HDTenEightyP/NetNews huggingface dataset:
From: crash@hal.com (Chris Craddock)
Newsgroups: rec.autos.tech
Subject: Re: Question on affect of caster, camber, toe.
Date: 7 Apr 92 18:11:22 GMT
Organization: HaL Computer Systems

In article <1992Apr3.164619.8641@b11.ingr.com>, lester@naomi.NoSubdomain.NoDomain (Les Bartel) writes:
|> In article <1992Mar31.201654.27913@hal.com>, crash@hal.com (Chris Craddock) writes:
|> |> In article <1992Mar30.142835.25985@devildog.att.com>, jrallen@devildog.att.com (Jon Allen) writes:
|> |> |> >The only way to know if your camber is where it needs to be is to look at
|> |> |> >how your tires are wearing.  I know several people with late model 5.0 
|> |> |> >Mustangs that run stock camber specs (0 degrees) and wearout the outside
|> |> |> >edges of their tires very rapidly due to their driving styles.  One of them
|> 
|> How does tire inflation play in this?  If I overinflate the tires, will
|> this reduce the wear?  

If you don't go overboard, it may help, mainly through reducing the tire's 
deformation while cornering. If you *really* pump them up, you'll get 
abnormal wear in the center of the tread. 

|>I mostly drive my 'stang to and from work - lots of
|> corners ~ 4.5 miles each way.  I use my other car for any 'trips', so
|> that rules out long trips on my 'stang.
|> 
|> When my tires show considerable wear, I take them off the rim, turn them
|> around and use the other side of the tire.

Oooh! Not a good idea at all. Radials are not meant to be reversed like this.
The belts of the tire 'settle' into a pattern. Reversing the direction of 
rotation will *probably* throw the tire out of balance and may eventually 
lead to tread separation. i.e. you're truckin down the highway and *BANG!*
 
|>  - Les
|> 
|> -- 
|> Les Bartel			lester@naomi.b23b.ingr.com
|> Dazix, An Intergraph Company	uunet!ingr!b23b!naomi!lester

Chris
-- 
"That's the problem with nature, something's always stinging you
 or oozing mucous all over you. Let's go and watch TV"  - Calvin

crash@hal.com   		HaL Computer Systems Inc.
(408) 379-7000 x1163		1315 Dell Ave. Campbell CA 95008
From: koziarz@halibut.nosc.mil (Walter A. Koziarz)
Newsgroups: rec.autos.tech
Subject: Re: HKS Turbo Kits
Date: 8 Apr 92 17:30:15 GMT
Organization: Naval Ocean Systems Center, San Diego

In article <1992Apr8.144522.5974@news.cs.brandeis.edu> andyh@chaos.cs.brandeis.edu (Andrew J. Huang) writes:

>Let's not forget that in the 60's Cadillac introduced the FWD Tornado
>which had big (pre-gas crisis) V-8, 400CID in them.  I think that they
>put out well over 200hp.

you're  'on-target' with the observation...  but the Toronado was an Oldsmobile
the Cadillac was called Eldorado and had a 500cid engine available (as well as
earlier 472cid and others).  i believe the Toronado was available with up to a
455cid.  and as i stated earlier, i strongly doubt these engines had less than
200hp available...

walt k.
Newsgroups: rec.autos.tech
From: bill@hood.tsg.tandem.com (Bill Norcott)
Subject: Re: Where to buy Car diagnostics computer???
Keywords: EEC-IV
Reply-To: norcott_bill@tandem.com  (Bill Norcott)
Organization: Tandem Computers, Inc.
Date: Wed, 15 Apr 1992 23:09:56 GMT

In article <1992Apr15.224924.23922@osf.org>, kenny@juniorx.osf.org (Kenneth Crudup) writes:
|> In article <1992Apr15.114944.17049@linus.mitre.org>, rll@fatima.mitre.org
|> (Roberto L. Landrau) writes:
|> > In most cases, all you need is an analog voltmeter, a piece of wire to
|> > make a jumper connection, and the service manual to interpret the
|> > diagnostics codes.
|> 
|> In article <1992Apr15.115636.1@skyler.mavd.honeywell.com>
|> mellum@skyler.mavd.honeywell.com writes:
|> >True, that may be all you need to check somethings, but you won't be able to
|> >check a lot of the engine parameters that the computer uses. To view those
|> >you will need a scanner or equivalent.
|> 
|> >...not only can you scan the parameters "live", it allows you to record and
|> >save the parameters. This can come in handy when troubleshooting an
|> >intermittent problem.
|> 
|> Don't bother if you have a Ford EEC-IV.
|> 
|> There ain't no parameters.  :-(
|> 
|> I've seen these things running on GM's CCC, and it works great. Engine temp,
|> rpm, the whole nine. Oh that Ford wasn't so cheap.
|
On the other hand,  you can get by with the $20 VOM with a Ford... ;-}

By the way, look for the Mitchell's manual in the public library before you run out to
buy the shop manuals, you can copy out the relevant pages on EEC-IV diagnostics 
for about a buck.
---------------------------------------------------------------------|
Bill Norcott                    	GUARDIAN POSIX project
Tandem Computers, Inc.		
10600 N. Tantau Avenue          	PHONE:  (408) 285-3253
Cupertino, CA   95014           	EMAIL: norcott_bill@tandem.com


Newsgroups: rec.autos.tech
From: u882819@bruny.cc.utas.edu.au (Robin Geoffrey Mc Donald)
Subject: Re: Fuel octane versus power
Organization: University of Tasmania, Australia.
Date: Thu, 9 Apr 1992 06:49:02 GMT

rcg1597@sigma.tamu.edu (Guynn, Rick) writes:

>In article <31457@sdcc12.ucsd.edu>, scrandel@sdcc13.ucsd.edu (S. Crandell         ) writes...
>>In article <92099.084312JBEST@ESOC.BITNET> JBEST@ESOC.BITNET (Jon) writes:
>>>Does anyone out there know how a change in octane rating affects power?

>>     Does using a higher octane really boost power?
>> 
>>     What about those octane boosters (like 104+ that comes in a red
>>can)  Do they really add power or are they a waste of money??
>> 
>>     I was told my a friend that after he put octane booster in his
>>gas his Toyota Pickup would go up hills with more power.  Was he
>>right or did he just "think" it was more powerful because he put in
>>the octane booster?
>     It was all in his mind......

>	The answer to this question is fairly simple.

							not always

If it had a fuel injected enginge with a knock sensor.
and it was knocking at mid-revs so the comp was retarding the ignition 
to reduce the knock & power

					it may have made a difference !!!

							Robin
Newsgroups: rec.autos.tech
From: johnson@wrs.com (David Johnson)
Subject: Re: FWD power (Was Re: HKS Turbo Kits)
Organization: Wind River Systems, Inc.
Date: Thu, 9 Apr 1992 08:38:58 GMT

tedebear@leland.Stanford.EDU (Theodore Chen) writes:
>>
>>recalling 500cid Eldorados and 455cid Toronados...  i don't buy any such
>>accusation of 200hp being a limit for front-drive... (nor did i at the time
>>that that was a prevalent view...)
>>
>>walt k.
>>

>just wondering... does anybody remember the reasons they advanced for
>this?  and how reliable were the 455 toronados?

They were so reliable that the 220 Mph VECTOR supercar uses a modified
version of the toronado transaxle, which is built around a    
GM Turbo-Hydramatic 400, the toughest automatic transmision ever put
in a street car.

And as for Hp limit, Ariend of mine has a ford fiesta that puts 190 Hp
to the front wheels (Chassis-dyno) and this car only weighs 1700lbs. 
Where still looking for more power, granted this is not your everyday
grocery-getter, but it is a blast! (pun always intended. What?! Did 
you think that is was normally aspirated?)

>DAVE (johnson@yuba.WRS.COM)

92% of Americans think that they are above average drivers.
Newsgroups: rec.autos.tech
Subject: Re: Mystery Oil
From: dhoward@desire.wright.edu (sparky-desire)
Date: 12 Apr 92 12:12:35 EST
Distribution: rec
Organization: Wright State University 

In article <sturner.702879519@ultrix.ramapo.edu>, sturner@ultrix.ramapo.edu (Steven A. Turner) writes:
> Deos anybody know if Mr. Marvels mystery oil is any good?

my experience with just about anything that you add to the
oil of an old engine to help it run better is that the motor
is ready for a rebuild.
i had an old cougar years ago, desperately needed a valve job.
marvel's mystery oil was supposed to help the noisy lifters
and such.  i found that the mystery oil loosened up the valve
train quite a bit, but that all the crud built up in the
lifters and rockers was actually serving a useful function.
the result was that i ended up doing a valve job sooner than
i think i would have had i just left it alone.

-- 
.sparky.
Organization: Freshman, H&SS general, Carnegie Mellon, Pittsburgh, PA
Newsgroups: rec.autos.tech
Date: Thu, 16 Apr 1992 18:52:44 -0400 
From: Paul M Taylor <pt1e+@andrew.cmu.edu>
Subject: Rattle elimination


Problem:  As with all headers, this one was not a perfect bolt on.  It
required heating and pounding to make it fit past the frame.  Let's say
considerable denting was required.  Needless to say, header to frame
clearance is verytight.  When at idle or when the engine labors, The
header rubs up against the frame and you can feel the whole car vibrate.
The problem is it makes everything else rattle and hum.  Does anyone
know of some substance which I can shove between the header and the
frame.  Like a hard plastic block?  Something which will absorb this
vibration.  Will the rubber hangers for exhaust systems work?  I could
clamp it around with a hose clamp.  I need something which can take
extreme heat.  I don't want a fire under there.

Any suggestions?

Paul  

Newsgroups: rec.autos.tech
From: jbm@eos.arc.nasa.gov (Jeffrey Mulligan)
Subject: Re: Question on affect of caster, camber, toe.
Organization: NASA Ames Research Center
Distribution: usa
Date: Fri, 10 Apr 1992 03:23:43 GMT

dpeterso@mipos2.intel.com (David Peterson) writes:

>	BTW, anybody know why the toe would "go out" or is it the 
>garage that did the alignment who wasted my front tires? I never hit 
>curbs (even parking), though I do love a winding road to myself. ;^) 
>I have a 80 VW Jetta.

Some possible reasons:

1)  Something got bent.
2)  Something got replaced, but no realignment was done.
3)  Something (like a tie rod end or idler arm) is worn, making it
	impossible to get a stable reading.

-- 

	Jeff Mulligan (jbm@eos.arc.nasa.gov)
	NASA/Ames Research Ctr., Mail Stop 262-2, Moffett Field CA, 94035
	(415) 604-3745
Newsgroups: rec.autos.tech
From: romansks@unvax.union.edu (Steve Romanski)
Subject: Problem with rebuilt Holly 390cfm. 4 barrel - help Hot Rodders
Keywords: Holly Carb
Organization: Union College, Schenectady, NY
Distribution: usa
Date: Thu, 9 Apr 1992 17:34:23 GMT

I have a Holley carb on my car it has always worked very good but it was
getting old so I decided to have it rebuilt.

The car was running fine when I removed the carberator and I brought it
to a highly recommended mechanic who rebuilds carbs. when I got it back
and put it on my car the car started up good but I couldnt quite get it to 
idle smoothly so when it warmed up I decided to take it for a ride.

If you baby the car from the line its ok but if you step quickly on the gas
it dies right out. This also seems to happen at any speed when you step too
quickle on the gas. If you baby it and get it going or pump the gas
it seems to run pretty good. 

The accelerator pump seems to pump a lot of gas and the mechanic even tried
to enlarge the holes for this pump and that seemed to help a very little bit.

He's trying to blame my ignition but I havent done anything but had
the carb rebuilt.

Help Drag racing season has started and I need to get going.

Thanks in advance

______________________________________________________________________________
From: ehill@hprpcd.rose.hp.com (Eric Hill)
Newsgroups: rec.autos.tech
Subject: Re: Problem with Mitsubishi Transmission
Date: 2 Apr 92 22:59:58 GMT
Organization: HP Roseville Site

Does the car have overdrive??  If the overdrive did not disengage it may
prevent the car from rolling and not allow you to change gears..I had this
happen many years ago so I don't even know if the technology is the same.

Eric
From: koziarz@halibut.nosc.mil (Walter A. Koziarz)
Newsgroups: rec.autos.tech
Subject: Re: Turbocharger VS. Supercharger.
Date: 7 Apr 92 13:53:08 GMT
Followup-To: rec.autos.tech
Organization: Naval Ocean Systems Center, San Diego

In article <31420@sdcc12.ucsd.edu> scrandel@sdcc13.ucsd.edu (Go ahead punk       ) writes:

> I
>originally had planned to add a turbo but recently have read about
>superchargers. I understand that the turbo works off of exhaust
>gases while the supercharger is run by belts.  I am told the
>supercharger doesn't lag like a turbo does but is not as effective
>at high rpm. 

well, quick vocabulary reminder...  any device which forces an engine to intake
more air than it would under ambient atmospheric pressure alone is correctly
referred to as 'supercharger'; regardless of drive mechanism.  a 'turbocharger'
is correctly refered to as 'turbine-driven supercharger' and a roots blower
(like a GMC 6-71 type) is correctly identified as a 'mechanically-driven
supercharger'.  a single-speed driven, mechanically-driven, positive
displacement supercharger (GMC 6-71) suffers from a couple problems it does not
compensate for high altitude effects -- a turbine-driven centrifugal
supercharger (turbocharger) will rotate more rapidly in the less-dense air at
altitude and maintain closer to sea-level performance than is posible
otherwise.  this is one tremendous advantage of turbine vs. mechanical drive.

trivia question -- since someone else brought it up by mentioning '6-71' *what*
do these designations refer to?  (please, no spoilers from Diesel-knowledgable
folks...)

>    This is what I need to know:

>      I want to add one of these to my car with as little extra mods
>as possible.  It should still retain good "driveability" and will be
>used for "drag racing" type driving.  Would a supercharger or
>turbocharger better suit me??  My engine and drivetrain are stock.
>The motor has about 10,000 miles on it and it a factory rebuilt 12A
>from Mazda.

hmmm, somewhere i got the impression that rotary engines are picky about
exhaust backpressure; if this is the case, then a mechanically-driven,
variable-speed-drive centrifugal supercharger might be just what you need.
this would solve the shortcomings of the positive-displacement, single speed
supercharger and the (much of) the lag problem of the turbine driven...

i *think* Paxton' makes/made such a device (late 1950's Studebakers had this
type supercharger/drive).

walt k.
From: philw@vice.ICO.TEK.COM (Philip White)
Newsgroups: rec.autos.tech
Subject: Re: So what is octane, anyway?
Keywords: octane
Date: 11 Apr 92 01:15:53 GMT
Distribution: na
Organization: Tektronix Inc., Beaverton, Or.


in <DSR.92Apr9104804@chickpea.mitre.org>, dsr@chickpea.mitre.org (Douglas S. Rand) writes:
> In article <1992Apr09.040437.62461@cs.cmu.edu> rudis+@CS.CMU.EDU (Rujith S DeSilva) writes:
> >    Forgive this novice question, but the on-going discussion on octane/power
> >  has really confused me.  I remember reading that a long time ago that the
> >  octane system was designed by:
> > 	   o Assigning the value 0 to the worst known fuel (say BAD-FUEL)
> > 	   o Assigning the value 100 to the best known fuel (say GOOD-FUEL)
> > 	   o Calibrating other fuels against the above two.  For instance, if some
> > 	     fuel was equivalent to a 30/70 mixture of BAD-FUEL/GOOD-FUEL, it was
> > 	     assigned octane 70.
> > ... rest of confusion deleted.
> 
> Not even remotely true.  Octane is a measure of a fuel to resist
> detonation from spontaneous combustion on compression.
> 
> octane number n (1931)
>     :a number that is used to measure the antiknock properties of a liquid 
>     motor fuel and that represents the percentage by volume of isooctane 
>     in a reference fuel consisting of a mixture of isooctane and normal 
>     heptane and matching in knocking properties the fuel being tested -- 
>     called also octane rating

This is astonishing - 

Rand quotes a definition completely supporting DeSilva's original hypothesis,
but says the hypothesis is "Not even remotely true".
 
DeSilva is right, BAD-FUEL is heptane ("normal heptane" says webster's) and
GOOD-FUEL is isooctane (technically, 2,2,4 trimethylpentane which is one of
several possible octane molecules - 8 carbon molecules of the "tane" type).
 
The unknown fuels are calibrated against one another by running them at
a given RPM, temperature, spark advance, humidity, etc. etc. in a
given engine design.  Knock is detected electronically.  Mixtures of
isooctane and that heptane are compared to the unknown.  I think the
compression ratio is varied until knock is detected with the unknown
and reference fuels.  Apparently both the Motor and Research Octane
numbers use the same or similar engines, under different conditions.
 
For over 100 Octane Number, the reference fuel is a mixture of isooctane
and tetraethyl lead.  A polynomial in TEL/isooctane volume ratio is
used to convert to the Octane Number scale.
 
The above is from "Combustion Engine Processes" by Lester Lichty, McGraw
Hill, 1967.  Later editions may exist.  Library of Congress Card #
67-10876   07-037720-0
 
      Phil White   Tektronix, Beaverton, OR
USENET:  philip.w.white@tek.COM (formerly philw@vice.ICO.TEK.COM)
 US Mail: Mail Stop 59-432, P.O. Box 500, Beaverton OR 97077-0001
From: boubez@tastesgreat.rutgers.edu (Toufic Boubez)
Newsgroups: rec.autos.tech
Subject: Re: monza exhaust system
Keywords: monza
Date: 14 Apr 92 22:27:48 GMT
Distribution: na
Organization: Rutgers Univ., New Brunswick, N.J.

georgej@gtephx.UUCP (Jefferson George) writes:

>I am thinking of getting a MONZA exhaust system for my
>wife's 84 Celica.  Any good/bad experience with this
>brand.  I received a fax on how the system looks like.
>It connects to the catalytic converter and has a
>dual tip existing the muffler.

For what it's worth, I bought a Monza muffler for my 914 a little while
ago. The installation procedure was ok, not too hard (it didn't fit
exactly at first, though, and I had a hard time adjusting the gaskets). The
thing lasted all of 6 months before it was completely rusted. Actually, the
black paint started bubbling and peeling long before that. I know this is
only one data point, I could've had the lemon of the lot, but there it is.

>thx

toufic
            R 2 4      Toufic Boubez
            |_|_|      boubez@cesl.rutgers.edu
            | | |      Computational Engineering Systems Lab
            1 3 5      CAIP Center, Rutgers University, NJ
From: mark.r.smith@Sun.COM
Newsgroups: rec.autos.tech
Subject: Electrical Question 85 Corvette
Date: 9 Apr 92 16:00:24 GMT
Organization: Sun Microsystems, Inc., Billerica, MA.
NNTP-Posting-Host: deejay.east.sun.com


I have a 1985 Corvette with 14K miles that only gets driven in summer months. When I took the
car out this april 1, I noticed my lights,.....Dash, interior, headlights, all of them, were
flickering, but only at idle. When the engine speeds up, the flickering goes away.

Question? Is the Alternator going bad even though the gauge reads approx 13.9--14.3 volts?
OR Do I have a different problem?

The Battery was replaced back in the fall.


Thanx and HELP

Mark
From: bi927@cleveland.Freenet.Edu (Yi Jin)
Newsgroups: rec.autos.tech
Subject: temperature gage and fuel gage problem
Date: 7 Apr 92 13:00:34 GMT
Article-I.D.: usenet.1992Apr7.130034.2709
Organization: Case Western Reserve University, Cleveland, Ohio, (USA)


This morning. My 83 Honda Accord had some problem with the fuel gage and 
temperature gage. After 5 minutes driving, both the temperature gage and
fuel gage went full, I.E, the gages indicated that temperature was overheated
and fuel was full, although the fuel tank was near empty. However, safter 
several turn-off turn-on tries, the gage seems normal now. What that 
problem could be? Is that only the gage problem, or there are something 
wrong with the system.?

The coolant was full and the thermostat was changed last year. What else
should I check.

Thanks for help.
Newsgroups: rec.autos.tech
Subject: RE: GAS VS PROPANE
From: dave.williams@chaos.lrk.ar.us (Dave Williams) 
Date: 14 Apr 92 16:45:00 GMT
Reply-To: dave.williams@chaos.lrk.ar.us (Dave Williams) 
Distribution: world
Organization: The Courts of Chaos * Jacksonville AR USA * 501-985-0059

-> The main drawback of propane is the huge, heavy, high-pressure
-> fuel tank.  This is less of a problem with the big van you are
-> considering.

 On the other hand, propane works fine with high compression,
radically cammed hotrod engines.  No worries about low speed fuel-flow
problems or wet flow in the ports.  Its knock sensitivity is very low,
and cold starting is rarely a problem.

 In states that don't require emissions certification of non-gasoline-
powered vehicles, propane can let you build a baaaaaad machine without
running afoul of the smog goomers.

 The tank and refilling will pretty much always be a hassle unless you
live near a fill site, and most places I've seen lately are charging
"equivalence tax" to bring the price up equal to premium gasoline.
From: rspangle@tazdevil.llnl.gov (Randy Spangler)
Newsgroups: rec.autos.tech
Subject: Re: Octane reduces pinging (was Re: Fuel octane versus power)
Date: 16 Apr 92 19:03:38 GMT
Organization: Lawrence Livermore National Laboratory

In article <39670060@hpcc01.corp.hp.com> spidell@hpcc01.corp.hp.com (Bob Spidell) writes:
%rspangle@tazdevil.llnl.gov (Randy Spangler) writes: 
%
%>When I finally got a timing light, I discovered that the timing was advanced
%>to 4 degrees ATDC, when my repair manual stated that it should be at 0 TDC.
%>
%>So I retimed it, and the pinging disappeared, but so did most of my
%>acceleration at 65+ mph (no jokes about how there wasn't any
%>acceleration to begin with, please).
%>
%>After advancing back to somewhere 2-3 degrees ATDC and using 89 octane
%>instead of 87 octane, the pinging is negligible, and I seem to have more
%>acceleration at freeway speeds than I did originally.  My guess is that
%>I'm not losing any power to detonation now.
%
%I'm a little confused here.  Usually, ATDC means "After Top Dead Center,"
%i.e. timing is retarded.  BTDC means "Before Top Dead Center," i.e.
%timing is advanced.  If you changed the timing from TDC to 2-3 degrees
%ATDC, you retarded the timing, unless Hondas use different terminology
%from every other car, including my Subaru.  Maybe ATDC means Advanced from
%TDC, but it's a new one on me.
%
%Regards,
%bs

Well, it's the side of the arrow on the housing that the mark moves when
I rev the engine.  (If that's BTDC then I stand corrected - oops...)

			mark on housing (TDC)
---------------------------V------------------------

    <---mark on flywheel moves this way as RPM increases

    <---I was calling this direction ATDC

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


I'll figure out the terminology eventually...

- R
 --------------------------------------------------------------------------
|   Randy Spangler                   |   Get your mind out of the gutter   |
|   rspangle@tazdevil.llnl.gov       |   you're blocking my periscope      |
 --------------------------------------------------------------------------
Newsgroups: rec.autos.tech