HDTenEightyP/NetNews huggingface dataset:
From: chucko@kronos.arc.nasa.gov (Chuck Fry)
Subject: Re: Saab bulletin board
Organization: Recom Technologies, NASA Ames Research Center, Moffett Field, CA
Distribution: ca
Date: Thu, 10 Sep 1992 22:08:27 GMT

In article <19973@fritz.filenet.com> reynolds@fritz.filenet.com (David Lee Reynolds) writes:
>	There used to be a "SAAB Sonnet 3" club around here 10 years ago.
>	(Orange County, So. California).  

Yup, I was a charter member and sometime newsletter editor.  Phil
Zarrow was the president.  No idea where Phil is these days, but I
think I know the whereabouts of several other principals in the club.

>	I tried calling the number on the latest news letter yesterday, but as
>	you would expect after 10 years, no answer...  (I would assume it is 
>	regular home owner now, who has no idea what a Sonnet 3 is!).

The club more or less folded due to lack of interest in '84 or '85.
We had pretty much discussed all there was to discuss about the cars.

>	Does anyone know where an active Sonnet 3 club is...  (Locally)

No, but if anyone knows, the guys at J&B Imports in Orange (just off
Katella) should know.  (Assuming they're still in business, that is.)
Jay Arruda and Bud Clark are the two most competent and knowledgeable
mechanics I can think of, and I can highly recommend them to any owner
of old Saabs (i.e. 95, 96, Sonett models).  Please mention my name if
you contact them.

 -- Chuck Fry  Chucko@charon.arc.nasa.gov
    choking back an old Saab story
Newsgroups: rec.autos.tech
From: jws@billy.mlb.semi.harris.com (James W. Swonger)
Subject: Re: disc brakes again
Date: Mon, 14 Sep 1992 12:34:31 GMT
Organization: Harris Semiconductor, Melbourne FL
Keywords: area snd effectibveness

 Drum brake systems have two shoes, both of which are sweeping the drum
surface. Doesn't that double the swept area/revolution? 

 The rear end for my project car has 12" drums which by my reckoning
gives 226 in2 swept area per wheel. The current rear drums fit inside
the big boy. 

 Is the main component of fade shoe surface heating? Metal heating?
-- 
##########################################################################
#Irresponsible rantings of the author alone. Any resemblance to persons  #
#living or dead then yer bummin. May cause drowsiness. Alcohol may inten-#
#sify this effect. Pay no attention to the man behind the curtain. Billy!#
From: mike@ravel.udel.edu (Michael James Porter)
Newsgroups: rec.autos.tech
Subject: F-150 Clutch Failure
Date: 15 Sep 92 17:31:26 GMT
Distribution: usa
Organization: University of Delaware

I recently had a clutch in a '88 Ford F-150 w/300ci inline 6 fail.  The failure
involved the hub area of the clutch plate.  What happened is the hub
containing the cushioning springs failed, releasing one of the springs
into the clutch (caused the clutch to lock up - made a nice little
whiring sound!).

I think there are five springs. For each of the cutouts used to hold the
spring, some of the metal is punched out, and some was bent to form a
retaining tang for the spring. To ease the stress that occured when
bending the tang, the maker drilled small holes in the corners of the
tang. However, this didn't work too well.  Of the five cutouts, three
had stress cracks proceeding from the holes to the outside
edge of the plate. A fourth completely let go, releasing the spring into
the clutch.  The fifth appears to have no cracks.

The truck has 52K miles.  Wear on the clutch is consistant with 52K -
ie: it had some wear, but certainly didn't need to be replaced.

Has anyone else had problems similar to this?  The dealer says they've
never seen it, but an F-150 with a 6cyl manual is not exactly a common
package. If this is not a design or manufacturing flaw, what could
have caused it?

The dealer wasn't able to tell me what type of transmission
is in there.  There appears to be two choices - a mazda r5(?), and
'something' else.  I think I have the 'something' else.

The Ford dealer's position is that this is a clutch, and clutchs fail.
Hence, no coverage under power train warranty or anything else.
Personally, I don't think the sevice manager even gave it any thought.
(Winner Ford of Newark De, in case anyone cares).

Thanks,

Mike Porter
Xref: sparky rec.autos.tech:12374 misc.consumers:16335 sci.environment:11185 talk.environment:3630 rec.autos:21642 sci.chem:3449 sci.econ:7407
From: wats@scicom.AlphaCDC.COM (Bruce Watson)
Newsgroups: rec.autos.tech,misc.consumers,sci.environment,talk.environment,rec.autos,sci.chem,sci.econ
Subject: Re: Carburetors, gasoline, and why I don't recycle
Date: 8 Sep 92 18:16:43 GMT
Followup-To: rec.autos.tech
Distribution: na
Organization: Alpha Science Computer Network, Denver, Co.

I believe the original poster was addressing an economic question.
This from MICROECONOMICS, Gwartney, Stroup, HBJ, 1987.

_Would Monopoly Oil Sell the Miracle Carburetor?

For years, it has been rumored that a much more efficient "miracle carburetor"
for automobiles has been discovered, but that the big oil companies have
plotted to keep it off the market because it would reduce their profits
from the sale of gasoline.

Suppose an oil cartel, Monopoly Oil, sells all the oil and gasoline in the
world. This hypothetical organization has also obtained the patent on a
miracle carburetor. The real improvement is simply a little plastic gizmo
that can be inserted into ordinary carburetors. The gizmo can be made
in quantity for 1 cent each, and each gizmo lasts just long enough (one
year, on average) to save its buyer 1000 gallons of gas. If Monopoly Oil
makes 5 cents per gallon economic profit on each gallon, the sale lost
_per gizmo_ will cost the firm $50 per year. Will Monopoly Oil sell the
gizmo? Of Course! If gas sells for 95 cents per gallon (but the 
opportunity cost of crude oil, refining, and so on is only 90 cents),
the cartel will _increase_ its profit by selling the gizmo (cost 1 cent),
which replaces 1000 gallons of gasoline, as long as the price of the
gizmo exceeds $50.01 to save 1000 gallons of gas. Indeed, any price
below $950 per gizmo would help the motorist.

If the gizmo were invented by someone other than Monopoly Oil, the
inventer would have an even stronger incentive to introduce the
product. However, the introduction of the product _by someone else_
would detract from the net profit of Monopoly Oil. The latter would
have an incentive to suppress the product, if possible. The cartel
might attempt to use political power or extra-legal methods to keep the
product off the market. Of course, these two actions could well lead
to counterproductive economic activity.


-- 
Bruce Watson (wats@scicom)  Tumbra, Zorkovick; Sparkula zoom krackadomando.  
Newsgroups: rec.autos.tech
From: elvira@Ingres.COM (Eric Elvira)
Subject: Problem with windows on Mustang
Keywords: electric, power, windows
Organization: Ingres, an ASK Company, Alameda CA 94501
X-Newsreader: Tin 1.1 PL5
Distribution: net
Date: 11 Sep 92 16:58:16 GMT

I have a 1990 Mustang GT 5.0 hatchback. I'm having a weird problem with
its windows:

	1) The power windows die when is hot. This started 2 weeks ago.
	   When I leave the car outside in the sun the windows do not
	   go up or down. After the car cools down then they start working
	   again. What could this be? A resistor or something like that?
	   Where?

	2) When the windows work they make a scratchy noise like when someone
	   scratch their finger nails in a chalk board (ouch!). This happens
	   most of the time but not all of the time. Any ideas on how
	   to remedy this?

If you could email me would be great as I don't read this newsgroup regularly.

Thanks a lot in advance,
Eric

--
Eric G. Elvira
Ingres, An ASK Company
UUCP: {sun,mtxinu,pyramid,pacbell,hoptoad,amdahl,cpsc6a}!ingres!elvira
Internet: elvira@ingres.com
Newsgroups: rec.autos.tech
From: merolajs@vtcc1.cc.vt.edu (JOSEPH S. MEROLA DEPT OF CHEMISTRY VPI&SU)
Newsgroups: rec.autos.tech,sci.environment,sci.chem
Subject: Re:  Hydrides
Date: 10 Sep 92 14:24:00 GMT
Followup-To: rec.autos.tech
Organization: Virginia Tech, Blacksburg, Virginia
News-Software: VAX/VMS VNEWS 1.41

In article <BuD795.7t1@acsu.buffalo.edu>, bphdarcy@ubvmsb.cc.buffalo.edu (SJ Roc D'Arcy, MBP) writes...
>In article <1992Sep9.082509.4474@bb1t.monsanto.com>, bjgaed@bb1t.monsanto.com writes...
>> 
>>I don't remember the exact numbers, but the metal sponges 
>>can hold a surprising amount of hydrogen, more than their 
>>own weight, I believe.
> 
>Hmm.  This maybe true under exception, but just due to atomic weight alone,
>coupled with availible valence, I don't see how anything could absorb its
>weight in hydrogen.  Most of the weight of hydrocarbons is the carbon not
>the hydrogen (again there is exception).
> 
>SJRD

    The unique property of the class of compounds under discussion here is
not that their hold a lot of weight of hydrogen, but that in these
compounds, the amount of hydrogen per unit volume is greater than that
found in liquid or even solid hydrogen.  For example, one system that
has been studied is titanium.  In titanium hydride, the hydrogen concentration
is 9.2 x 10^22 atoms per cc.  In liquid hydrogen (20K) this number is
4.2 x 10^22 atoms per cc and in solid hydrogen (4.2K) this number is
5.3 x 10^22.  So, as a hydrogen storage medium, this certainly beats
gaseous hydrogen and is better than liquid or solid.  There are numerous
binary and ternary intermetallic compounds that have been studied for their
hydrogen absoprtion capacity such as TiCu, SmCo5, LaNi5, LaNi5-xAlx etc.  
     A somewhat old, but nevertheless excellent starting point for anyone
interested in learning a bit more about these compounds is "Transition
Metal Hydrides", R. Bau, ed., Advances in Chemistry Series # 167 published
by the American Chemical Society, 1978.  The figures I quoted above
for titanium came from an article in this volume written by A.J. Maeland.
     In terms of hydrogen storage, the ultimate capacity of the material
is not the final consideration.  The kinetics of hydrogen absorption and
desorption as well as the pressures at which the material absorbs and
desorbs hydrogen are important characteristics.

Joseph S. Merola
Department of Chemistry
Virginia Tech (aka VPI&SU)

From: ggg@hpsad.sad.hp.com (Gary Goodlund)
Date: Wed, 9 Sep 1992 16:19:10 GMT
Subject: Re: MR2 Starter problem -> Where is it?
Organization: HP Signal Analysis Division - Rohnert Park, CA
Newsgroups: rec.autos.tech

Hi Paul,

I'm not sure whether he works on Toyota's or not but there's a shop down 
there called "The SAAB Factory" that, as you might guess, works mostly
on SAABs.  I've seen other types of cars in there though, so it might be
worth a phone call.  It's run by a guy named Paul Perry & the number is
408-241-7222.  The shop is right near the city line of (I think)San Jose.
I don't know that area real well but I think that main boulevard is called
"The Alemeda". The shop is behind a tall water tower and has SAABs all 
over the place. They will give you better directions than I can anyway.

Paul rebuilt the gearbox in my '73 SAAB Sonnet a few years ago and did a
an excellent job. 

I hope this gives you another choice to consider.

'later,
   Gary

 
Newsgroups: rec.autos.tech
From: st1q9@elroy.uh.edu (DELLA M. DEVINE)
Subject: chevrolet truck tranny questions
News-Software: VAX/VMS VNEWS 1.41    
Organization: University of Houston
Date: Wed, 16 Sep 1992 03:24:00 GMT

Hi!
    I just bought a 1976 blazer from a good friend that had
a 350 small block and has been converted from an automatic to a
granny gear 4-speed. Is there any way to put a 5-speed into
this vehicle? I know theres a 5-speed form 1992 trucks and such but
they cost like $1200-$1500 and i don't have that much money.
  I was mainly looking for a way to get better gas mileage from
this engine. I'm replacing it with a built one in two or three months
and wanna have a lower RPM, higher top end and this i hope, can be
established with a 5-speed. 
  Any suggestions? 
                               thanx
                               william c devine ii
---------------------------------------------------------------------
reply to: devine@pvhep.pvamu.edu
Newsgroups: rec.autos.tech
From: andy@b30.ingr.com (Andrew Brezinski)
Subject: Re: help! no heat in 1986 nova?
Organization: Intergraph
Date: Fri, 4 Sep 1992 20:12:34 GMT

In article <16857192E.TDOPER35@ysub.ysu.edu> TDOPER35@ysub.ysu.edu (Dogger) writes:
>I have no heat in my 86 nova. i have changed thermostat, flushed system and
>changed radiator cap. what else can i do?thanks.
> 
>DOGGER

My girlfriend had no heat in her car two years ago when we met.  She would
get to my house after a fifteen minute drive from work just about frozen
and I'd have to warm her up, but that's not auto related.  Anyway, she had
a new heater core installed and all was well.  As someone else mentioned, 
it could be disconnected all together, but if it was working and isn't now, 
that's obviously not the problem (unless you have amnesia :) ).

Andy Brezinski
Intergraph Corporation
Huntsville, AL 35894-0001

Newsgroups: rec.autos.tech
From: wlsmith@valve.heart.rri.uwo.ca (Wayne Smith)
Subject: Re: disc braks again
Organization: The John P. Robarts Research Institute, London, Ontario
Date: Fri, 11 Sep 1992 02:05:50 GMT
Keywords: discs vs drums

In article <1992Sep10.224850.10150@bohra.cpg.oz.au> jrp@bohra.cpg.oz.au (John Pitman) writes:
>Hi there,
Hello.  I guess it's about time this stuff went into .tech.

>no amount of pumping will get the shoe to stay in contact and do useful work.
>I dont think you will find a drum brake much bigger than 11" anywhere - that
>was the biggest ROLLS get before they went discs, and they were stopping a lot
>of iron ! as others noted, it is easier for discs to lose heat than shrouded

I don't know about ford or GM, but 60's Chryslers had 11" drums as well.

>and the caliper is very simple - the seals are just square section rubber,
>compared to the seals inside drum cylinders.
Which are plastic cups, which push against aluminum pistons, which push
against 1 or 2" long aluminum (I think) rods  (1/4" diam), which then
make contact with the steel rib which attaches to the shoe backing plate.
The direct heat path to the fluid is next to nill.

>BTW why do the poms tend
>to stick with solid disc rotors, and others go vented???
What's a pom? 

And while we're still on this topic  :)

-> what do planes, trains, semi-trucks (ie MAC trucks/16 wheelers/tractor-
   trailers) use for brakes?




Xref: sparky rec.autos.tech:12385 sci.environment:11189 sci.chem:3452
From: ihusain@pyramid.COM (Intisar Husain)
Newsgroups: rec.autos.tech
Subject: Messy Valve Cover
Date: 10 Sep 92 01:32:41 GMT
Distribution: usa
Organization: Pyramid Technology Corporation, Mountain View, California

I just bought an 84 mixima, and was doing valve adjustment.
Found almost 1.5" in diameter of carbon stones under valve cover.
I cleaned as many as possible, but I am wondering where do they come
from, and is it ok to clean it by opening the oil pan from the bottom
and then clean the overhead cam with somekind of solvent.
Thanks
Intisar.
From: pburke@vms.macc.wisc.edu (Peter Burke, MIC, 608-263-7744)
Newsgroups: rec.autos.tech
Subject: Re: Aftermarket turbo kits
Date: 13 Sep 92 20:36:06 GMT
Organization: University of Wisconsin Academic Computing Center

I have a Toyota 4Runner with a swapped-in Toyota 22RT Turbo engine.  
Although all the fuses and the wiring were taken from the original 
pickup the engine came from, I still have to fight with problems 
outlined in some of the articles I just read: transmission is slowly 
giving up (bearings are a weak componenet in all these older Toyota 
4x4s, I didn't take the tranny from the junked pickup).  Even the rear 
end is a stronger design on the turbo trucks, but I haven't had any 
trouble with that (yet).  I figured "it's a truck, it is built to last", 
but then I didn't own it for most of its 245,000 miles ;-).  Right now 
I have some strange electrical problems: something is drawing power from 
my battery and I cannot find the source - even after removing all fuses 
and unplugging stereo (anybody got a hint?).  And I thought I did 
everything right...

_______________________________________________________________________
Peter Burke                           | PBURKE@MACC.WISC.EDU 
Microcomputer Information Center      | PBURKE@Wiscmacc.BitNet
Madison Academic Computing Center     |
1210 W. Dayton St., Madison, WI 53706 | "The best way to accellerate a 
608-263-7744                          |  Macintosh Plus is at 9.8m/s^2"
______________________________________|________________________________
Xref: sparky rec.autos.tech:12390 sci.environment:11193 sci.chem:3455
From: rodder@ccwf.cc.utexas.edu (Jon D. Rodder)
Newsgroups: rec.autos.tech
Subject: Re: Jeep YJ
Date: 13 Sep 92 20:35:22 GMT
Organization: The University of Texas at Austin, Austin TX

In article <BuFBJH.C9n@news.larc.nasa.gov> DEVILBISS@OCTAVE.LARC.NASA.GOV (Zaphod Beeblebrox) writes:
>By the way again . . . Does anybody know anything about a EFI kit available 
>for 6 cyl. Wranglers with Carbs?  I saw a advertisement for one in a magazine 
>that looked interesting.  It's being marketed by JEEP.  

Do you mean the Mopar/Direct Connection throttle body ijection/direct fire
ignition kit?  I saw a picture of it in a magazine about 6 months ago.
A couple of months ago I called a local dodge deal and got a price on it...
somewhere around $3,000.00.  And you are still using the lousy stock
intake manifold...  The kit also appeared to be using an Electromotive
TEC engine computer, which from everything I've heard will not operate
in cold weather or extremely hot weather.  You can buy a sidefraft manifold,
a pair of Weber throttlebodies, a Haltech ECU, and associated hardware
for about that or maybe less.

-- 
Jon D. Rodder
rodder@ccwf.cc.utexas.edu

67 Camaro RS - 350/4spd
79 Rx-7 - 12A/Holley 4bbl
89 Jeep Wrangler - 258/PIECE OF JUNK!
From: seanr@lobo.rmhs.colorado.edu (Sean Reifschneider)
Newsgroups: rec.autos.tech
Subject: Re: Supercharged vehicles
Date: 9 Sep 92 22:03:37 GMT
Distribution: rec.autos, rec.autos.tech, rec.autos.sport
Organization: Rocky Mountain High School, Fort Collins, CO

In article <1992Sep8.161221.28786@athena.cs.uga.edu> dug@athena.cs.uga.edu (Douglas Brown) writes:
>Does anyone out there have any comments on these.  Are they good?  Are they
>bad?  Compared with a turbo charger?  What does everyone think?

They're not new...  A turbocharger is just an exhaust driven supercharger
as opposed to an engine driven one.  In fact some literature associated with
the Ford Probe is kind of hard to read because it said 'turbocharged/super
charged'.  I finally found they were just repeating themselves.

Since a Turbo runs off of the exhaust, it's esentially running off of waste
energy.  It costs nothing, but takes a while for it to come online when the
exhaust pressure builds up.

An engine driven supercharger is driven by the engine, hence it's always
online.  There is no supercharger lag like there is turbo lag.  But it's
always drawing power from the engine, and so it uses up more gas.  I always
thought they should use a clutch on it so that when you don't want it on,
it isn't.  Ot just have the clutch engage when the throttle is open a
cartain percent...

Would an electronic clutch work for this?

Sean
From: qinyi@uk.ac.man.cs (Yi Qin (BCW PhD))
Newsgroups: rec.autos.tech
Subject: Starter problem
Date: 4 Sep 92 22:47:27 GMT
Organization: University of Manchester, UK


Hello, rec.autoers.

I have experienced the following problem for about a year or so, but it
doesn't bother my daily driving. Some day it will. Can anyone help?

My car is a Nissan Micra GL with 1.0 lt engine, a little baby. About
1/5 of the times when I turn the ignition on, I only hear the starter
motor running, but the engine itself seems to be still. I usually can
get it started at the second trial. Is there any way that I can check
what is possibly going wrong, by myself? The workshop manual says the
gear of the starter motor could have been worn. If it is true, how can
I start it most of the time?

Any ideas and suggestions are welcome. If you want to reply, please
use the following email address:

qinyi@cs.man.ac.uk

Thanks in advance.

Yi Qin
qinyi@cs.man.ac.uk
From: smennitt@oasys.dt.navy.mil (Stuart Mennitt)
Newsgroups: rec.autos.tech
Subject: Re: disc braks again
Date: 11 Sep 92 15:01:02 GMT
Reply-To: smennitt@oasys.dt.navy.mil (Stuart Mennitt)
Organization: NavSurfWarCen, CarderockDiv (ex-"Taylor Model Basin")


    I follow motorcycle technology closely, mainly because a couple
of friends roadrace.  Production sportbikes, for years, have come with
dual >9" disks with multi piston calipers on the front wheel.  On race
bikes, the rear brake is not an issue, because under hard braking the
rear wheel has near zero weight on it (if it's on the ground at all).
It's no trouble to do "brakies" on sportbikes: clamp the front brake
on until the bike pitches forward with the rear wheel a foot or two
off the ground.
    Several top racers have experimented with carbon fiber discs and
pads.  The advantage is they can operate at extreme temperatures without
fade.  The disadvantage is they must be completely warmed up before
they are effective.  For this reason, carbon fiber setups are completely
enclosed (to retain heat), and the racer must take several laps dragging
the brakes before racing.
    I read some car article where a person was looking at a innovative
way to cool metal brake discs.  Engine coolant was pumped in through
a hole in the axle and was flung into passages in the discs by centrifugal
force.  The heat from the brakes flashed the coolant to steam.  Because
of the density difference, the steam was forced towards the center of
the disc by the heaver liquid coolant, and the steam/condensate was
returned to the system.
--____________________________________________________
]      Stu Mennitt      smennitt@oasys.dt.navy.mil    [
]  NavSurfWarCen, CarderockDiv     Bethesda, Maryland [
]         was: David Taylor Research Center           [
]     was: David Taylor Naval Ship R&D Center         [
 ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
Newsgroups: rec.autos.tech
Subject: "How to" cup-holder in Chevy Corsica?
From: <ISSCCK@BYUVM.BITNET>
Date: Saturday, 12 Sep 1992 19:16:09 MDT
Organization: Brigham Young University

I would like to install a "cup (drink)-holding assembly" between the
driver's seat and passenger seat, in order to secure drinks (e.g. cans,
cups or mugs) while driving my car (a '90 Chevy Corsica).

--Could anyone give me an idea whether or not such "add-on kits" are
available on the market?  It would really be a convenience, rather than
holding an ice-cold cup between your legs!

Thanx in advance, (please respond to:)

Casper C. Knies              isscck@byuvm.bitnet
Brigham Young University     isscck@vm.byu.edu
UCS Computer Facilities