' USA w/Ed Bruce               02/26    6:00-6:30PM      TNN
NHRA Today w/Steve Evans              02/26    6:30-7:00PM      TNN
Inside Winston Cup w/Ned Jarrett      02/26    7:00-7:30PM      TNN
RaceDay w/Pat Patterson (L)           02/26    7:30-8:00PM      TNN
Road Test Magazine w/Don Garlits      02/26    11:00-11:30PM    TNN
MotoWorld II                          02/26   11:30PM-12:00AM   ESPN2
Truckin' USA w/Ed Bruce               02/26   11:30PM-12:00AM   TNN
Shadetree Mechanic                    02/27    12:30-1:00AM     TNN
Trucks & Tractor Power                02/27    1:30-2:00AM      TNN
MotorWeek                             02/27    5:00-5:30AM      WGN
MotoWorld                             02/27    5:00-5:30PM      ESPN
Monster Trucks                        02/28    3:00-4:00AM      ESPN2
NHRA, CHILI BOWL NATIONALS (T)        02/28    5:00-6:00AM      HTS,
			     MSG,PASS,PSN,PSNW,PSN2,SCNE,SCOH,SCP,SUN
Monster Trucks                        03/01    3:00-4:00AM      ESPN2
The Power & The Glory (Italian racing)03/01    12:30-1:00PM     HIST
NHRA, ARIZONA NATIONALS, PHOENIX (T)  03/01    1:00-2:00PM      ESPN
The Power & The Glory (Italian racing)03/01    5:30-6:00PM      HIST
IndyCar Year In Review                03/02    12:30-1:00AM     ESPN
AMA SUPERCROSS, MINNEAPOLIS (T)       03/02    1:00-2:00AM      ESPN
MotoWorld II                          03/02    2:30-3:00AM      ESPN2
Monster Trucks                        03/02    3:00-4:00AM      ESPN2
SNOWMOBILE RACING, VALCOURT (T)       03/02    5:00-5:30PM      ESPN
On Pit Road                           03/03    1:00-1:30AM      HTS,
							     PSN,PSNW
Monster Trucks                        03/03    3:00-4:00AM      ESPN2
SCORE, BAJA 1000 (T)                  03/03    3:30-4:30AM      ESPN
ESPN Motor Sports Awards (T)          03/03    4:30-5:30AM      ESPN
POWERBOAT RACING, KEY WEST (T)        03/03    1:00-2:00PM      ESPN
1995 IndyCar Preview                  03/04    12:00-12:30AM    ESPN
SpeedWeek                             03/04    12:30-1:00AM     ESPN
Monster Trucks                        03/04    3:00-4:00AM      ESPN2
SpeedWeek                             03/04    6:00-6:30AM      ESPN
MotoWorld                             03/04    7:00-7:30AM      ESPN2
American Sports Cavalcade             03/04    9:00-10:30AM     TNN
RaceLine                              03/04    10:30-11:00AM    HTS
Trucks & Tractor Power                03/04    10:30-11:0AM     TNN
NASCAR Today                          03/04    11:00-11:30AM    ESPN

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

BUSCH GN, RICHMOND (L)                03/04    1:00-3:00PM      TNN
WINSTON CUP, RICHMOND (L)             03/05    1:15PM           TBS
INDYCAR, MIAMI (L)                    03/05    tba              ABC [1]
FORMULA 1, ARGENTINA (?)              03/12    tba              tba [1]
WINSTON CUP, ATLANTA (L)              03/12    1:00PM           ABC
AMA, DAYTONA 200 (L)                  03/12    1:30-4:00PM      TNN
NHRA, NATIONALS, HOUSTON (T)          03/14    8:00PM           ESPN
IMSA, SEBRING 12 HR (L)               03/18    10:30-11:30AM    ESPN
IMSA, SEBRING 12 HR (L)               03/18    1:30-3:00PM      ESPN
NHRA Today w/Steve Evans (L)          03/18    2:00-2:30PM      TNN
NASCAR, SLIM JIM 200, NASHVILLE (L)   03/18    4:00-6:00PM      TNN
IMSA, SEBRING 12 HR (L)               03/18    10:00-11:00PM    ESPN
NHRA Today w/Steve Evans (L)          03/19    11:00-11:30AM    TNN
NHRA Today w/Steve Evans (L)          03/19    1:30-2:00PM      TNN
BUSCH GN, NASHVILLE (L)               03/19    2:00-5:00PM      TNN
NHRA, GATORNATIONALS, GAINESVILLE (L) 03/19    5:00-6:00PM      TNN
NASCAR SUPERTRUCKS, SEARS POINT (L)   03/19    6:00-8:00PM      TNN
INDYCAR, OZ (?)                       03/19    tba              ABC [1]
IROC #2, DARLINGTON                   03/25 (live coverage is unlikely)
FORMULA 1, BRAZIL (?)                 03/26    tba              tba [1]
WINSTON CUP, DARLINGTON (L)           03/26    1:00PM           ESPN
WINSTON CUP, BRISTOL (L)              04/02    1:10PM           ESPN
INDYCAR, PHOENIX (L)                  04/02    tba              ABC [1]
NASCAR SUPERTRUCKS, TUCSON (?)        04/08    tba              tba
WINSTON CUP, N. WILKESBORO (L)        04/09    1:00PM           ESPN
INDYCAR, LONG BEACH (L)               04/09    tba              ABC [1]
NASCAR SUPERTRUCKS, SAUGUS, CA (?)    04/15    tba              tba
NHRA, WINSTON SELECT, ROCKINGHAM (T)  04/16    12:30AM          ESPN
FORMULA 1, PACIFIC (JAPAN) (?)        04/16    tba              tba [1]
NASCAR SUPERTRUCKS, BAKERSFIELD (?)   04/22    tba              tba
WINSTON CUP, MARTINSVILLE (L)         04/23    12:00PM          ESPN
INDYCAR, NAZARETH (L)                 04/23    tba              CBS [1]
IROC #3, TALLADEGA                    04/29 (live coverage is unlikely)
FORMULA 1, SAN MARINO (?)             04/30    tba              tba [1]
NHRA, SOUTHERN NATIONALS, ATLANTA (T) 04/30    3:00PM           ABC
WINSTON CUP, TALLADEGA (L)            04/30    1:30PM           ESPN
NASCAR SUPERTRUCKS, PORTLAND (?)      05/06    tba              tba
WINSTON CUP, SONOMA (L)               05/07    4:00PM           ESPN

[1] CBC also carries all F1 and most IndyCar races.  The races are 
usually broadcast on a tape-delayed basis following the local late news 
at approx. 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
CBCE     Canadian Broadcasting Corporation (East)
CBCW     Canadian Broadcasting Corporation (West)
CBCM     Canadian Broadcasting Corporation (Montreal)
DIS      The Disney Channel
EMPS     Regional Sports Network (New York)
ENC      Encore
ESPN     ESPN Sports Network
ESPN2    ESPN Sports Network 2
HBO      Home Box Office
HIST     The History Channel
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)
NESN     New England Sports Network
QVC      home shopping
RDS      Reseau 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
WTTG     Washington, DC
WUSA     Washington, DC
-------

From hotrod@server.eng.dsea.com Fri Feb 24 13:11:07 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Content-Length: 0

No Subject Line
Reply-to: hotrod@dsea.com
Posted-Date: Friday, Feb 24 1995 09:34:55
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X-From: hotrod (Hotrod List)


This is what will become a periodic posting of the charter of the hotrod
mailing list, hotrod@dsea.com.  

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

The mailing list hotrod@dsea.com is chartered to provide a forum for
people interested in high performance vehicles to exchange ideas and
discuss topics of current interest. This list is chartered as broadly
as possible consistent with  noise supression.  I believe it to be more
constructive to list unacceptable topics and behavior rather than
trying to ennumerate permissible behavior.

Unacceptable topics:  

*   Discussions about stock street cars.
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      to fuzzy dice/air fresheners, for example.)
*   Usenet-style flaming of any sort.

Explicitly acceptable is any discussion regarding increasing the
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------------------------------------------------------------------------------

A lot of people ask if they are missing articles or if they have been 
unsubscribed from the list.  There are easy answers to these questions.
Each article is assigned a sequential serial number that is contained
in the mail header X-sequence:  If you see missing numbers, you know
you have missed articles.  

The only two reasons anyone is ever unsubscribed from the list is 
  a) if that person asks or
  b) if mail to an address bounces a lot.  

Due to the way mail agents handle undeliverable mail, I get gobs of
bounced messages.  That combined with the volume of the list means I
must remove an address on the first round of bouncing.  If you are on
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format.  Articles are grouped by month.

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From hotrod@server.eng.dsea.com Fri Feb 24 19:01:07 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: Re: Speed equipment questions...
X-Archives: ece.rutgers.edu
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X-From: Dirk Broer 
Content-Length: 1374


>> You can use a roller cam in this block if you accompany it with the right
>> hardware (GM roller lifters, lifter keepers, holding bracket, cam plate,
>> correct length pushrods, correct coated distributor gear from GM etc.)
>> When you say timing gears, do mean the timing gearset at the front or the 
>> distributor gear at the rear?
>
>I meant the distributor gear. We decided to use a more conventional flat 
>tappet cam due to cost and simplicity, and hopefully reliability .

A HA!  Roller cams are usually billit steel.  That is why they cost 2x the
normal cam.  This also means the distributer gear is very hard - it will 
basically chew the soft distributer gear off the distributer itself.

The solution?  Buy a _street_ roller cam.  These usually have a cast iron
gear pressed on the camshaft.  The other alternative is to run bronze gears on 
the distributer - but they will still wear rapidly - this is the drag racer's 
solution.  To reiterate - cast iron camshafts require cast iron gears, billit 
cams require bronze gears - or better yet a cast iron gear pressed on.

>I accidentally listed the specs for the big block. For the SBC, the 901 
>has .427" of lift and 260 duration on intake, and .454" and 272 on exhaust.
>Does that sound more reasonable? I think they are quality heads so 

 Much more reasonable - sounds like an RV / Towing cam.

Dirk

From hotrod@server.eng.dsea.com Fri Feb 24 19:01:13 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: Re: Tow vehicle
X-Archives: ece.rutgers.edu
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X-From: Dirk Broer 
Content-Length: 2557

Sorry to post twice...


>I meant to say that it was the dist drive gear we were losing. We belive 
>it was because the cam wasn't being held positively in place.

See my earlier post.

>> Most aftermarket heads are the 64cc variety.  Combined with flat top pistons 
>> it'll give about 9.5 on a stock block - if you save the block or heads it be 
>> closer to 10:1.  BTW 4-vavle relief pistons are still consider flat tops.  With 
>> a deck height of .34" I calculated 9.7:1 for my motor.
>
>The piston looks like this (exagerated or course):
>__                    __
>   \_________________/
>         *    *
>with the reliefs where the *'s are. Are they still considered a flat top 
>piston?

I would consider this a dished piston.  I would suspect your compression is a 
little lower than 9.7 unless you have heads that are 58cc (late model heads).
Someone else could answer this one better but - if the heads have a raised 
center bolt above the exhaust cross-over (normally all intake manifold bolts 
are in-line) then the heads were designed for late model engines and probably 
have 58cc combustion chambers.  This combined with the dished pistons should be
O.K. for towing.  In fact this should be very close to stock.

>Would you suggest we use the AFR heads or the stock ones (from a '91 TBI 
>350 truck)? The AFR heads will give a little more CR which might offset 
>the low air speed down low, no?

The problem with large runners is the low velocities - which cause flow 
distribution problems which mostly hit during low rpms.  A smooth cam and high 
compression will help but will also put you closer to detonation.  To be on the 
safe side (since you don't know what you have - and you don't know what mods 
where done) I would suggest cc'ing the heads and piston dish.  Then run through 
the compression ratio calculations.  I don't know much about CNG but I thought 
octane was similar to gasoline so I don't think the motor will be too far off.  
You can buy head gaskets in various compressed thicknesses from .020 to .040.  
You can shave down the heads, you can polish out combustion chambers.  But you 
have to know which way to go.  

Go to the science lab and get a 100ml burret with 1ml or better graduations. A 
5" square peice of plexiglass and a small bottle of light machine oil 1 quart 
maybe.  The idea is to see how much oil it takes to fill either the combustion 
chamber of intake ports.  The plexi-glass should be used to 1) limit the 
"bubble effect" or maniscus (sp?) and 2) to make sure no air-bubbles are left.

Dirk

From hotrod@server.eng.dsea.com Fri Feb 24 19:01:30 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: Re: Speed equipment questions...
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
X-From: lusky@knuth.mtsu.edu (Jonathan R. Lusky)
Content-Length: 1330

Hotrod List writes:
> 
> Hey matt, sorry i cant give alot of advice, but it seems to me that
> with all of the work you (they) put into the exhaust, heads and intake,
> they should have put some thought into the throttle body. you see, you
> will have full flow after the intake, but a with a restrictive factory
> TB, you will not get the full effect that could be had with a
> free-flowing TB. The engine might dispose of the gases more
> efficiently, but it will be starving for fuel. as for the intake, if
> low end torque is what your after, then the edelbrock intake is the
> wrong choice. The Edelbrock is a great piece for high-end performance,
> but i have seen them sacrifice too much low-end power.

Brrrriiiiiiiiinnnnnnnnnnnnnnnnnnnnnnnnnnng
riinnnnnnnnnnnnnnnnnnnnnnnnnnggg

That's the clue phone ringing.  The Edelbrock Performer is a great
low end manifold.  High end performance from a peformer is great?
Heh.  It dead above 4500.   I think you are confusing the Performer
with the Victor Jr (edelbrock makes more than one model of manifold :).


-- 
Jonathan R. Lusky                        lusky@knuth.mtsu.edu
http://www.mtsu.edu/~lusky/                 (615) 726-8700
-------------------------------------   ------------------------------
68 Camaro Convertible - 350 / TH350  \_/ 80 Toyota Celica - 20R / 5spd

From hotrod@server.eng.dsea.com Fri Feb 24 19:01:31 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: Re: Buick 231 V6 Upgrades
X-Archives: ece.rutgers.edu
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X-From: "KEN MOSHER" 
Content-Length: 3177

                          SUBJECT:  RE>Buick 231 V6 Upgrades

[...    I'm looking for any info about places in the Seattle area that
know their way around my V6. I am rebuilding her from the frame up, but
the body will stay on the frame until I get her moved from VA out west
in August. I also need to know of any Turbo Buick Specialist that are
willing to offer any advice with her rebuild....]

John Pearcy lives in that area (John's Performance?).  I need some more
info about your car ... year? Is it a GN? T? Sport Coupe?

[...    I'm completely reboing the body and the interior back to stock
 specs, (with a few subtle changes by Kenne-Bell or Kirban)....]

Ummm ... well, Kirban is good for a lot of show pieces, trinkets and
hard to find bits and pieces, I wouldn't consider his specialty
performance parts.  K-B ... well, you takes yer chances, IMHO.  Jim
seems to have a lot of problems supporting the turbo cars in the last
3-4 years, perhaps due to health (he had bypass surgery). You might
want to check out Conley's Performance Plus c/o Lawrence Conley (713)
540-FAST, Applied Technologies and Research c/o Phil Griffith (ATR)
(803) 972-3800, Modern Muscle c/o Mike Licht, or Red Armstrong's Quad
Air Inc. (216) 235-3232.  Red is considered a guru in the stock
appearing performance arena.  His wife Jane's grey Limited turns 11.40s
on BFG R1s (DOT!) thru full exhaust in completely NMCA legal stock
appearing!  Amazing little car!  Take all this with a grain of salt,
since I'm sure my biases are showing thru, but I've dealt with 'em all
and this reflects my experiences.

Also, there is a GN/T-Type mailing list ... email for a subscription
address.

[...The hard part is the options with the engine... I'm thinking about
boring her out .050 over and boost the compression to 9.5-1....]

Is this a normally aspirated V6 then?  Depending on year, you don't
want to go over 0.030" on it.  The V6 is a thin wall casting and if you
turbocharge it, you'll be too thin with bigger than 0.030".  Besides,
0.030" only gets you about 4 cubic inches!   The other consideration is
that you need the rolled fillet crank out of the 4.1 or the turbo
blocks if you are going to run boost or NOS.  The naturally aspirated
crank isn't really strong enough.

[...Or maybe it would be better to add a Paxton blower and fuel
injection to my KB #1 intake.  I know that one will cost a few grand
less than the other, BUT...]

Now this really has me scratching my head ... you must be talking about
a carbed V6, eh?  If so, then we have a different problem.  You might
actually consider just getting the running gear off a wrecked turbo car
and starting from there.  Cheaper and already engineered, including ECM
stuff for you.  The naturally aspirated motors are good motors, but
aren't strong enough for the kind of HP a blower would add.  A final
note ... go to your Buick dealer and pick up a copy of the Buick Power
Source manual.  It has very detailed specifications and recommendations
for building everything from naturally aspirated drag race motors, to
turbocharged Indy cars!

BTW, I tried to email you, but mail just bounced.

-- Ken Mosher (ken_mosher@sterling.com)...

From hotrod@server.eng.dsea.com Fri Feb 24 19:01:37 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: Re: Tow vehicle
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
X-From: lusky@knuth.mtsu.edu (Jonathan R. Lusky)
Content-Length: 1204

Hotrod List writes:
> 
> Dirk,
> 
> > Are you sure the timing chain is still getting oil?  Sometimes the oil passages
> > are pluged since roller cams don't require as much (splash will do) but the 
> > timing chain still does. - Especially if your using nylon gears.  Add a high 
> > pressure/high volume oil pump, thick oil, heavy valve springs etc. and you 
> > really put a strain on things.
> 
> I meant to say that it was the dist drive gear we were losing. We belive 
> it was because the cam wasn't being held positively in place.
 
Roller cams are generally steel.  If the distributor grive gear on the
cam is also steel, it's going to trash a stock distributor gear in short
order.  You need the correct distributor gear...  or by a cam from
Crower that has a cast gear pressed onto it that is compatible with stock 
distributor gears.  There should have been a warning about this in
the booklet that came with your cam....



-- 
Jonathan R. Lusky                        lusky@knuth.mtsu.edu
http://www.mtsu.edu/~lusky/                 (615) 726-8700
-------------------------------------   ------------------------------
68 Camaro Convertible - 350 / TH350  \_/ 80 Toyota Celica - 20R / 5spd

From hotrod@server.eng.dsea.com Mon Feb 27 13:23:32 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: Re: El Camino rear end
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
X-From: GBodyTek@aol.com
Content-Length: 695

From my own expeirience with the GM G-Body and B-Body's, the best rear

end that should swap in is the one fit for the 85 Buick Grand National.
I installed one in my wifes stock Regal Limited, (was supposed to go
into mine), after she saw that I had modified it w/ rear disks brakes.
The gearing is MUCH better for most applications, and I think you will
like this part. A friend of mine has the same rearend in his 80 4-door
Malibu w/ 350 & TH700-R4 for towing his 32'Cabin Cruiser boat to the
river, (about 50 miles from his house) each weekend. I'm still learning
about these G/B's, so don't take mine as the gospel! Just hope it
helps!
				  Later,            Jeff  /
				  GBodyTek@AOL.COM


From hotrod@server.eng.dsea.com Mon Feb 27 13:23:51 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: Re: Speed equipment questions...
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
X-From: Matthew Beaubien 
Content-Length: 2574

John,

> The 91 block was machined for a GM roller cam style thrust plate but had
> flat tappet style lifter bores.  We used a crower hydraulic roller cam
> and lifters and had it made to accept a a timing chain set from a
> factory GM roller (91 vette to be specific).  Also used the Vette thrust
> plate.  Never had any timing chain problems.  

See, the guys who built the engine used a crower hydraulic roller cam as 
well but no thrust plate. We were eating distributor gears, not timing 
gears. Also, the cam has about 30 thou of wear across all of the lobes 
(pretty evenly). We feel that both of these problems resulted from the 
lack of a cam button (thrust plate, correct?).

> What compression ratio do you get with the AFR heads?  

Good question...

> I'd run the AFR heads...  we ran ported Sportsmans on our truck and I'd
> say they were acceptable at lower RPM when we ran a Performer intake.
> The AFR's are probably milder.  Any way you cut it you're going to take
> at least a 10% hit on performace when running on CNG instead of gas.

That's what I'm worried about, but the truck will be used mainly on 
gasoline due to the scarcity of CNG fillups, or so I am told.

> If you can afford to put some money into a decent TPI setup, DO IT.

Were basically limited to $1000, the cost of renting a truck to haul is 
down to the competition .

> Also, why are you limited to shifting at 5000rpm?  I always shifted
> our 4L60 at 6000rpm.

I was told that it would shift close to 5k rpm while in drive.

> Should be no problem as long as you don't have a habit of overheating.

Hopefully not..

> Back to reliability for a moment...  who is building your engine?
> I've seen a lot experts and professionals due just plain sloppy work.

We've actually found a garage that is willing to do all of the labour for 
us. We just have to pay for parts and machining (all done out of house).

> Have you considered buying a crate motor like a ZZ3?  Sell your AFR
> heads, sell the shortblock with the stock heads, then go down to your
> local chevy dealer and order a ZZ3.  I don't know if you have any deals
> with the parts department at your local dealers, but we had a local
> Chevy dealer that would sell us parts at wholesale.

Hmm, all we need to do is get a little machining on the crank (a lot of 
brass went through the engine), a freshening hone, new rings and 
bearings, and that's about it. I know the guy the shop farms their 
machining out to; he's a good guy recommended to me by a couple of 
different racers I know.

Thanks for the help.


Matt.

From hotrod@server.eng.dsea.com Mon Feb 27 13:23:58 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: Plug Advice/Heat Range in ZZZ
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
X-From: BUTTOLPHP@axe.humboldt.edu
Content-Length: 915

I have a 375hp/ZZZ engine that Chevy calls for a AC904 (platinum) plug
in...recently on the Vettenet a colder plug (2 or 3 range) was
recommended...for high speed and average (stop/go) driving how do I
tell which plug to use:  platinum? Heat range??  (remember the heads
are aluminum)...

[ Any chance you know the GM part number for "375hp/ZZZ engine"? --FEP ]

Also I am using a 600 cfm Edelbrock Performer carb..can any one clue me
in on how to tell if it is jetted correctly and any tips on changing
jets? (easy or does it take a "touch")..you can't read the plugs on
unleaded gas....so what is the secret?

Thanks!
			
------------------------------------------------------------------ 
Phillip Buttolph		*FAX  (707)826-5446
Humboldt State University   	*Work (707)826-4104
Sateen Silver 62'Corvette	*Internet: "BUTTOLPHP@axe.Humboldt.edu"	
-------------------------------------------------------------------


From hotrod@server.eng.dsea.com Mon Feb 27 13:24:06 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: Re: Tow vehicle
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
X-From: Matthew Beaubien 
Content-Length: 1296

Dirk,

>The problem with large runners is the low velocities - which cause flow 
>distribution problems which mostly hit during low rpms.  A smooth cam and high
>compression will help but will also put you closer to detonation.  To be on the 
>safe side (since you don't know what you have - and you don't know what mods 
>where done) I would suggest cc'ing the heads and piston dish.  Then run through 
>the compression ratio calculations.  I don't know much about CNG but I thought 
>octane was similar to gasoline so I don't think the motor will be too far off.  
>You can buy head gaskets in various compressed thicknesses from .020 to .040.  
>You can shave down the heads, you can polish out combustion chambers.  But you 
> have to know which way to go.  

I think I should try to get ahold of AFR and see what they say about the 
heads.

>Go to the science lab and get a 100ml burret with 1ml or better graduations. A 
>5" square peice of plexiglass and a small bottle of light machine oil 1 quart 
>maybe.  The idea is to see how much oil it takes to fill either the combustion 
>chamber of intake ports.  The plexi-glass should be used to 1) limit the 
>"bubble effect" or maniscus (sp?) and 2) to make sure no air-bubbles are left.

Thanks for the tip. I'll see what I can do.


Matt.

From hotrod@server.eng.dsea.com Mon Feb 27 13:28:05 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: Re: Tow vehicle
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
X-From: Matthew Beaubien 
Content-Length: 709

John,

> Roller cams are generally steel.  If the distributor grive gear on the
> cam is also steel, it's going to trash a stock distributor gear in short
> order.  You need the correct distributor gear...  or by a cam from
> Crower that has a cast gear pressed onto it that is compatible with stock 
> distributor gears.  There should have been a warning about this in
> the booklet that came with your cam....

I think they started out with a steel dist drive gear, and changed to 
brass after the first one was eaten to lessen the damage the the cam 
gear. The cam in there _was_ a Crower so I'm pretty sure it was due to 
the cam walking in and out of the engine which caused all of the problems.


Matt.

From hotrod@server.eng.dsea.com Mon Feb 27 13:28:01 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: Re: Speed equipment questions...
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
X-From: Matthew Beaubien 
Content-Length: 488

Whomever,

> they should have put some thought into the throttle body. you see, you
> will have full flow after the intake, but a with a restrictive factory
> TB, you will not get the full effect that could be had with a
> free-flowing TB. The engine might dispose of the gases more
> efficiently, but it will be starving for fuel.

You mean air, right? We have a TB from a 454 and it appears quite a bit 
larger. We're considering using it when everything gets put back together.

Matt.

From hotrod@server.eng.dsea.com Mon Feb 27 13:28:20 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: Re: Tow vehicle
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
X-From: lusky@knuth.mtsu.edu (Jonathan R. Lusky)
Content-Length: 864

Hotrod List writes:
> 
>where done)I would suggest cc'ing the heads and piston dish.  Then run through
>the compression ratio calculations.  I don't know much about CNG but I thought
>octane was similar to gasoline so I don't think the motor will be too far off. 

It varies depending on the quality of the CNG, which varies by the area
of the country/continent/world....  from as low as 112 or so to as high
as 130. The stuff we got down in austin was usually close to 130.  I was
running 11:1, 6 psi boost, and about 45 degrees total spark advance under
maximum load in the 93 NGV Challenge.  

-- 
Jonathan R. Lusky                        lusky@knuth.mtsu.edu
http://www.mtsu.edu/~lusky/                 (615) 726-8700
-------------------------------------   ------------------------------
68 Camaro Convertible - 350 / TH350  \_/ 80 Toyota Celica - 20R / 5spd

From hotrod@server.eng.dsea.com Tue Feb 28 13:31:49 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: RE: 63-79 Corvette rear upgrades
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X-From: "Rund, Sharen" 
Content-Length: 368

I have a friend, Rich Roberts, who has been racing vettes out here -
has been seen in a number of Goodguy Gazette & other street related
mags in his car - he may be able to answer many of your questions -
Rich lives in Winton, CA (near Merced) - if you're interested you
should be able to get his number from long distance operator otherwise
I can look it up at home


From hotrod@server.eng.dsea.com Tue Feb 28 13:31:55 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: Re: Plug Advice/Heat Range in ZZZ
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X-From: lusky@knuth.mtsu.edu (Jonathan R. Lusky)
Content-Length: 696

Hotrod List writes:
> 
> I have a 375hp/ZZZ engine that Chevy calls for a AC904 (platinum) plug
> in...recently on the Vettenet a colder plug (2 or 3 range) was
> recommended...for high speed and average (stop/go) driving how do I
> tell which plug to use:  platinum? Heat range??  (remember the heads
> are aluminum)...
 
Just keep going colder until you start having problems with plug
fouling, then go back up a heat range.


-- 
Jonathan R. Lusky                        lusky@knuth.mtsu.edu
http://www.mtsu.edu/~lusky/                 (615) 726-8700
-------------------------------------   ------------------------------
68 Camaro Convertible - 350 / TH350  \_/ 80 Toyota Celica - 20R / 5spd

(thrust plate, correct?).
 
ACK!
A cam button and a thrust plate are totally different things, but they
perform the same job.  One of them is mandatory with any roller cam.
With the cam button, you need to machine the block so that you can run a
thrust bearing behind the cam sprocket.  The stock block was already 
machined and tapped for the GM-roller thrust plate.

> > I'd run the AFR heads...  we ran ported Sportsmans on our truck and I'd
> > say they were acceptable at lower RPM when we ran a Performer intake.
> > The AFR's are probably milder.  Any way you cut it you're going to take
> > at least a 10% hit on performace when running on CNG instead of gas.
> 
> That's what I'm worried about, but the truck will be used mainly on 
> gasoline due to the scarcity of CNG fillups, or so I am told.
 
I wouldn't want to go crosscountry on just CNG :)

> Were basically limited to $1000, the cost of renting a truck to haul is 
> down to the competition .
 
Ah.  I'd stick with Performer that you already have.  I'd probably
slap a cheap Holley 9834 on top of it and spend a day scraping gaskets
and fiddling with jets.   Injection would be MUCH nicer,
but calibrating the GM ECM is a royal PITA, and you can't do it worth a
flip without dyno time.  If yall have the time and resources (read as:
dyno time) to do a proper calibration, then go for it, otherwise go with
a carb.

Do yall have to worry about emissions regulations?  As soon as you
put a gasoline tank back in the truck, you'll probably lose any alternative
fuel exemption you had.

> > Also, why are you limited to shifting at 5000rpm?  I always shifted
> > our 4L60 at 6000rpm.
> 
> I was told that it would shift close to 5k rpm while in drive.
 
Actually its more like 4500 if the tranny is stock.  You can modify
that, or just shift it manually if you need higher WOT shifts.

> > Back to reliability for a moment...  who is building your engine?
> > I've seen a lot experts and professionals due just plain sloppy work.
> 
> We've actually found a garage that is willing to do all of the labour for 
> us. We just have to pay for parts and machining (all done out of house).
 
  that kinda scares me...  what incentive does the person
actually doing the work have to take his time and do a good job?

> Hmm, all we need to do is get a little machining on the crank (a lot of 
> brass went through the engine), a freshening hone, new rings and 
> bearings, and that's about it. I know the guy the shop farms their 
> machining out to; he's a good guy recommended to me by a couple of 
> different racers I know.

I'm just paranoid because I've gotten burned by a shop that had a good
reputation with local racers.  The guy who owned the shop did excellent
work, but he had some flunkies that werent worth a flip...  and it turns
out one of his flunkies built our heads (by the time the engine had 1000
miles on it, we were burning a quart of oil every 250 miles).

-- 
Jonathan R. Lusky                        lusky@knuth.mtsu.edu
http://www.mtsu.edu/~lusky/                 (615) 726-8700
-------------------------------------   ------------------------------
68 Camaro Convertible - 350 / TH350  \_/ 80 Toyota Celica - 20R / 5spd

From hotrod@server.eng.dsea.com Tue Feb 28 13:37:51 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: Answer to ZZZ questions..
X-Archives: ece.rutgers.edu
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X-From: BUTTOLPHP@axe.humboldt.edu
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The ZZZ engine I bought was the 93' version and the stock hp is 345; mine 
dynoed at 375hp/414ft/lbs of torque AFTER Sallee Chevy in 
Milton-Freewater, Oregon polished it up....again the catalog calls for a "5" 
plug (AC 904 platinum) but I have been advised by a person on Vetnet, who is 
pretty sharp, to run a much colder plug (3 or even 2)...what has been the
experience of the those of you with the ZZZ or other aluminum head setups?

[ Sounds like you have a ZZ3, the same engine as I have.  It also
sounds like you have the same carb. and same ignintion and same 
racing tastes as I do.  I was planning on just getting to the race
and reading my plugs and oxygen sensors until I had a reasonable
jetting.  

I have played with the Edelbrock carbs for quite a while and have tuning 
down pretty good.  A reasonable dial-in only takes about 4 iterations.
The hardest part is not loosing those TINY linkage clips.  Make
sure you bring extra ( HELP package something -- I forget the number).

As soon as the cash comes together, I will be ending all this
and going to EFI.  --FEP ]

Part of this is dialing in my 600 cfm Edelbrock, which I don't know where 
to start on...suggestions?  I have a 100 mile, 100mph "rally" in the 
desert this June (Pony Express 100) and really need to get it right...the 
speed and high air temps (rally is at 4,000+ ABSL in Nevada; I live at 
sea level) will cook my baby unless I have the correct mixture and 
plugs...I am in the process of installing a MSD6 through the stock GM 
HEI...any suggestions are appreciated!

[ The MSD6AL is easy.  Just follow the instructions.  Be sure to 
either tightly tape or shrink wrap the connectors.  I had one open
and cause mystery non-spark.  I mounted the '6AL on a plate/
heat sheild for easy removal.  -FEP ]
			
----------------------------------------------------------------------
Phillip Buttolph		*FAX  (707)826-5446
Humboldt State University   	*Work (707)826-4104
Sateen Silver 62'Corvette	*Internet: "BUTTOLPHP@axe.Humboldt.edu"	
-----------------------------------------------------------------------

From hotrod@server.eng.dsea.com Tue Feb 28 18:11:23 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: Tweaking the boat
X-Archives: ece.rutgers.edu
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X-From: Rader = Darn Jar All Dry Error 
Content-Length: 784

  I recently came into possession of a small ski boat, and am currently
examining my options as far as squeezing more performance out of the
Volvo 130 4-banger that came with it.
 
  Sticking a big-block in isn't an option, as my hull is 16' and with
4 adults, I'm pushing it's rated capacity.  If there's a V6 option
for the Penta 270 stern drive unit, I'd like to hear about it.  I'd
prefer mucking with the 4-banger for now, though.
 
  Revamping the old Bosch points ignition system seems like the best
place to start.  What say the list?  Thanks for any advice.
 
  Ron "Cheap Boat" Rader
 
P.S.  Has anyone heard from Dave Williams or John deArmond lately?
 
 [ I just heard from Dave _about John_ yesterday!  JGD is still alive
   but taking a "computer vacation".   --FEP ]



From hotrod@server.eng.dsea.com Tue Feb 28 18:11:10 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: Re: Speed equipment questions...
X-Archives: ece.rutgers.edu
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X-From: Fielder44@aol.com
Content-Length: 635

GM EFI computers must be reprogrammed using ROM chips. It is a
difficult task even for professionals. Lingenfelter Performance
Engineering is about the best at doing it. They're in Decatur, IN.
219/724-2552 However, ACCEL/DFI makes an adjustable computer that
functions almost exactly like the GM unit but can be totally
reprogrammed using a laptop and their CALMAP software. The system reads
all GM sensors (idle air control, temp, TPS, MAP, and O2 sensor).
Contact is 216/398-8300 ext 348.

[ At least one past or current listener here has used a ROM emulator
to reprogram GM engines on the fly...  Hard but not impossible. --FEP ]


From hotrod@server.eng.dsea.com Tue Feb 28 18:11:23 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: Re: Speed equipment questions...
X-Archives: ece.rutgers.edu
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X-From: Matthew Beaubien 
Content-Length: 2371

John,

> A cam button and a thrust plate are totally different things, but they
> perform the same job.  One of them is mandatory with any roller cam.
> With the cam button, you need to machine the block so that you can run a
> thrust bearing behind the cam sprocket.  The stock block was already 
> machined and tapped for the GM-roller thrust plate.


I double check and see what we have.

> Ah.  I'd stick with Performer that you already have.  I'd probably
> slap a cheap Holley 9834 on top of it and spend a day scraping gaskets
> and fiddling with jets.   Injection would be MUCH nicer,
> but calibrating the GM ECM is a royal PITA, and you can't do it worth a
> flip without dyno time.  If yall have the time and resources (read as:
> dyno time) to do a proper calibration, then go for it, otherwise go with
> a carb.

We can adjust all of the parameters of the stock EFI (ie. fuel and 
ignitions curves). It also looks like we'll also be getting some nice CNG 
injectors. We have access to a dyno and gas analyzer so tuning isn't a 
problem.

> Do yall have to worry about emissions regulations?  As soon as you
> put a gasoline tank back in the truck, you'll probably lose any alternative
> fuel exemption you had.

No emissions regulations at all. The truck was running almost exclusively 
on gasonline when we tore down the engine as it wasn't running so hot on CNG.

> Actually its more like 4500 if the tranny is stock.  You can modify
> that, or just shift it manually if you need higher WOT shifts.

Being used mainly as a tow vehicle now, we're not so interested in max 
accel any more.

>   that kinda scares me...  what incentive does the person
> actually doing the work have to take his time and do a good job?

Actually, the father of one of the HEV team members from last year is 
doing it. He actually went down to the competition and is pretty familiar 
with the truck.

> I'm just paranoid because I've gotten burned by a shop that had a good
> reputation with local racers.  The guy who owned the shop did excellent
> work, but he had some flunkies that werent worth a flip...  and it turns
> out one of his flunkies built our heads (by the time the engine had 1000
> miles on it, we were burning a quart of oil every 250 miles).

Not with this shop. The guy who runs it is _very_ picky about the work he 
does. He's a good guy.


Matt.

From hotrod@server.eng.dsea.com Tue Feb 28 18:11:24 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: '72 Nova
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X-From: BowtieMan@aol.com
Content-Length: 1025

Hi all,
    I have a '72 Nova slightly warmed over.  It has a 350 4 bolt,
Edelbrock Performer RPM intake, Carter AFB 625 carb with a 1 inch
spacer, Mallory promaster coil, HEI ignition, B&M 2500 stall going into
a TH350.  I'm running a 3:73 posi in a 10 bolt rear end.  I'm about to
swap in a CraneEnergizer Cam (278 duration .467 lift), and a double
roller timing chain.  It's got Crager SS rims with 205/70 Dunlop GT
qualifiers on the front and 235/60's on the back.

Anyways....

    I'm looking for a drivers side headlight bezel for the Nova.  I may
also be looking for a fiberglass cowl hood.  Since the Perf. RPM intake
and carb spacer seems to have given me about 1 1/2 inch of clearance
problems.

[ There is a place at Katella and Glassnel in Orange CA that has 
the Nova part.  I'll try to get that catalog at home.  I run
a hood spacer on my Chevelle -- you could try that.  Or just 
call up Summit and buy a scoop or cowl.  --FEP ]

Bowtie Man@aol.com   or call my BBS  Chevy Power BBS
							      904-779-1733

From hotrod@server.eng.dsea.com Tue Feb 28 18:12:43 1995
From: hotrod@server.eng.dsea.com (Hotrod List)
To: Hotrod_users@server.eng.dsea.com
Subject: Flame Ties
X-Archives: ece.rutgers.edu
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X-From: Kenneth Gunton 
Content-Length: 619

Flame Ties are now available on the Internet. We introduced these at the 
Street Rod Nats in Louisville, and due to popular demand are making them 
available via mail order. Point your Web browser to:

http://www.erinet.com/kenny/flametie.html

You can download a GIF of our tie via anonymous ftp to ftp.erinet.com in 
the /pub/kenny directory as bluetie.gif.

These ties are COOL, and are 100% made in the USA of Polysatin.

Try the Web site.

[ Err, my WWW viewer is currently in Japan on vacation.  Give me 
some feedback -- was it worth posting this note, and should I send 
any of the others that I get?  --FEP ]