group racing developments , known more simply as grd , was a short-lived british constructor of racing cars .

it was formed in 1971 with a large percentage of staff coming from those made redundant from the closure of lotus cars customer car manufacturing arm .

they built cars for formula 2 , formula 3 , formula atlantic and sports 2000 racing classes until a decline in british racing vehicle manufacturing bit into the industry in 1975 that paralleled the oil crisis .

group racing developments

cameraderie
lotus components ltd .
reorganized as
lotus racing
in 1971 , but the company soon failed anyway . group racing developments rose from the ashes of lotus racing and took a phoenix as their symbol .
the car is currently under restoration to group lb specifications in its early 1960’s configuration since 2014 .
group racing developments ltd . was publicly announced in september as a racing - car manufacturer in their own right . the parent company was grd , run mainly by jo marquart and former lotus racing development engineer derek wild , and is the manufacturing division . grs , run by huckle , was to continue but as a service facility for grd while there was also a sales concessionaire by the name of reystan racing which was managed by speedshop owner john stanton and his partner john reynolds .
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thus , when one studies the badge of grd ( group racing developments ) , one notices it features a phoenix rising out of the ashes . the ashes are those of lotus racing and the great majority of grd ' s employees previously worked at hethel . soon after the closure of lotus racing there were murmurs of a new firm being formed and these gathered strength when one of warner ' s lieutenants , gordon huckle , announced the formation of a firm called group racing services to service and maintain racing cars . every few weeks came another announcement that an - ex - lotus man had joined the firm and something was definitely brewing when former mclaren designer . jo marquart moved in , followed smartly by lotus racing designer dave baldwin . in fact baldwin has since returned to hethel and now works for team lotus .
bmw group ceo norbert reithofer pictured at a press conference convened on short notice in munich , germany , 29 july 2009 . bavarian automaker bmw will withdraw from the formula one at the end of the ongoing season . the decision is not based on the current developments and lack of success of the bmw sauber team but on the company ? s strategic realignment . photo : andreas gebert
g . r . d . cast magnesium wheels with avon 13
racing slicks ( 9x20 front , 13x23 rear ) .
i don’t want to make money out of racing . i’d sooner have a winning car and a good car at that
comment on the racing and club scene world motor sport tour last month we gave readers brief details of the around the world tour being offered exclusively to motor sport readers by worldmark . . .
recently completed dual point conversion and re - curve of bosch distributor for use on group lb historic mg - based special . distributor has advance curve tailored to engine , circa 50 degrees dwell and consistent dwell behaviour beyond 7000 crank rpm . some details of the car and pictures of completed distributor below . vehicle is based in south australia .
last summer saw a surprise turn at lotus when colin chapman announced the departure from the main board , and from his position as managing director of lotus racing ltd , of mike warner . exactly two years ago motor sport published an article about warner and the subsidiary , then known as lotus components ltd , which told of a happy future for lotus as a manufacturer of customer racing cars . things must have turned sour for , soon after the departure of warner , colin chapman made a policy decision which took the firm completely out of this market . lotus racing ltd , as opposed to the entirely separate team lotus ltd , ceased trading and quite a few employees were left without the job they knew best .
because of the various deal - a - car arrangements already in operation it is rather difficult to tell quite which are the works cars . at the moment andy sutcliffe is the works formula three driver while the scotsman , tom walkinshaw , is retained as the works development test driver . he is racing a grd in formula two as is the japanese tetsu ikuzawa . amongst the better known customers is the frenchman pierre - francois rousselot who did well in a brabham last year and is now racing a griston - based f3 grd with backing from gaulois cigarettes .
jo was a very lovable and helpful person . he helped wherever he could and he knew the racing scene very well . but he talked straight to his drivers : “i prepared the cars for top performance , but what are you doing here ? ” . he was always correct and he built cars which were simply good . '
f3 racing was in the doldrums in the uk in 1974 with very small grids so the first major changes to the grd design didn ' t really help matters . the chassis / suspension remained basically as before with the changes to the radiator positioning and the new nose being the main modifications . alex ribeiro and pedro passadore had some reasonable runs but the writing was on the wall for grd .
a lightweight frame projects forward from the chassis to support the nose cone . at the front of the tub , a steel subframe provides mounting points for the coilover shock absorbers , for the forward arms of the upper and lower wishbones , and for the steering rack . dual girling master cylinders with adjustable bias bar . easily adjustable
dead pedal
for the driver ' s clutch foot . steering rack and brake light switch . amb tranx260 direct wire transponder . ap lockheed four - piston brake caliper . g . r . d . proprietary magnesium front upright . notice that the uprights are interchangeable , left - to - right . g . r . d . proprietary magnesium rear upright . g . r . d . ' s own distinctive lightweight cast magnesium wheels . avon 13
racing slicks ( 9x20 front ) . avon 13
racing slicks ( 13x23 rear ) .
grd have big plans for the future and are already talking of challenging the big names of racing car production like march , brabham , and lola within the next couple of years . there is no secret in the fact that marquart would like to design another formula one car having played a part in the lotus 49 , when he was with team lotus , and later designed the mclaren m14 and the same firm ' s 4 - w - d car . grd undoubtedly have the facilities to build such a car .
michael snowdon ' s 272 has a lot of canadian history . it was owned by jacques couture ( 1960 ' s racer and husband of jim russell ' s daughter ) , and it was also driven by montreal racer dave mcconnell in both the tasman series and in european events after being temporarily reconfigured to formula three requirements . michael bought the car in 2005 and sent it back to england for restoration . peter denty , who worked at g . r . d . throughout the company ' s entire run , restored it over the winter and it was ready for north american vintage racing starting in 2006 .
what ' s the story with this color scheme ? these colors were chosen by jim russell and used both on jim russell racing drivers school ' s training cars ( from about 1969 ) and also on racecars they sponsored . both jacques couture and dave mcconnell had jrrds sponsorship . emerson fittipaldi , dave walker , carlos pace and mo harness all drove lotus racecars in this color scheme . when g . r . d . rose from lotus ashes , the color scheme carried over . terry body hold down springs . one of two side pods for the radiators . transco plastic - high performance packaging films - urltoken
the manufacture of racing cars is a fickle business and lately a couple of smaller firms have been in financial difficulties . no details of how grd was floated have been available but there is no doubt that a considerable suns of money was involved . grd are obviously well placed in norfolk for reasonable overheads but with a regular workforce of over thirty to keep fully occupied , the firm needs to have a hefty turn - over and a growing production . several people have predicted that grd will not see the year out but there are always dismal jimmies happy to foresee such failures . at griston confidence seems extremely high and the current expansion would not point to anything but prosperity . it will be interesting to see if grp succeed for if they do they will be a household name before very long . —a . r . m .
the bd series of cosworth / ford b elt - d riven dual overhead cam engines date from 1969 . this
bde
engine is the fifth generation of the design . dual weber dcoe carburetors . prepared for competition by david wood , engine number 0032 ignition : 16 o 1500rpm - tappets : inlet . 008 exhaust . 011 - plugs : ag 501 . 018 david wood engineering ltd . , 22 queensgate place mews , london , s . w . 7 . air intake . the drive gear for the dry sump oil pump and the distributor are on a jackshaft on this side of the engine . the mechanical tachometer is driven from the back end of the righthand camshaft . oil cooler , and the reservoir for the dry sump lubrication system . 50 led rain light . ap lockheed two - piston brake calipers . hewland fg400 5 - speed . custom four into one exhaust headers . ark racing starter motor . stainless steel swirl pot helps deaerate the coolant .
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michael snowdon ' s g . r . d . 272 formula 2 racecar , number 86
michael snowdon ' s g . r . d . 272 formula two racecar , number 86
g . r . d . griston . norfolk . england . unit no . 272 019 f2 - engine no . ( blank ) - gearbox no . ( blank )
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ford bde ( belt drive e - type ) 1 . 8l dohc 16 - valve inline four cylinder engine . lucas ignition system . dual weber dcoe carburetors . dry sump lubrication system .
double wishbone suspension with outboard coilovers and brakes , and conventional adjustable antisway bar . g . r . d . proprietary magnesium uprights .
dual lower links , single top links , and twin adjustable trailing links . outboard coilover shock absorbers and inboard brakes . adjustable antisway bar . g . r . d . proprietary magnesium uprights .
( master ) dual girling master cylinders with bias bar , ( front ) ap lockheed four piston calipers with vented rotors , ( rear ) inboard mounted ap lockheed calipers with solid rotors .
( left to right ) smiths dual oil pressure ( 0 - 160psi ) and coolant temperature ( 30 - 120c ) gauge , smiths mechanical tachometer ( 0 - 12000rpm ) , and smiths oil temperature gauge ( 90 - 230f ) .
willans six point cam - lock safety harness . s . p . a . firefighter aqueous film forming foam ( afff ) centralized fire suppression system . quick release steering wheel hub . 50 led rain light .
s . p . a .
firefighter
aqueous film forming foam ( afff ) centralized fire suppression system . ( left to right ) smiths dual oil pressure ( 0 - 160psi ) and coolant temperature ( 30 - 120c ) gauge , smiths mechanical tachometer ( 0 - 12000rpm ) , and smiths oil temperature gauge ( 90 - 230f ) .
all photos shown here are from september 2009 when we viewed the car at the us vintage grand prix at watkins glen . all photos by curtis jacobson and don moyer for britishracecar . com , copyright 2009 . all rights reserved .
notice : all the articles and almost all the photos on urltoken are by curtis jacobson . ( photos that aren ' t by curtis are explicitly credited . ) reproduction without prior written permission is prohibited . contact us to purchase images or reproduction permission . higher resolution images are optionally available .
© 2010 www . britishracecar . com™ all rights reserved . website & graphic design by : curtis jacobson
mike warner , himself , was still under contract to lotus and while this barred him from taking an active part in the formation of the new company there seemed little doubt that he was keeping a fatherly eye on his former colleagues . this is still the case and one presumes that it is no coincidence that the premises of grd abut those of a general engineering firm by the name of griston engineering which is owned by warner .
marquart was in the process of designing a rnonocoque single - seater which would have side radiators but otherwise would be basically straightforward and would be available in formula three , formula two and formula b / atlantic trim . also on the drawing board was a 2 - litre sports car , although subsequently this has not been put into the manufacturing stage .
this ambitious firm had premises at the tiny village of griston in norfolk , about equidistant between snetterton circuit and lotus . since the original announcement grd have shown some early promise . over the winter they received something like 25 orders , their prototype formula three car made its debut at the october brands hatch meeting and , with andy sutcliffe at the wheel , the firm started well by winning the first formula three race of 1972 and coming second in the next . the time seemed right to pay a call on the growing concern and investigate their progress .
we were immediately impressed by the modern and spacious workshops and the expansion which is already going on . designer marquart conducted us round the premises but , by necessity , the visit had to be fairly brief as grd were engaged in a test programme at snetterton the same day . the production shop was impressively full of cars in various stages of completion . most will be finished by the time you read this article and by the end of april there should be almost thirty grds on the tracks . the majority will be in the . formula three category and sales have been attracted from not only britain but also japan , brazil , switzerland and italy . there are several formula b cars , one has already raced in the tasman series , while there is just a single formula atlantic but three formula two cars .
it was interesting to note that grd are manufacturing a large portion of the cars themselves . the outer skins of the monocoque chassis are rolled to shape by arch motors but the rest of the tub is completely manufactured at griston . griston engineering itself is a very well equipped machine shop and here all the castings , uprights , racks and so on are machined . all the fabrications , like suspension components and the rear tubular engine frame , are made on the premises and marquart feels that the fewer outside suppliers they deal with , the better final delivery of the cars will be .
on the can - am trail while in north america last month for the canadian and us grands prix i was lucky enough to have a week in between the two world championship races to spend my time as . . .
•there is a rather large smell in formula ford at present regarding the tyre situation which all leads back to the comment ln
around and about
back in january . since then every major formula ford . . .
travel down kingston - on - thames high street and you will see possibly the oldest established tuning and accessory business in the country—v . w . derrington . look across the road and there is a large . . .
if you haven ' t got your own lathe by the time you are twelve , and are not a fully competent driver at the age of 16 . , you are at a distinct disadvantage
. these were the words of martin waide , the . . .
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jo vonlanthen in his grd 273 with ford bda engines . the extended wings were soon to be disallowed .
at the time of huron ' s demise jo was approached by andy granatelli and offered a lucrative contract in the us . jo was tempted but , with his desire for freedom in design in a smaller set - up , preferred to stay in the uk and took up the offer from mike warner to join the fledgling company of grd . large salaries were never a motivation for jo .
jörg obermoser , who produced cars himself with the toj make , imported grd into germany . ( later to do the same with modus cars ) . reine wisell pulled off the first victory in nürburgring with the formula 2 grd . not long after marquart developed the 2 litre sportscar s - 272 for export to japan and usa . through his swiss connections jo gained customers with jo vonlanthen and roland salomon .
tony brise drove a grd 372 for the works , replacing roger williamson who moved to formula 1 .
the grd switzerland team with drivers salomon , hahn , vonlanthen , davelaar , basler , stierli , bueb .
however after only a few years there were problems within the company and the cars were losing out to march . due to disputes between jo and mike warner , jo left grd a year or so before its demise .
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i ' ve asked a question in the chassis history section about this , but no response so far , so thought maybe i ' d do better in here .
don ' t know if this is the place to ask , but if one of you chaps with ' the force ' thinks it should be somewhere else , then feel free to move it .
right , here goes : i ' m trying to find out about grd and specifically the 374 model which , as some of you will already know , is a formula 3 car from 1974 .
i ' ve got the chance to buy one that needs some work , and i must admit to being tempted - but the thing is , having only raced production based cars up to now , i know little about the single - seater scene .
so , where could a car like this be raced and are these seventies f3 cars popular amongst the single - seater brigade ? i ' d be interested to know what ( uk based ) events it would be eligible for .
_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _
light travels faster than sound - that ' s why , at first , some people appear bright . . . until you hear them speak !
the hscc historic f3 championship is pretty popular . if the grd is a 2 litre car it may be a bit outclassed . the 1600cc class is pre 1974 . urltoken
thanks for the info alan ! after a bit of research , i ' m thinking the car may be a 373 with later bodywork , and not actually a 374 . it has a 1600 engine , whereas a 374 would originally have been a 2 litre as far as i can establish . can anyone else throw more light on that assumption ?
i think the basic chassis and suspension was the same on both cars . the radiator was moved to the front on the 374 . a bit of info in manufacturers section on urltoken
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andy sutcliffe on the debut of the 372 at brands hatch in october 1971 .
the 372 consisted of an aluminium bathtub monocoque with tubular sub frames front and rear and conventional suspension . the bodywork had a pronounced wedge shape with large side mounted radiators . the car gained a reputation for being easy to set up and forgiving to drive and during the season it produced a lot of wins especially as other drivers switched over to it . the prototype chassis was debuted in some end of season races in the uk in 1971
most of the changes to the 373 were to make production of the chassis easier but it seemed that the factory preoccupation with f2 meant that the f3 car lacked some development and although successful it began to receive a less than flattering press from some of its drivers . a chassis flexing problem was solved mid season but it wasn ' t until the end of the year that the real hard testing was carried out that eventually cured the problems . alan jones , brian henton and richard robarts chalked up 9 wins between them so the season wasn ' t a total disaster by any means .
the grd 374 was notable for a switch to a front radiator and full - width nose come configuration .
the first grd 375 was in fact an updated 374 which shows that once again this was an evolutionary update . ian taylor ran in a works version and some support was given to some of the european competitors . the car retained its full width nose but the radiators were moved rearwards again . highlight of the year was undoubtedly renzo zorzi ' s fortunate victory at monaco in a 374 . at the end of the year grd closed down and the f3 operation was taken over by van diemen .
372 tim brise , tony brise , cesare doneda , patrick duchamp , adelmo fossati , johnny gerber , bengt gilhorn , neil ginn , mo harness , hans - peter hoffman , alan jones , masami kuwashima , barrie maskell , kurt m ü ller , jorge pinhol , pierre - francois rousselot , robin smythe , fernando spreafico , andy sutcliffe , keiichi tahara , ian taylor , bernard vermilio , jo vonlanthen , roger williamson .
373 thomas betzler , bernhard brack , tony brise , wolfgang bülow , ingvar carlsson , rudolf dötsch , harald ertl , jeremy gambs , alexander güttes , sigi hofmann , alan jones , dieter kern , gernot lamby , heinz lange , john macdonald , jac nelleman , gunnar nordström , pedro passadore , richard robarts , tony rouff .
372 tony brise , jacques coulon , roger craven , neil ginn , hans - peter hoffman , alan jones , richard knight , norman moffett , jac nelleman , masami kuwashima , pedro passadore , larry perkins , rod smith , fernando spreafico .
374 hakan alriksson , alberto colombo , gaudenzio mantova , gian - massimo martoni , luis moraes , marcos moraes , jac nelleman , pedro passadore , alessandro pessenti - rossi , alex ribeiro , renzo zorzi .
373 bernhard brack , günter hölker , roger hurst , john - erik johansson , gernot lamby , jac nelleman , gunnar nordström , tony rouff , len smith .
375 ingvar carlsson , werner fischer , den greer , shaw hayami , donald macleod , jac nellemann , ian taylor .
374 doug bassett , derek cook , jac nellemann , porky thyling , mike tyrrell , renzo zorzi .
373 hakan alriksson , ulf alriksson , bernhard brack , hans deffland , dan greer , günter hölker , roger hurst , john - erik johansson , john lain , anders olofsson , john rust , clas sigurdsson , len smith , marc surer , henrik spellerberg , fernando spreafico .
375 tommy
slim
borgudd , ingvar carlsson , sören hansen , stefan johannsson , john nielsen , jan ridell .
fitted with a modified holden grey engine in the 1950’s with triple su’s and other engine and mechanical modifications ( unknown if any competition history ) .
fitted with both 16” and 15” x 5” wheels in the period up to 1965 .
cut down morris minor rack operating as a steering box across to the original position lhs steering arm ( common modification in the era ) .
larger twin leading shoe 10” x 2 ¼” front brakes in one off cast iron finned brake drums .
used as a road car from 1959 to 1963 by vern barlow in victoria as a grey holden engined mg tc special ( triple su’s , modifications , etc ) .
sold to peter mahony in 1963 in victoria ( entered under bp heidelberg ) .
sold on then to rod cooper , victoria ( entered under saas ) at some point in late 1964 .
the subsequent ownership history is unknown until 2013 . no history of competition has been confirmed before and beyond the dates above , and its competition history appears to have ended in 1965 , due to the car quickly becoming uncompetitive .
vauxhall e model crank ( stroked to 3 1 / 8” ) . – mgb main bearings / modified rear seal arrangement .
lightweight billet flywheel ( 8kg ) , holden heavy duty 8 . 5” single plate clutch assembly .
modified camshaft grind – approximately 235 degrees @ 0 . 050” and 0 . 3” cam lift .
modified head with 1 . 48” and 1 . 25”’ valve sizes and relieved chambers – ls1 beehive springs .
triple 30 degree su 1 ½” ( internally modified ) on 1960’s sonic short inlet manifold and common cold air plenum chamber with rolled edge short ram tubes .
one off exhaust manifold – 1 3 / 8” primaries , 1 5 / 8” secondaries into a 2 ¼” system .
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along the way , i ' ve had the opportunity to participate in the creation of interactive marketing and communications projects for large , medium and small businesses & organizations — at the strategy , project management , design , and / or development levels .
one of alaska ' s favorite winter events - the running of the reindeer ! what a great way to close out our iditarod weekend event . thanks to everyone who came out - see you next year !
give 30 minutes of your time to recognize a youth who is doing great things in your alaska community . they could win a $ 1 , 500 scholarship ! deadline is coming soon - july 20 . urltoken
the radio - teletype receivers were used for the news services and other teletype communications . we always had one hooked up to our teletype printer in order to get the latest news as it came in . at about fifteen characters per second , news came in rather slowly !
when you choose alaska communications , you get more than just an internet line– you have our time and service . we’ll bring you dedicated , reliable service that’s unlimited and you can trust to work when you and your family expect it . we commit our time to install , test , and verify the highest - quality connection to our network . then , we get you to your highest available speed , quality connection , and answer any questions . unlimited internet means reliable internet and excellent service that’s done right – and worth waiting for .
our customers trust us because of our exceptional customer service and network quality . by investing in our people , partnerships and network , we are able to provide businesses with expert support , best - in - class solutions and alaska ' s most reliable , secure network .
for each of us , the world is a different place . and whether the things within it seem big or small , that depends on your perspective . from ours , there is no place more significant than alaska . a place so vast , anywhere else seems insignificant in comparison .
we monitored a number of frequencies from other areas in alaska , as well as the 500 khz ship - to - shore frequency . some of these were morse code , some were voice , and some were radio teletype . the receiver station , upon hearing a call , connected the radio receiver ' s output to the lines to the anchorage office . it was a noisy place to be with all those receivers connected to loudspeakers all the time ! initially it was a real problem for me since i was not familiar with morse code , but in time i could easily recognize our call letters , wxe . ( dah did dah , dah dit dit daw , dit ) i can still hear them !
what about the wired telephone lines to alaska ? while these were in place they were not too reliable for a number of reasons . one of the problems was with telephone poles which fell over , breaking the connection . a close friend of mine , now deceased , worked on these lines and said that they were supposed to put the poles into the ground at some depth , say four feet . during the winter there might be six feet of frozen snow on top of the ground so they often just set the pole in the snow , never touching the actual earth . consequently when the spring thaw came , down came the poles . how true this was , i don ' t know , but that was his story ( among many others ! ) .
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i live in the ester area . i ' m
lucky
to have 1 meg dsl . they have no plans on increasing
bandwidth and there are many out here that are on an endless waiting list to even get service . also , for the l
le periods of time , i finally called them about it and they admitted they ' ve been having problems for the last 9 days and still working on it . they gave me a credit for $ 18 , wow . . . i laid into the
customer service
person a bit about why they couldn ' t have contacted their customers about the outage etc . he didn ' t seem to care . like the person above i also had a major billing issue . i have been on autopay for years , i updated my card , their system showed the correct card info so i didn ' t think about it until my phone went dead a few months later . i never received one communicat
my internet stopped working at my house . i have attempted for two days to set up on line access to my account to put in a work ticket only to be told my account number doesn ' t exist by the system . the
y close at 6pm which is before i get home from work and there is no option to leave a message or email address that i can use to contact them .
we contacted acs a week ago because our internet was down they say they will send someone over that thursday never hear anything . it takes me two days to contact someone and finally
on saturday they tell me oh someone did come out . well my internet still does not work so we reset works for couple hours . monday call again . wait no no one ever did come out we will send a teck when well it could take a couple days . its been over a week no progress and can never get a solid answer . both my husband and i take on line classes and need this service . and i never see a bill and had my service cut off twice because the didn ' t enter my payment info correctly .
you somehow get signed up for paperless billing only to never get a bill and forget as time gets away from you . then all of a sudden your internet will be off so you pay the bill to catch up and the r
ed again , but this time they tell you they are having issues with paperless billing and that i probably haven’t received a statement from them . you would think this would mean they would take off the reconnect fee for you this one time and switch to paper billing but nope . that’s all that would have made me happy and so impressed with them . this company isn’t what i remember it being a couple years ago and that’s sad . wish companies would care about their customers up here not their money .
rating goes from a three to a four . i always enjoyed the company a couple hrs ago hence the reason for the 3 despite the recent issue . i was hoping that maybe they would figure things out and care for their customers again . i was contacted by the company and the issue resolved rather quickly . they don’t deserve 5 stars yet though since the customer rep should have taken care of this . it should not have taken me leaving a bad review and having someone unaware of my problem resolve it for me properly . am thankful for the quick response though .
rating went down to a 2 . on here i stated i was upset about the reconnect fee ( $ 54 ) so when i was contacted and told the fee was credited i was happy assuming they reversed the reconnect fee only to find out they meant the $ 1 . 17 late fee i incurred . keep your $ 1 . 17 acs . sorry for the confusion but i wouldn’t complain over $ 1 . of course called and it was just a miscommuni
cation on which fee would be reversed . i’m too cheap to use gci so unfortunat
ely they will keep me as a customer . not crappy service . great for what you pay and i’ve never had issues with the internet . just lower than average customer service .
i have been a customer for over twenty years and have always had trouble with acs . currently i’m absolutely
t three years , yet they keep saying it is not on their end . yet when they replace the modem it solves the problem . now i’ve been having a problem for over two months , my modem sporadical
again ! i put in a trouble ticket online over a month ago with no response . finally called and got a technician
wether they have been with them for a month or decades . i have looked at switching to another carrier gci yet they seem to have similar reviews such as mine . and getting satellite internet is expensive and slow with low data caps .
i will give acs one star , just for the fact that i’ve never had a problem with my phone not working . but in an age where everyone has a cellphone ,
looking forward to moving this spring so i can unload this crappy internet . it is very slow . annoyingly
k for you . but if you’d like to use internet like a normal person this is an archaic and crappy company . like many alaskan companies they know we have no choice but to pay them through the nose for crappy service so they have no inclinatio
hughes , ak has been out of phone service for too long twice since may 2018 . please train someone that lives in hughes to be qualified to turn the phone system back on after a power outage . if you all
are not willing to do that then at least put a new battery in that will actually last 10 hours . what am i paying for ?
buyers remorse . just switched from gci to acs . nothing good to say , terrible speeds , constant buffering .
d nothing but slow speeds . if you liked the speeds you got in 2000 , then acs is for you !
i ' ve had acs for over 7 years . the first 6 were fine . in the last 4 months our internet has become pathetic .
oting items with the support person , after which they beg us to allow someone in our home to check the modem . the first few times , we let them . but they found the issue was at a substation
. once they do this reset , it works fine for about five days . then it quits and they go through the whole process again .
acs , you are running out of time to get this fixed . i ' m sick of being told that
the foreman
will be notified since the same repair is being required on a regular basis .
i wish i had more options . like i said , i was happy with them for the first 6 years . but the last 4ish months have been ridiculous
tried to visit their business office , but it is not open to the public , like it used to be . they only had a drop box for checks , and the gate keeper told me to go find a phone and call them back . i dr
i have had acs for less than a year and have had to call in monthly to argue about the bill or the service . currently we have no internet on a sunday and acs is not available .
if i could give a 0 i would . this company sucks for internet - we live 4 miles from soldotna main street and we pay over 100 dollars per month for internet that can’t even stream a movie . netflix even
lags . it takes three days to download a purchased movie from amazon . for 10 years they have promised to put wires in as we are very close to town in a large neighborho
od but this company is satisfied with taking our money because we need internet but leaving is with it barely working .
it literally took me 5 mins to load this page so i could write this review this morning . i ' m sorry but in 2017 a windows update should not eat up all of my bandwidth .
video on youtube without slowing down other people browsing on my network . this company is an embarrassm
ent , and i am with them because my only other isp option in like 4x the price and has data caps .
have to say i am very upset at the lack of customer service acs has these days . it ' s been a week without any internet service at our home . i get it friday you were off , however when we called on satur
day we were told we would be taken care of by tuesday at the latest , they would do it that day
if they felt like it
. monday we called for an update and told by thursday ( today ) we would have service . that the tech would be able to fix it
most likely
in minutes without having to come inside ( even though on saturday we were told it was most likely the modem ) when we said that was not what we had been told previously
we were told
well that ' s what is on the ticket
.
we have had flippant attitudes from the phone a techs , one laughed when we said without internet we cannot pay many of our bills , another one even answered with
oh well .
we may not live in the
big city
but we live on one of the main roads in kenai . loyal customers for over 25 years and it ' s more than frustratin
g to basically be told we are looking at at least another week without service . not everyone in the house has a smartphone
we normally do on wifi on a data plan . well done , acs . our only other option is the unsecure network at the library to do our bill paying . that ain ' t happening .
took close to 2 months to get an install . when i finally got one the guy just handed me the box at my door ? ! ?
drops me from ps4 games . not really sure how you can offer a service that doesn ' t work .
its real bad im not gonna sugar coat it , but its only 1 of 2 options here . . . . ti
as simple as watch netflix without god awful quality . as i ' m typing this now , im trying to watch a live game but it just constantly
too sum it up in one word acs is , awful , but gci ' s cap is retarded along with over priced . which is why no one goes with them unless they want to throw money away .
dear acs , yet again today we have an internet outage on a sunday . it seems that every sunday is the same story , i call and am told that the tech works on monday and it will be fixed then . how can my
ing way possible . he is very unhelpful and rude ! ! ! if this happens one more time , i will be switching service to gci .
i hate acs . i can’t watch movies and i am lucky when i reach 6 mbps but often i hover in the 2 . 5 mbps and that is not what i am being charged for her in juneau .
my internet service allowed netflix streaming and online classes without buffering in kodiak . customer service is weak . i had trouble setting up autopay ( set it up online , but it would constantly
sable on its own , so payments were always late ) . never willing to admit fault or credit back even though my account always showed that autopay was enabled . when i moved out of state and cancelled my service , i spoke with a lady who assured me that there would be no outstandin
s letter in the mail saying that my account was overdue . no attempt to reach me . i am still receiving mail from that address . lady i spoke with about the collection
because when you exist with a sole purpose of keeping alaskans connected , you learn to treat small businesses like big businesses . you spend just as much time thinking about current customers as future customers . and you
do everything in your power to help them collaborate , share and connect no matter where they are in the world . it ' s how we make the biggest place on earth feel a little smaller .
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our board members are achievers of professional excellence , serving the interests of our shareholders .
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acs handled the radio teletype , radio telephone , and other services for the public as well as for the military at the time i was there . headquartered in seattle , washington , the main alaskan office was located in the federal building in downtown anchorage . calls received at campbell point were connected via phone lines to anchorage where the they were handled and forwarded to their destination either via the phone lines or the acs transmitters located elsewhere near anchorage .
the bulk of the receivers we used were hammarlund super pros . there were a few hallicrafter sx28s but they were not stable enough for tty work and required constant re - tuning . super pros would generally stay in tune for several hours . the routine was to check the tuning several times during an eight - hour shift .
we had a diesel generator plant for use when the regular electric power failed . this required a run to another building and hand - cranking the diesel engines . the loss of power , followed by the different voltage from our generators , required a lot of re - tuning of all those receivers , believe me .
the telephone receiver ( for long distance phone calls ) was an elaborate piece of equipment which consisted of three large relay racks . this was a single - sideband receiver which used each sideband for separate messages . it was a bear to tune and stayed in tune by an elaborate mechanical setup which actually changed the position of the tuning capacitor . it was a western electric piece of equipment and was typical of the telephone office equipment of the time .
the other side of the receiver station . the three racks at the for left are the western electric single - sideband telephone receiver . the rack at the right was a radio - teletype ( tty ) terminal installed by the author during a midnight shift . the other receivers monitored transmissions from other alaskan communities . ( photos taken by the author using a kokak brownie camera using a guess - at timed exposure . not too bad considering the camera and the photographer ! ! )
teletype signals were not like morse code ; on - and - off transmissions ( cw ) . rather , they used a sort of fm called carrier shift where the transmitted signal shifted in frequency a small amount . an accompanying piece of equipment converted the shifting frequency into teletype - compatible signals which were then forwarded via the phone lines . these lines were always connected so at least we didn ' t have to hear that noise added to the cacophony we already had .
most of the people there were not technicians . they were just trained to do the tuning , connecting , listening , and so forth . i was the only experienced radio repairman at that time . besides the tuning described above , i also did the routine maintenance of the receivers . for the most part this consisted of checking the tubes , electrical connections , etc . during the short time ( about six months ) is was there , we seldom had a receiver fail but when it did i did the fixing . in typical military fashion we had almost enough spare parts to build another super pro ! these included tuning capacitors , knobs , and other parts that would never fail unless we were to be bombed !
there were a good many antennas around the station . these were of various lengths , types , and directions . all were brought in to a terminal panel like a telephone switchboard so that any antenna could be connected to any receiver . since the received frequencies for many of the stations had to be changed during the day , quite often the antenna had to be changed as well .
when i first arrived at campbell point there were two teletype relay racks waiting to be installed . it seems they had been there for several months waiting for a civilian technician crew to install them . a few months later a team of two men arrived and spent over a week installing one of these terminals . after several weeks waiting for them to return i told the sergeant in charge that if he and another man would put the thing in position ( the location in the series of racks that were there ) during the day shift , i could wire them in during the graveyard shift when things were relatively quiet . he did this and that night i did the connecting and had it going before my shift was done . it seemed to me that the two technicians were either not skilled or that they were just
making work .
the service bench at campbell point . note the expensive equipment and the orderly appearance !
the repair bench was in an adjoining room . there we had the usual service equipment , mostly of the type you would find in any civilian radio repair shop . during lull periods i pulled and cleaned some of the receivers .
my experience at the receiver station was a great one . there were just four or five of us there with a master sergeant in charge of the operation . the rest of us were privates ; there were more sergeants in the acs than there were privates , so far as i could see . we were paid by check and purchased our own food , which we cooked ourselves , taking turns as cooks . i ' m certain that some of the poorest meals were those that i prepared !
world war two was , of course , over before 1947 . they finally decided to discontinue the draft and to discharge all draftees , of which i was one . i left anchorage in the spring of 1947 and returned to civilian life , going back into the radio repair business . i ' ll never forget my stay at campbell point . it might have been the best job i ever had !
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