HDTenEightyP/NetNews huggingface dataset:
From: hotrod@dixie.com (The Hotrod List)
Subject: Spelling and GNs
Date: Sat, 09 Jan 93 04:31:32 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.
To: hotrod@dixie.com
Reply-To: hotrod@dixie.com
Posted-Date: Friday, Jan 08 23:31:18
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          Ken,
            Is it "toulene" or "toluene?" Just want to ask for the right 
          stuff. :-)
          
            BTW, I used to own an '86 grand national with an ATR Stage 9 
          kit installed (new heads and valves, exhaust, the works).  Never 
          really noticed any turbo lag. I also ran at 20 PSI.  Had to run 
          275/50's on the rear end to hook up on the street, and bilstein 
          shocks and solid bushings to squat and not hop.  
          
            Still, she  chirped the tires in second gear as she blazed past 
          Camaros, Mustangs, Vettes, Porches, Ferraris, etc.  I once blew 
          away a Formula Firebird through 4 straight lights (he wanted to 
          keep trying).  After the last try, he asked to buy the car.  
          Sorry, first of many "Nothanks". I'm sure you've been through the 
          same.
            
            I would rev her until the first or second PSI boost lit, then 
          let off the brake and hold on for life.  And that big old rearend 
          with 3.48 gears was great.  The only problem I ever had was a 
          blown head gasket due to overboost caused by a loose boost 
          sensor.  Fortunately, the turbocharger survived, but no thanks to 
          me. It must have approached 30 PSI.
          
            Was the tranny a TH200? I can't imagine how it held up to such 
          torque.  It seemed more like a TH400 with an overdrive.
          
            Anyway, I did say "had."  I got a real good offer as the new 
          LT1 Corvettes came out, and...
          
            I really miss her, but she lives with an enthusiast who has two 
          prime 69 GTOs.  And I've got a nice Corvette with low payments.  
          But I really want her too. I should have chosen wealthy parents.
          
            Question: Why didn't Buick design the Reatta around the 3.8 
          Turbo engine?  I'm convinced it would have been a hit.  Can you 
          imagine all that power in such a light car?  A 1993 RX7 on 
          steriods!
          
          Regards,
          Eric

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Posted by: ERIC WEBB 919-541-7896 <emory!epamail.epa.gov!WEBB.ERIC>
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: Clutched Auto's
Date: Fri, 08 Jan 93 09:46:16 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.
To: hotrod@dixie.com
Reply-To: hotrod@dixie.com
Posted-Date: Friday, Jan 08 04:46:02
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What would be the disadvantage of a clutched auto on the street ?

Seems like a damn good idea to me. Can have an auto and a lumpy cam 
without the heat problems associated with a high stall converter. Just 
have to remember to put your foot on the clutch when you come up to 
lights.

Steve.


----------
Posted by: emory!kcbbs.gen.nz!Steve_Baldwin (Steve Baldwin)
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: WOT Chips Contd
Date: Tue, 12 Jan 93 04:11:32 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.
To: hotrod@dixie.com
Reply-To: hotrod@dixie.com
Posted-Date: Monday, Jan 11 23:11:27
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>Somehow I missed the beginning of this thread, so forgive me.

>>Now try an experiment:  pull the aftermarket chip and put the original
>>chip back in.  Once the block learn reprograms the data cells, I bet you
>>won't be able to tell any difference at all between it and the fancy
>>chip.

>This may not be true for all ECM's but some have the ability to "learn" the
>programs. I've seen this many times while switching chips back and forth in my
>GN. If you put in a "wild" chip, it may take a 1/4 mile pass or to for the
>computer to "learn" the limits of the chip/vehicle. And when you switch back to
>the stock chip, the car will still exhibit some of the characteristics of the
>"wild" chip.

True enough.  These chips come with instructions which tell you to disconnect
the battery cables, thus erasing the learned data from RAM.  The same thing
happens when you turn off the power on your PC.  Goodbye RAM contents.
I suppose you don't have to disconnect the battery, but it's the fastest way
to cause a reset of the data.

>>and then the knock sensor and O2 sensor brought things right
>>back to the same identical curve as the stock chip.

>If you don't have enough octane to support the requirements of the new advance,
>the car can't take advantage of it. At WOT the ECM should ignore the O2 sensor
>and go with the programmed fuel curve. But if the stock chip maxed out the
>injectors, it may not be any different. Many times what the aftermarket chips
>will do is to start the "fuel enrichment" portion of the fuel curve at a lower
>setting of the TPS. So you get into the fat part of the curve earlier.

>Ron

Also good points.  Without enough octane at WOT open loop, the engine could
start to detonate.  Without enough injector nozzle spray capacity, the extra
fuel enrichment can't happen.

I think we have raised the important questions to ask a chip manufacturer
before plunking down hard-earned cash:

  1. Does this CHIP operate at both open and closed loop mode?
  2. What octane requirements does this chip require for optimal performance?
  3. Can the chip improve performance with stock fuel injectors? 
  4. What is the RPM operating range of the CHIPs performance?

Please add any questions I may have left out.  CHIP prices for similar cars
can vary widely.  Also, some manufacturers make several CHIPs for the same
make/model.  One chip may work for you, while another may not (e.g. Street
CHIP works, Strip CHIP doesn't).  One thing is certain: if the manufacturer
can't or wont answer these questions, you should look elsewhere.

Regards,
Eric Webb


----------
Posted by: ERIC WEBB 919-541-7896 <emory!epamail.epa.gov!WEBB.ERIC>
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: solid lifters aren't dead in Detroit...
Date: Fri, 08 Jan 93 20:37:46 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.
To: hotrod@dixie.com
Reply-To: hotrod@dixie.com
Posted-Date: Friday, Jan 08 15:37:43
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  I can't think of any Detroit iron
which employs solid lifters anymore.  But, perhaps someone else can.

Regards,
Eric 

----------
Posted by: ERIC WEBB 919-541-7896 <emory!epamail.epa.gov!WEBB.ERIC>
 
haw, solid lifters are used in Cummins-powered Dodge trucks...  can't think of
any others, however...

Walt K.


-------

----------
Posted by: emory!halibut.nosc.mil!koziarz (Walter A. Koziarz)
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: Big Man with Saw
Date: Sat, 09 Jan 93 04:41:58 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.
To: hotrod@dixie.com
Reply-To: hotrod@dixie.com
Posted-Date: Friday, Jan 08 23:41:46
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[Hey, you outta see me with my McCulloch SuperPro 90 with the huge
brush (bow) bar.  Now I'm 6'7", 300 lbs.  Imagine me in my red flannel
shirt, suspenders and logging boots :-)  I can brush and buck a tree
in minutes.  Got pretty good when I was feeding a wood burning 
central furnace I built.  JGD]

>A man 6'7", weighing 300 lbs, weilding a Superpro 90.  Hmmm.  I sure
>would like to see you walk into the local watering hole with that
>rascal and say:
>
>     "I lost my woman, I got fired, my dog ran away, and my
>      car got towed.  It's been a baaaad week!"
>
>At 5'11" and 195, I can only imagine such fun. :-)
>
>With Most Respectful and Sincere Regards,
>Eric

----------
Posted by: ERIC WEBB 919-541-7896 <emory!epamail.epa.gov!WEBB.ERIC>
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: No Subject Line
Date: Tue, 12 Jan 93 18:50:24 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.
To: hotrod@dixie.com
Reply-To: hotrod@dixie.com
Posted-Date: Tuesday, Jan 12 13:50:10
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-> expect to continue to.   No drag racing, but I might run the Silver
-> State Challenge one day.
...
-> T700R4 with USGear EOD to a ~2.73 Ford 9": 4 link/panhard

 I'd stay with the 10-bolt or 12-bolt Chevy rear.  If you build a
Chevelle it'll already have the proper 4-link stuff; if you build an
Impala it'll have a Panhard rod.  You can get 10-bolt gears all the way
down to 2.14 if GM still stocks them (some Pontiac wagons, believe it or
not) or the 2.26 or 2.53 are probably still around.


-> Split circuit brakes w/proportion valve;

 Definitely.  I've had total brake failure in pre-tandem-cylinder cars
twice (once with the '60 I have now) and a tandem rig is very high on
the list.


-> I will likely use good quality stainless steel for the whole dual
-> exhaust system, and may install cats.

 I dunno how hard it'd be to get the proper stainless tubing where you
are, or finding someone who would weld it.  I usually remove the pipes
after I get home, wipe 'em down with lacquer thinner, and shoot 'em with
VHT header paint.  If you don't mind getting paint on the underside of
the car you can do it when them in place.

 I've thought of convertors myself, but more in line with the idea of
using them as mufflers.  A pair of junkyard Ford cats don't cost any
more than good quality mufflers, and I'm willing to cooperate with the
ecoNazis a bit as long as it doesn't cost much.
                                                                            

----------
Posted by: emory!chaos.lrk.ar.us!dave.williams (Dave Williams)
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: RE: 351C trivia...
Date: Sat, 09 Jan 93 00:28:05 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.
To: hotrod@dixie.com
Reply-To: hotrod@dixie.com
Posted-Date: Friday, Jan 08 19:28:00
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-> [I'll second that motion.  Back when I was nuking, I was a certified
-> non-destructive testing engineer with an ultrasonic inspection (among
-> others) endorsement.  Ultrasonic inspection is about as accurate as
-> one can do without cutting a chunk out and mikeing it.  On the scope-
-> type units that display the echo on a CRT in addition to a readout,
-> one can see the graineness of the casting.  Since the casting surface
-> grains are at least 0.010, more precision does not really buy you
-> much.  I agree with your assessment of the Smoke :-)JGD]

 So, when do we get the great PE homebuilt ultrasonic tester?  <grin>
I'd be happy with a three digit readout, no CRT required.
         

[I've been asked that question before.  In principle, one can do it 
with a gated oscillator and a scope.  Hit the transducer with a burst
of 5 to 10 mhz energy and look at the delay for the first echo.  
Calibrate the display with known thicknesses.  The killer is the cost
of the transducers.  I've not come up with an inexpensive substitute
for commercial transducers.  Until someone comes up with a bright idea,
a homemade tester probably would not make economic sense.

Ok guys, go ahead.  Someone prove me wrong... and write an article about
it.  JGD]
----------
Posted by: emory!chaos.lrk.ar.us!dave.williams (Dave Williams)
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: Casting Numbers
Date: Mon, 11 Jan 93 21:28:58 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.
To: hotrod@dixie.com
Reply-To: hotrod@dixie.com
Posted-Date: Monday, Jan 11 16:28:54
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Help,
I have a BIG BLOCK chevy engine that I can't identify. I have
checked the casting numbers on heads and they are 454, but I
can't identify the block numbers.  There are no code numbers
on the front of the block.  If anyone can identify this block
I would appreciate it.   BLOCK CASTING NUMBER 14015445.

                                     
billb@fc.hp.com

----------
Posted by: Bill Brewer <emory!hpfccr.fc.hp.com!billb>
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: WOT Chips
Date: Sat, 09 Jan 93 10:18:11 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.
To: hotrod@dixie.com
Reply-To: hotrod@dixie.com
Posted-Date: Saturday, Jan 09 05:18:05
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-> >That reminds me that one day I would like to own a water brake to
-> test >engines.  I'm afraid to ask the cost...but does anyone know?

 $56,000 for a SuperFlow 901.  Either Go-Power is out of business or
they're keeping a very low profile.  $10,000 *just* for the absorber
for the SuperFlow.

 John and I have been discussing the possibility of a dyno article for
Performance Engineering.  I come up with ideas; he shoots them down.
My basic parameters are 500hp and 500 ft-lbs of torque; that's a
shitload of energy to deal with.  Typical prices for an electric
absorber (generator) that would handle that run around $20,000, and I'm
not sure what you'd DO with 470 volts DC anyway.  

[Go fishing? :-)  JGD]

Looks like we're going to have to do it empirically (that's a fancy 
scientific word for "I don't have the slightest idea what I'm doing, but 
I'll futz with it anyway")   Film at 11.  

[What I call SWAG - Scientific Wild Ass Guess  JGD]
                                                                                            
[Dave, it's not that bad, though still pretty terrible.  Superflow 
quoted me at the PRI show $7000 for just the absorber; eg, that little
blue thing that sucks HP.  Go-Power was also there showing their
wares.  They quoted around $6500 for the brake.  Conveeenient, huh?

Superflow quoted $29,000 for the SF-901 system.  I suspect the $56k
price you got, Dave, is with their engine analysis system integrated
into the package.  Seems like it was about $25K by itself.

Here are the people who exhibited at PRI:

(Can't find superflow's info)

AW Dynomometers Inc.
PO Box 428
Cofax, Il 61728
800 447 2511	( they have a trailer-mounted dyno for in case your engine
				  is too large to bring to the dyno :-)

Dynamic Test Systems
1890 Embarcadero Road
Palo Alto, California 94303
800 243 dyno
415 856 7676   ( they have an 850 hp dyno for 6750.  Interesting in that
				 a starter motor is built into the absorber.)

Go-Power Systems
Sales office
39201 Schoolcraft Road #B-16
Livonia, Michigan  48150
313 591 5920
factory 214 446 2046  

I have something up my sleeve that I'll mention after it happens
regarding this dismal situation.  Certain aspects are, er, sensitive
to certain parties :-)

Damn, dave.  You made me wade through ALL that crap I got from PRI
that was still sitting around waiting for me to do something.
Grumble, groan..  JGD]
----------
Posted by: emory!chaos.lrk.ar.us!dave.williams (Dave Williams)
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: Re: Watts Link
Date: Thu, 07 Jan 93 23:31:43 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.
To: hotrod@dixie.com
Reply-To: hotrod@dixie.com
Posted-Date: Thursday, Jan 07 18:31:39
X-Sequence: 3256
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On Jan 7,  9:06, Andy Banta wrote:
> Subject: Watts Link
>
> Bob Wise writes:
> >I need to build a watts link for my '88 Mustang GT to run SCCA
> >American Sedan.
>

> You probably need to talk to several people about bringing the rest of
> the car up to the task.  American Sedan is predominantly Camaros.  This
> isn't purely by chance.
>

I don't want to start a big Camero vs. Mustang war here (but what else
is American Sedan about? :-) ).

However, I see a few advantanges/disadvantages to each platform.  I
was curious what anyone else felt.

Power: Advantage - Mustang.  The small bore/long stroke 305 is not
       going to have the top end that the oversquare mustang motor
       will.

Weight: Advantage - Mustang.  I don't think you get get a 1LE down to the
        class miniumum, but I know you can with a Mustang.

Weight Distribution: Advantage, Camero

Handling: See "Weight Distribution" and "Weight". You make the call.

Brakes: Camero for sure.  Those 1LE brakes are great.  However,
        the National office is evaluating a single aftermarket
        brakes solution for all AS cars.  I believe a Wilwood kit
        is in the offing.  The brakes on the Mustang can be worked
        to deal with sprint racing.  Enduros would be something else.

Aftermarket performance parts: Advantage ????.  I know there are
        a lot of 5.0 Mustang parts out there.  Is the Camero market
        as strong?

Cheating: Advantage: Camero.  Who can tell the difference between
        a 305 and a 350 anyway?



Another question: Given the class rules, is FI or carbs the best way
        to go? My guess is that the Mustangs should go carbs, and
        the Cameros FI.

-Bob





-- 
---------------------------------------------------------------------------
| Bob Wise          | INET:622-1322 | MCIMail:rmwise | Pager:719-577-1928 |
| Unix Consultant   |-----------------------------------------------------|
| Consultant to MCI | Phone:719-592-1322 | Internet:rmwise@apdev.mci.com  |
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----------
Posted by: emory!mcigate.apdev.mci.com!rmwise (Bob_Wise)
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: WOT Chips
Date: Sat, 09 Jan 93 09:12:31 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.
To: hotrod@dixie.com
Reply-To: hotrod@dixie.com
Posted-Date: Saturday, Jan 09 04:12:28
X-Sequence: 3329
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-> back to the same identical curve as the stock chip.

 >Interesting.  I wish we had gone to the track.  The chip claimed WOT
 >only operation.  Is this the same as WFO?  If so, I think I know
 >what you >mean :-)  We were concerned about detonation at WOT,

 WFO is the motorcylist's version of WOT.  Wide F***ing Open.  <grin>

 No need to worry about detonation with the TPI; the knock sensor yanks
it back four degrees at the first ping, then up to an additional eight,
I think.  The knock sensor is *always* functioning, even at open loop.
The chip slams the spark advance all the way forward at WOT; the sensor
keeps it from dropping pistons through the oil pan.
                                       

----------
Posted by: emory!chaos.lrk.ar.us!dave.williams (Dave Williams)
Newsgroups: alt.support
Subject: Stuck stuck stuck . . .
From: pooder@vax2.winona.msus.edu
Date: 8 Jan 93 17:39:19 CST
Organization: Winona State University

I'm stuck.

The same feelings keep coming back and coming back.

The grief, of course.  I still love Bonnie and I miss her and time
doesn't seem to reduce that.  It seems right that I love her and I'm
getting used to loving her but not having her with me.  But it's an
aching love.  A love from the deep wound in my heart that won't heal.

The guilt, though, isn't something I'm getting used to -- or could. 

I was driving when the collision happened -- 18 months ago yesterday on
a clear, warm July Sunday afternoon.  When I drive, I'm responsible for
operating the car safely, but I drove in front of a train.  There were
signs; I've driven there many times before; I *know* there are tracks 
there, but that day I didn't look and I drove in front of the train and
Bonnie is dead.

In my imagination I can see the train hitting the passenger door.  I can
see Bonnie being slammed against the side of the car, the useless seat belstill
strapped over her shoulder.  I can see how her aorta was torn from her heart --
the damage too much for anyone to repair.  

She must have felt bewildered asshe sat there waiting or help.  She was still
conscious when someone arrived.  She asked for a kleenex to wipe the blood from
erface.  She asked for her son who was unconscious in the back seat. 
She asked for me.  I was unconscious in the driver's seat, but I had been saved 
by my seat belt. She was just on the wrong side of the car.

I sometimes feel like I'm doing OK.  I've thrown myself into my job and my
new love is supportive and good for me.  But it mostly feels like the hurt is
too deep and I won't be able to recover and go on any more.

The despair is so often and so deep.  I keep repeating the same useless th



))&$^%## editor!!!   I keep repeating the same useless
things.  "WHY"  "WHAT IF"  "IF ONLY"  How could
I have missed something as big as a train.  A 
goddam train.....   

And I keep repeating OVER and OVER and OVER 
 
    I'M SORRY

    I'M SORRY

    I"M SORRY





But Bonnie just isn't there to hear me.  To assure me.  To tell me it's OK
like I know she would if she could.

There's nothing I can do to undo what happened.  And there's nothing I can
do to make amends to her parents and her brothers and sister and her sons.

The pain is so deeeep....






and it huurts for so long.....



                                  

Newsgroups: alt.support
From: a-markov@microsoft.com (Mark Overby)
Subject: Thanks and more thanks...
Date: 05 Jan 93 18:12:00 GMT
Organization: Microsoft Corporation

I just wanted to say a quick thank you to all who have responded to
my posts and my questions...I'm sorry that I haven't had more
time to respond personally, but the holidays put me in a state...
and all of you helped me through it....thanks a million....I will get
to all of you and talk to you directly, but time is short for me....


Pax Infinitum,


Mark
Newsgroups: alt.support