HDTenEightyP/NetNews huggingface dataset:
From: rbarnes@sdcc13.ucsd.edu (Rhett Barnes)
Newsgroups: alt.autos.rod-n-custom
Subject: Re: Drags, for beginners
Date: 19 Dec 92 08:26:37 GMT
Organization: University of California, San Diego

Ok, here's another beginner's question:
My auto insurance specifically forbids any racing without notifying
the insurance company.
All I want to do is race at the Saturday Grudge Matches at the local
track, but I am worried about liability in case of an accident.
I fear that my insurance will be sky-high if I tell the insurance
company, however.  Does anyone have any experience with this
problem, and is there such a thing as dedicated racing liability
insurance?

rbarnes@sdcc13.ucsd.edu
From: 2huxsilent@kuhub.cc.ukans.edu
Newsgroups: alt.autos.rod-n-custom
Subject: Re: Pontiac GTO vs. Ferrari GTO
Date: 17 Dec 92 19:28:52 CST
Organization: University of Kansas Academic Computing Services

I have no idea where the original term GTO came from so I won't even try to
speculate.  But I do know what it is currently used for.  The IMSA uses the
term GTO and GTU for race classification.  GTO stands for Grand Touring Over 3
liters and GTU stands for Grand Touring Under 3 liters.

May Pontiacs rule the Earth!!!
Newsgroups: alt.autos.rod-n-custom
From: xxkozak@lims02.lerc.nasa.gov (GEORGE KOZAK)
Subject: Re: Horsepower calculations?
News-Software: VAX/VMS VNEWS 1.41    
Keywords: horsepower
Organization: NASA Lewis Research Center
Date: 15 Dec 1992 21:09 EST  

>My question:
>Does anybody have some more accurate equations that do include air resistance
>and other factors ?  I know that David Vizard claims to be able to 
>calculate horsepower very accurately based on 1/4 mile times, or to be more
>precise he can dyno an engine and then predict very accurately what time
>the engine will run when installed in a particular car.  Anybody know how he
>does it ?

     The easiest equation, for the accuracy, to use is...

                                 3
                 HP = 200 (WT/ET  )         (WT divided by ET cubed)

     Where WT = total weight of car, driver, etc. in pounds.
           ET = 1/4 mile Elapsed Time in seconds.

     This gives a fairly accurate answer and is good for comparison purposes.
To predict 1/4 mile trap speed, use HP from the previous equation in this one...

                                         .333
                SPEED = 10 + [ 221 (HP/WT)   ]

     (That's the cube root of HP/WT.)

     This gives speeds for the new 66' speed traps now popular at many
tracks.  It's a slightly slower speed than the old 132' measurement.
     I hope that's what you were looking for, Ian.

     George
Organization: University of Maine System
Date: Sunday, 13 Dec 1992 02:43:56 EST
From: Merv <IO10702@MAINE.MAINE.EDU>
Newsgroups: alt.autos.rod-n-custom
Subject: Re: Drags
Distribution: usa
 <10DEC199221080495@lims01.lerc.nasa.gov>
 <92346.102248VEILLEUX@MAINE.MAINE.EDU> <1992Dec11.202106.6492@lgc.com>

I know Troy, with  the 440 GTX, he did mean 1/8 mile.
You can believe me when I say that his car looks great not to
mention it runs great.  After he gets each of his family members
to buy him parts for Christmas, it is gonna go even better.

I have a question.  Does anyone out here in netland have any literature
on fuel injection?  Not the new electronic injection but the old
mechanical injection setups by Hilborn?
The reason I'm asking is because our drag-car-to-be will have
a hilborn "4-holer" injection setup on it.
Well, I guess that is all I have to say for right now....
-Merv
*************************************************************************
**  CHRISTIAN E. MURRAY      *    1955 F-100   472 CADDY POWERED       **
**  120 FOURTH ST.           *    1963 DODGE 330  MAX WEDGE POWERED    **
**  BANGOR, ME  04401        *    1963 PLYMOUTH BELVEDERE WAGON        **
**         (207) 945-6994    *           SOON TO BE 514 POWERED        **
**                           **** 1973 CHARGER  318 POWERED            **
**  MERV@GANDALF.UMCS.MAINE.EDU *            (AND PROUD OF IT)         **
**  IO10702@MAINE.MAINE.EDU     *                                      **
**  IO10702@MAINE.BITNET        *                MO POWER TO YA        **
**                              *                                      **
*************************************************************************
Newsgroups: alt.autos.rod-n-custom
From: xxkozak@lims01.lerc.nasa.gov (GEORGE KOZAK)
Subject: Re: Drags
News-Software: VAX/VMS VNEWS 1.41    
Organization: NASA Lewis Research Center
Distribution: usa
Date: 13 Dec 1992 23:58 EST  

In article <1992Dec11.145618.6518@infonode.ingr.com>, brantley@infonode.ingr.com (Dwight D. Brantley) writes...
>In article <10DEC199221080495@lims01.lerc.nasa.gov> xxkozak@lims01.lerc.nasa.gov (GEORGE KOZAK) writes:
>>In article <1992Dec10.021413.28744@tvnews.tv.tek.com>, rons@soul.tv.tek.com (Ron Selberg) writes...
> 
>>>Hey, any drag racers out there?
>>> 
> 
>>    After reading rec.autos for a while, I thought I was the only drag
>>racer with a PC.  It's really good to hear there's some of us in this
>>group.  I'll talk drags 'till April, if you want.
> 
>As a long time drag racing fan, I'm looking to to build something to get
>myself and my family a little closer to the sport.  

    My opinion, Dwight, is to first pick the performance level you want
to achieve.  Once chosen, it will determine whether the truck will fill
the bill as is, or if major modifications will be needed.    
    The easiest thing for a bracket racer to do is over-modify his car.
What you want is consistency and reliability.  That makes bracket racing
fun, at any speed.

>I'm not looking to win lots of races, I just want something that is going
>to give me a real good ride for the money.  Our local strip is 1/8 mile
>so I don't expect high top end speeds.  The main goal here is to build
>something fun with respectable power and be able to put most of the power
>to the ground and not look too stupid in the process.  Can I get there
>from here?

     I think the chassis modifications you have planned are the right
idea.  If you can achieve a 50/50 weight distribution, the ladder bars
should adjust enough to get it to hook.  With a healthy 429 you should
get "a real good ride for the money."

     That's my opinion.

     George Kozak
     Kozak Racing   '89 Dodge Daytona  426 Hemi
From: 2huxsilent@kuhub.cc.ukans.edu
Newsgroups: alt.autos.rod-n-custom
Subject: Future of the Vette
Date: 17 Dec 92 19:40:01 CST
Organization: University of Kansas Academic Computing Services

My local newspaper (the Kansas City Star) had an interesting article about the
future of the Corvette.  It seems that GM has appointed a new head to the
Corvette department.  According to the article GM is considering closing the
Corvette Bowling Green plant and producing the next generation Vette on the
F-Body in Quebec.  As of now GM has not made a decision but it appears that
this is what the new department head wants.  Not that I have any major
arguements against GM doing this.  Let's be honest, the mid-80's Vette looked
like a two seat Firebird with a more powerful engine.  
My question is this:  If GM does this will they ditch the 4-wheel independent
suspension on the Vette or will this mean that all of the F-bodys will get
4-wheel independent suspension (which they have needed for a while)?
The article in the paper was not very informative, they were more caught up
with the history of the new department head.

Just Curious ( of course curiousity killed the cat, or is that Vette?)

Newsgroups: alt.autos.rod-n-custom
From: xxkozak@lims02.lerc.nasa.gov (GEORGE KOZAK)
Subject: Re: To George Kozak
News-Software: VAX/VMS VNEWS 1.41    
Organization: NASA Lewis Research Center
Distribution: usa
Date: 15 Dec 1992 19:37 EST  

In article <1992Dec15.185514.16485@infonode.ingr.com>, brantley@infonode.ingr.com (Dwight D. Brantley) writes...
>George,
> 
>I got your e-mail but everything I send back to you bounces.  I'll try 
>again later.

    From what I can tell, Dwight, I've gotten all the email you've
sent, including today's long letter.  You've got the address right.
I don't understand the bounce messages, but it could be our local
network being down briefly from time to time. 

> 
>Dwight Brantley
>429 Ford Truck currently being transformed into drag race material.
> 
    George

Newsgroups: alt.autos.rod-n-custom
From: jimd@fraser.sfu.ca (Jim Davies)
Subject: Re: Hydro sticks
Organization: Simon Fraser University, Burnaby, B.C., Canada
Date: Sat, 12 Dec 1992 06:43:12 GMT

leif@tde.lth.se (Leif Olsson) writes:

>In article <1992Dec11.105041.28320@mr.med.ge.com> bednarek@picard.med.ge.com (Dennis Bednarek Mfg 4-6971) writes:

>>Well I have been looking around for a replacement Automatic for a 1967
>>powerglide.  I want to use a TutboHydroMatic but am wondering where
>>the differences are between the 350 and 400?  I'm puting this behind
>>a well cammed small block in a light body, and will be using an aftermarket
>>torque converter (about 2,700 RPM) with a 5.13 axle ratio.  Any
>>advice apreciated.

>I would suggest that you use a TH 350.
>The TH350 has higher gearing in the first gear than the 400 => better
>acceleration. 
I think you will find that the gear ratios are identical in both units

>The loss in a 350 is about 24 hp and in the 400 about 65 hp.
Interesting. Can you provide sources for this??

Jim Davies
Organization: University of Maine System
Date: Tuesday, 15 Dec 1992 14:49:49 EST
From: Troy D. Veilleux <VEILLEUX@MAINE.MAINE.EDU>
Newsgroups: alt.autos.rod-n-custom
Subject: Re: Drags
Distribution: usa
 <10DEC199221080495@lims01.lerc.nasa.gov>
 <92346.102248VEILLEUX@MAINE.MAINE.EDU> <1992Dec15.174951.22600@colorado.edu>

What do you mean by BULL SHIT!  I think you've got an attitude problem and that
you probably didn't take the time to read the correctoon to my post.  If you
had you would have seen that I corrected my mistake and posted that my car
did the 1/8th mile in 8.8 and not the 1/4.  Take the time to read follow-ups
before reacting like a dumb-ass.
Troy Veilleux
69' 440 GTX
Newsgroups: alt.autos.rod-n-custom
From: jimd@fraser.sfu.ca (Jim Davies)
Subject: Re: Hydro sticks
Organization: Simon Fraser University, Burnaby, B.C., Canada
Date: Sat, 12 Dec 1992 06:31:51 GMT

bednarek@picard.med.ge.com (Dennis Bednarek Mfg 4-6971) writes:



>Well I have been looking around for a replacement Automatic for a 1967
>powerglide.  I want to use a TutboHydroMatic but am wondering where
>the differences are between the 350 and 400?  I'm puting this behind
>a well cammed small block in a light body, and will be using an aftermarket
>torque converter (about 2,700 RPM) with a 5.13 axle ratio.  Any
>advice apreciated.

>Thanks
>dennis

The T400 is the usual reccomendation, and it is a good trans, but if
it were my car, I would use a T350 for the following reasons:

1)Its virtually a bolt in swap, which the 400 isnt
2) a decent 350 is certainly strong enough for almost any use. I have
used them with some healty big blocks without unusual problems
3) All else being equal, the 350 equipped car will be slightly
quicker than the 400 equipped car *because the trans is lighter*
4) BTW, ant convertor that fits one fits the other. A good cheap
convertor to try for reasonable histall is the vega 10" or 11"
type. Caution: they do not like  burnouts!!

Jim Davies
more questions? send email












Newsgroups: alt.autos.rod-n-custom
From: hackney@moxie.hou.tx.us (Greg Hackney)
Subject: Re: Drags, for beginners
Organization: None
Date: Tue, 15 Dec 1992 23:56:57 GMT

I have a few beginner questions about drag racing:

1. How is "reaction time" calculated.

2. In bracket racing, what happens if you exceed your
   dial-in time? Automatic loose?

3. What is the liquid sprayed on the track in the tire warm-up area

4. What are all the bracket racing classes, i.e. Super Quick, Street Tire,
   etc, and a general description of each.

5. What is a good source to learn about drag racing.

6. What are some good catalogs for racing auto parts.

7. How do "high stall speed" torque converters function. Can they also
   be used on a daily driver.

8. What are some electronic gadgets used for better reaction time? Rev
   limiters? Christmas tree monitors of some sort?

--
Greg

Newsgroups: alt.autos.rod-n-custom
From: bowmanj@csn.org (Jerry Bowman)
Subject: Re: Drags
Organization: University of Colorado Boulder, OCS
Distribution: usa
Date: Tue, 15 Dec 1992 17:49:51 GMT

In article <92346.102248VEILLEUX@MAINE.MAINE.EDU> Troy D. Veilleux <VEILLEUX@MAINE.MAINE.EDU> writes:
>I drag race occasionally during the summer here in Maine.  My car is no where
>near as fast as either of your cars (the 68 Chevelle and the Hemi car), but
>I use mine as a form of daily transportation during the summer.  My car is
>a 1969 440 GTX.  It is a 4-speed car with 4.10 gears and dual quads.  My
>best is an 8.8 in the quarter mile.  (Try to keep form laughing.)  This may
>not sound that great, but most of the other street cars that drag only
>get into the mid 9's.
>
>With all of your racing experience, you must have at one time used nitrous.I
>am planning on going with NOS's cheater system and was wondering if you could
>give me some tips on what modifications I should make to my motor.
>
>Glad to see others appreciate the old muscle cars.
>
>Troy D. Veilleux

         BULL SHIT !!!!!!!
Newsgroups: alt.autos.rod-n-custom
From: spatton@lamar.ColoState.EDU (Samuel Patton)
Subject: Re: Pontiac GTO vs. Ferreri GTO
Date: Wed, 16 Dec 1992 05:53:41 GMT
Organization: Colorado State University, Fort Collins, CO  80523

In article <1gl4neINN7cg@bigboote.WPI.EDU> cmh@wpi.WPI.EDU (Chris Holcomb) writes:
>car. Then in the later years when sales were dropping to the more "economical"
>cars (1973-1974) the GTO became a package added to the 1973-74 Lemans (or
>Ventura, I can't remember which). 
>

The 1973 GTO package was available for the LeMans.
In 1974, it was an option on the Ventura ( a dastardly end to a proud musclecar
tradition...)  Why they ever decided to defame the GTO name in '74 escapes
me.

Not that the '73 packaging was very attractive either.

Sam


------------------------------------------------------------------------------
|   Sam Patton -=>  spatton@lamar.colostate.edu              |               |
|                                                            |  Emotion 13   |
|   Collecting The Eviscerated Drops Of Life Left by Others  |               |
From: ian@pharaoh.cyborg.bt.co.uk (Speed Freak)
Newsgroups: alt.autos.rod-n-custom
Subject: Re: Horsepower calculations?
Keywords: horsepower
Date: 14 Dec 92 14:39:10 GMT
Organization: large

mjb%triumph.cs.utah.edu@cs.utah.edu (Mark J Bradakis) writes:

>                       40 - 30     40 + 30
>P = 0.000122 * 2600 *  -------  *  ------- = 0.3166 * 2.3256 * 35 = 25.77
>                         4.3          2

I have tried the above equation (with the correct substitutions) and find that
on the whole it delivers figures a bit lower than I would expect.  However
as it doesn't take account of air resistance and some of the figures I was
working on were at close to 100mph I suppose it is not too bad.  My question:
Does anybody have some more accurate equations that do include air resistance
and other factors ?  I know that David Vizard claims to be able to 
calculate horsepower very accurately based on 1/4 mile times, or to be more
precise he can dyno an engine and then predict very accurately what time
the engine will run when installed in a particular car.  Anybody know how he
does it ?

Ian.
-- 
Ian Crocker 					ian@cyborg.bt.co.uk
From: looper@cco.caltech.edu (Mark D. Looper)
Newsgroups: alt.autos.rod-n-custom
Subject: Re: Hydro sticks
Date: 15 Dec 1992 19:32:45 GMT
Organization: California Institute of Technology, Pasadena
NNTP-Posting-Host: sandman-gw.caltech.edu

In reply to the question about swapping a Turbo HydraMatic in for a Powerglide:

	It's my understanding that a TH350 is a bolt-in replacement for the
Powerglide, at least as far as crossmembers, mounts, etc., and overall length
are concerned; the TH400 is longer, but if your car is a 1967 it is possible
that the TH400 was offered as an option, in which case you may be able to
get any needed crossmember, driveshaft, etc. from a boneyard.  As for strength,
early TH400's (I don't know the breakpoint year) had a sprag intermediate
one-way clutch, whereas late TH400's and all TH350's have a weaker roller
clutch.  Late TH400's can be upgraded to the sprag, and the early TH400's can
have it replaced with a stronger (34-element instead of, what, 16-element 
stock?) aftermarket one; I don't think this can be done with a TH350 to beef
up this important (relatively) weak point, though other strengthening mods
can be made.

	What _I'd_ like some suggestions on is sticking a TH700-R4, which is
even longer than a TH400, in place of the 'Glide in a 1964 Chevelle for
better cruising range and a deeper first gear; I understand that street-strip
prep can make the late (1986-up) TH700-R4 survive up to 450 ft-lb of torque.
And how about this new 4L80E overdrive variant on the TH400 that they're
putting into Suburbans these days?  Has anybody looked into beefing one of
these?

--Mark Looper
(1970 Caprice trailering rig, but looking to slim down)
Newsgroups: alt.autos.rod-n-custom
From: bowmanj@csn.org (Jerry Bowman)
Subject: Re: Pontiac GTO vs. Ferrari GTO
Organization: University of Colorado Boulder, OCS
Date: Fri, 18 Dec 1992 16:07:37 GMT

In article <1992Dec17.192855.45729@kuhub.cc.ukans.edu> 2huxsilent@kuhub.cc.ukans.edu writes:
>I have no idea where the original term GTO came from so I won't even try to
>speculate.  But I do know what it is currently used for.  The IMSA uses the
>term GTO and GTU for race classification.  GTO stands for Grand Touring Over 3
>liters and GTU stands for Grand Touring Under 3 liters.
>
>May Pontiacs rule the Earth!!!

    NO  Thet may not!  Nice as hell of you to ask though.
Organization: Penn State University
Date: Mon, 14 Dec 1992 12:15:36 EST
From: Karl Nordstrom <KXN2@psuvm.psu.edu>
Newsgroups: alt.autos.rod-n-custom
Subject: Re: 1994 Pontiac GTO

Stephen James Kendrish <sk4k+@andrew.cmu.edu> says:
>
>The '94 GTO will have the Twin Dual Cam V6.  The same engine that's in the
>Lumina Z34 and Grand Prix.

When is GM going to put this engine in a airodynamic RWD auto?
Organization: University of Maine System
Date: Monday, 14 Dec 1992 15:21:15 EST
From: Merv <IO10702@MAINE.MAINE.EDU>
Newsgroups: alt.autos.rod-n-custom
Subject: Re: Drags, for beginners
Distribution: usa

On the question of getting the mighty elephant into a new
Daytona, I would say that the Kozak racing Daytona isn't
even a Daytona.  Just a body shell with a tube frame
setup holding it up.  The shell is probablly fiberglass.

It is probablly a safe bet to say that this is not your
average street car.

-Merv
*************************************************************************
**  CHRISTIAN E. MURRAY      *    1955 F-100   472 CADDY POWERED       **
**  120 FOURTH ST.           *    1963 DODGE 330  MAX WEDGE POWERED    **
**  BANGOR, ME  04401        *    1963 PLYMOUTH BELVEDERE WAGON        **
**         (207) 945-6994    *           SOON TO BE 514 POWERED        **
**                           **** 1973 CHARGER  318 POWERED            **
**  MERV@GANDALF.UMCS.MAINE.EDU *            (AND PROUD OF IT)         **
**  IO10702@MAINE.MAINE.EDU     *                                      **
**  IO10702@MAINE.BITNET        *                MO POWER TO YA        **
**                              *                                      **
*************************************************************************
Newsgroups: alt.autos.rod-n-custom
From: afbarry@lims01.lerc.nasa.gov (BARRY PIENDL)
Subject: Small Block S10
News-Software: VAX/VMS VNEWS 1.41    
Organization: NASA Lewis Research Center
Date: 14 Dec 1992 13:05 EST  

	A while back there were stories in both Car Craft and Chevy High 
Performance (both Petersen publications) about a guy near Philadelphia, PA 
who worked for a Chevy dealership in the parts department. He wanted to put 
a big block in a new S-10 and it had to look like a factory installation. 
Let me say that it was no small job and he was successful. He got a big 
block (454) in and it looked sharp.

	I don't remember all of the problems he encountered, but some of 
the ones mentioned sound familiar. The steering column was in the way, the 
firewall had to be notched (or maybe the floor), new motor mounts had to be 
fabricated, etc. 

	Periodically Car Craft will run articles on top engine swaps and I 
believe the 350 S-10 is one they've mentioned. You might want to check it 
out.

	As long as I'm at it, I seem to recall reading somewhere that a 
TH350 used 36 HP versus 44 HP for a TH400. Probably read that one in Chevy 
High Performance.


.....................................................................
:                                                                    :
:	Usual disclaimers apply. Opinions stated are my own.         :
:                                                                    :
.....................................................................
Organization: Penn State University
Date: Mon, 14 Dec 1992 12:10:13 EST
From: Karl Nordstrom <KXN2@psuvm.psu.edu>
Newsgroups: alt.autos.rod-n-custom
Subject: Pontiac GTO vs. Ferreri GTO
Distribution: world

Did Pontiac take the GTO name from Ferreri or was GTO a racing class?
Organization: University of Maine System
Date: Monday, 14 Dec 1992 02:23:10 EST
From: Merv <IO10702@MAINE.MAINE.EDU>
Newsgroups: alt.autos.rod-n-custom
Subject: Re: Drags
Distribution: usa
 <10DEC199221080495@lims01.lerc.nasa.gov>
 <1992Dec11.145618.6518@infonode.ingr.com>
 <13DEC199223580517@lims01.lerc.nasa.gov>

On the mention of the 429 powered pickup.  I seem to remember
something about a 3 speed toploader.  When it comes to bracket
racing, a 3 speed manual shift is not as consistent as an
automatic.  If you want to be consistent, go with an auto trans
if you can afford it.

Chrysler proved the effectiveness of the automatic.....:-)
     (*Just a little note from a Mopar nut.*)
*************************************************************************
**  CHRISTIAN E. MURRAY      *    1955 F-100   472 CADDY POWERED       **
**  120 FOURTH ST.           *    1963 DODGE 330  MAX WEDGE POWERED    **
**  BANGOR, ME  04401        *    1963 PLYMOUTH BELVEDERE WAGON        **
**         (207) 945-6994    *           SOON TO BE 514 POWERED        **
**                           **** 1973 CHARGER  318 POWERED            **
**  MERV@GANDALF.UMCS.MAINE.EDU *            (AND PROUD OF IT)         **
**  IO10702@MAINE.MAINE.EDU     *                                      **
**  IO10702@MAINE.BITNET        *                MO POWER TO YA        **
**                              *                                      **
*************************************************************************
Newsgroups: alt.autos.rod-n-custom
From: bill@ecn.purdue.edu (Bill Drake)
Subject: Re: s10 v8 converson ?
Organization: Purdue
Distribution: na
Date: Fri, 11 Dec 1992 20:08:52 GMT

In article <Qf9fq3G00iUyI8u1g9@andrew.cmu.edu> nn22+@andrew.cmu.edu (Nathan J.
Nagel) writes:
>
>   Actually, I think Hooker makes a kit to pop a small block/ turbo 350
>combo. right into an s10. I think the only extra parts you need are some
>motor mounts from a late-model Corvette, and the only really tricky part
>is that you have to weld up the headers yourself.  The size motors you

There are a couple sm.block S10's running around the area here. I've got
to check out one that was filling up at the station on day. There's not
much room left in there when the sm.block is stuffed in. The headers
looked to be a nightmare, the steering column shaft ran thru them on the
drivers side! If I remeber right he used stock motor mounts in the stock
location. But my memory has been wrong before.


Bill Drake   -   bill@ecn.purdue.edu

47 Ford Club Coupe////454/AT/3:00////  the "Fat Rat"
69 Camaro convertible////327/AT/2:73