HDTenEightyP/NetNews huggingface dataset:
From: pebi@aem.umn.edu (Peter A. Bidian)
Subject: Re: Taurus now #1 seller?
Organization: University of Minnesota
Distribution: usa
Date: Wed, 27 Jan 1993 20:23:58 GMT

norcott_bill@tandem.com (Bill Norcott) writes:

>The other thing to consider is that Ford chooses to market the same
>car as two different models: Ford Taurus and Mercury Sable.  The Sable
>sells almost half as many units as the Taurus.  In the U.S. market, 
>the Japanese companies sell only one model in each size/price class.
>Suppose they split their production and called 2/3 of them Honda 
>Accord and the other 1/3 Acura something.  Then the Honda Accord would
>be nowhere close to the Taurus in sales.  Or to put it another way,
>if you combine the sales of the Taurus and Sable, they far surpass
>sales of the Honda. By the way, in their home market the Japanese 

In fact I don't understand why they don't count them together, they are 
really the same car, even though one has a lit christmas tree in front
and the other doesn't!

Peter

Newsgroups: rec.autos
From: rjwade@rainbow.ecn.purdue.edu (Robert J. Wade)
Subject: Re: Worst Car Award
Organization: Purdue University Engineering Computer Network
Date: Tue, 26 Jan 1993 16:39:20 GMT

In article <ALAVIGNE.93Jan26093512@bmerh930.bnr.ca> alavigne@bmerh930.bnr.ca (Andrew Lavigne) writes:
>
>>    Oh, forgot to add another $.02 to the earlier reply:
>>
>>    My nominee:  EVERY Honda built to sell in the US since 1989.  Entirely
>>    too slow...  And no power.  I hate it, but I'll take my dad's '88 Camry
>>    I-4 anyday when given a choice with an Accord.  I'll take a Saturn SL2
>>    or Sentra SE-R over ANY Civic, including the Del Sol, which makes the
>>    Miata look positively fast.  And, last but not least, a Probe or MX-6
>>    over any Prelude.  [ plus more stuff ...]
>
>If you mean speed wise, I believe the Prelude VTEC is faster than the Probe 
>or MX-6.  Styling wise, well, I guess the rear end and the dash are ugly - 
>redesign them, though, and I'd take one.
>

redesign and lower the price to that of the probe gt.  i think hondas are 
falling out of favor as the *in* car and that helped sell a lot of them...
they are in trouble now..3 houses on my street now have new camrys parked in
the drive..and 2 of them had older accords traded in on them!
Newsgroups: rec.autos
From: jnielsen@magnus.acs.ohio-state.edu (John F Nielsen)
Subject: Re: Before Buying Japanese.
Organization: The Ohio State University
Distribution: na
Date: Thu, 21 Jan 1993 23:09:53 GMT

In article <C17oxK.FKF@ccu.umanitoba.ca> cshafai@eeserv.ee.umanitoba.ca (Cyrus Shafai) writes:
>jnielsen@magnus.acs.ohio-state.edu (John F Nielsen) writes:
>
>>>Actually, that's not a bad example.  A recent CR rated the Probe GT and the
>>>MX-6 LS in the same article.  As for repair ratings, they characterized the 
>>>past years' models of the Probe as "worse than average" but of the MX-6 as 
>>>"better than average".  Correct me if I'm wrong (I'm sure somebody will [-:),
>>>but even in 1992 and previous, weren't they the SAME DAMN PLATFORM with the
>>>EXACT SAME MOTORS?!?!
>
>Actually, CR mades a lot of mistakes (no one's perfect).  For example, if
>you look at GMC and Chevy pickups, one as good brakes, but one has bad.
>But they are the same truck.  Or the Corvette.  IT is rated as average for
>body rust.  This makes no sence, since it can't rust, it is fiberglass.

Are you claiming the entire corvette is made of fiberglass?? Seems
like you are making a mistake yourself. 

>
>If you look carefully at the CR statistics, you will see that there is only
>a 2 or 3 percent difference between each of the ratings (ie. average to
>better than average).  This is on the level of statistical noise.   SO
>unless there is a big difference (ie. from much better than average to 
>better than average) results from CR are meaningless.
>

I will go back and look to see how their ratings are done. The 2% may
not be noise significant given the sample size.

john
-- 
John Nielsen   MAGNUS Consultant            ______   ______   __  __	
jnielsen@magnus.acs.ohio-state.edu         /\  __ \ /\  ___\ /\ \/\ \
                                           \ \ \/\ \\ \___  \\ \ \_\ \
  Back off man, I'm a Scientist!            \ \_____\\/\_____\\ \_____\
From: ifap327@ccwf.cc.utexas.edu
Newsgroups: rec.autos
Subject: Re: What's Wrong with American Cars?
Date: 24 Jan 93 15:52:03 GMT
Article-I.D.: geraldo.1judv3INN523
Organization: The University of Texas at Austin, Austin TX
NNTP-Posting-Host: daisy.cc.utexas.edu

In article <4fMVzoC00iV3A4z7sk@andrew.cmu.edu> ga22+@andrew.cmu.edu (Gary Paul Atcheson) writes:
>    About a year and a half ago there was NOTHING with four doors, a V-6
>engine and a five speed (or any manual) available under $27,000 (or
>whatever the SHO base was then).  Now there are at least two: They are
                                   ==========================

>both Japanese. I will say that we leaned American becuse they HAVE
>improved since the '80's (back on topic), but we did investigate
>Japanese models with an open mind.  Since NOTHING had 4 doors, 5 speeds
>and 6 cylinders, we bought what we liked the best, sacrificing the
>lazier torque of a V-6 for a screamer four.  My point is that the
>Japanese didn't deliver exacly what we wanted either.  Nevertheless, Dad
>is pleased with the car.

[...rest of the driving experience deleted for brevity...]

>
>Gary Atcheson
>Freshman Architect at Carnegie Mellon University Pittsburgh

Er... actually at least three: the VW Passat V6 ($21,000 with ABS, traction 
control, 5-sp manual or 4-sp auto, CFC-free AC, etc etc)


Regards,
Joachim
From: qazi@csd4.csd.uwm.edu (Aamir Hafeez Qazi)
Newsgroups: rec.autos
Subject: 94 Supra release!
Date: 27 Jan 1993 22:14:41 GMT
Organization: Computing Services Division, University of Wisconsin - Milwaukee
Distribution: world
NNTP-Posting-Host: 129.89.7.4
Originator: qazi@csd4.csd.uwm.edu


--The all-new '94 Toyota Supra will be unveiled to the world at the Chicago
  Auto Show, which starts on February 6 and ends on the 14th.  Other world
  debuts include the Hyundai Scoupe convertible and the new Mazda compact
  pickup truck (rebadged '93 Ford Ranger).

  Source: Chicago Tribune, Transportation Section, January 17.

--Aamir Qazi


-- 

Aamir Qazi
qazi@csd4.csd.uwm.edu
--Why should I care?  I'd rather watch drying paint.
Newsgroups: rec.autos
From: cka52397@uxa.cso.uiuc.edu (Chintan Amin)
Subject: Re: 1993 Camaro
Organization: University of Illinois at Urbana
Date: Wed, 27 Jan 1993 08:18:10 GMT

In article <1k4j9uINNreu@gazette.bcm.tmc.edu> rremaley@bcm.tmc.edu writes:
>Does anyone have any info such as pricing on these jewels?
>
>
>rremaley@bcm.tmc.edu
>

	Around 20K according to C/D's comparo test between the 'stang Cobra, 
Firebird Formula and Camaro Z28, which it won...

-- 
Chintan Amin		Internet:  c-amin1@uiuc.edu  ->EVERYTHING I.M.H.O.<-
The University 		NeXTMail:  cka52397@sumter.cso.uiuc.edu
of Illinois 	  "Do we have to be forgiving at last?  What else can we do?
Urbana   Do we have to say goodbye to the past?  Yes, I guess we do." <N.Peart
From: slin@cisco.com (Steven Lin)
Newsgroups: rec.autos
Subject: Nissan Commercial was Re: Lexus Commercials
Date: 25 Jan 93 18:53:46 GMT
Organization: cisco Systems, Inc.
NNTP-Posting-Host: glare.cisco.com
In-reply-to: qazi@csd4.csd.uwm.edu's message of 25 Jan 93 04:15:00 GMT


   From:    qazi@csd4.csd.uwm.edu (Aamir Hafeez Qazi)
   Newsgroups: rec.autos
   Date:    25 Jan 93 04:15:00 GMT

   In article <1993Jan24.054853.18849@scott.skidmore.edu> jdrout@scott.skidmore.ed
   u (JTD is lost) writes:
   >
   >Does anyone remember the Nissan ad (my favourite) when the narrator
   >quips "I was having the wierdest dream.  I was driving this car <black
   >300ZX Twin Turbo>, etc etc." . . .

   --Some consumer organizations forced Nissan to pull the plug, because 
     the ad promoted speeding.  Remember that Subaru was harassed by the
     same people for the same reason (the SVX commercial - speeding tickets).
     This ad was shown during the superbowl in 1991 I believe.  It was about
     this guy having a dream driving a silver Turbo Z, and these guys were
     after him.  First a motorcycle tried, but "he can't catch me."  Then they
     sent a race car, but "they can't catch me."  Finally, the fighter jet
     came out, but the twin turbos "kicked in", so the Turbo Z outran it and
     the bomb it dropped.  The ad was filmed in a sci-fi atmosphere.  

If I recall, this commercial was directed by Ridley Scott.

Steve
From: allen@/home/anubis/allen (A.C. Middleton)
Newsgroups: rec.autos
Subject: Re: Dodge Omni 89
Date: 26 Jan 93 23:15:21 GMT
Reply-To: allen@/home/anubis/allen
Organization: Network Systems Corporation

In article 26833@hubcap.clemson.edu, michaet@hubcap.clemson.edu (michael dale townsend) writes:
>shaikh@ee470.ee.mcgill.ca (SHAIKH/AMIR/MR) writes:
>
>>I was wondering...it's rumored that the Dodge Omni series has
>>starting trouble in winter...is this true???
>
>>It is also said that the 89 model of this doesn't have starting troubles...
>>can anybody confirm this??
>
>>late,r
>>Amir
>>shaikh@pooky.ee.mcgil.ca
>
>One more data point:
>My mom has an 89 Dodge Omni.  She has never complained about starting
>troubles, even in Winter.  However, she lives in South Carolina (near
>the coast), where it
>gets below freezing about 20 days out of the year at most.  The car is
>fuel injected, and she keep it in a carport with the front and left side
>of the car protected from wind.  I don't know if that is completely
>relevant or not, but I figured I'd tell you everything and let you draw
>your own conclusions.  It does burn a little bit of oil, though.
>Michael Townsend
>michaet@hubcap.clemson.edu
>

There is a Technical Service Bulletin, published in '87, which describes
a known cold weather starting problem.  The fix is to install a MAP sensor
external to the computer, near the intake manifold.  This presumably shortens
the vacuum line, and perhaps helps the vacuum line from freezing up.

My '85 (GLH - fuel injected/turbo) just this winter developed a starting
problem.  When the outside temperature first dropped below 20, the car would
start, but run ruffly, die if not idled at a high r.p.m., and exibit very
little power.  All of this I knew from experience could have been caused by a
vacuum leak.  However, the problem disappeared after about 7 minutes, after
the engine warmed up.  Sounded like ice build up somewhere.  Also, the dash
diagnostic flashed an error code 22, pneumatic MAP sensor failure.

I ended up bringing the car to the dealer, they installed the external
MAP sensor, but couldn't really check out the fix until the warm spell
ended.  Turned out that didn't fix the problem.  After another day in
the shop, one of the vacuum lines was frozen, presumably due to a cracked
line.

'89 Omni's could have had the external MAP sensor, but there are to say the
least, several possible problems that could lead to cold weather poor
starting.  Invoking Dodge's diagnostic message, by rapidly turning on the
starter to the accessory position 3 times, the Power Fail light will spit
out a sequence of diagnostic codes, which Dodge Service/Chilton guides 
will define. Reading your vehicle's error codes might help pin point a
problem too.  A 55 is an end of sequence, any other numbers may indicate
a problem (cars without a.c. will indicate a 33 first, at least my '85 does).
From: jyri+@CMU.EDU (Jyri Virkki)
Newsgroups: rec.autos
Subject: Re: Why is US engine technology so retrograde?
Date: 21 Jan 93 23:39:14 GMT
Article-I.D.: andrew.IfLw32G00ioW8Ns6J6
	<1993Jan20.022407.9567@en.ecn.purdue.edu>
Organization: Masters student, Information Networking Institute, Carnegie Mellon, Pittsburgh, PA


surge@en.ecn.purdue.edu (PhD-in-Training) writes:
> On a side note the ONLY thing bad about V-8 compared to small
> engines is the fuel usage.  Extra weight to some extent, but more
> power can make up for that most of the time 8-).  The big
> American engines have so much torque...its divine.  Now, some of
> you can whine about how you can rev up your buzzy 4 cylinder to
> 100,000 rpm and approach to torque of a V-8, but the 8 cylinder
> has all that power --N O W-- at 2000 rpm.  Not to mention
> smoothness.  The only drawback is when you have to pay for the fuel.

First, you're confusing terms there. A small engine won't 'approach
the torque of a V8' by revving higher; but it's power. Typically,
though not necessarily, V8's have a lot of torque at low revs and
their power peak just a little higher, and low, low redlines. While
smaller engines don't have that much torque down, but a lot of power
at high revs (since power=C*torque*rpm).

> Thus, there is no real excuse for all those gas guzzling turbo-charged
> 4 cylinders in performance cars.  Look at the Diamond Star turbo cars
> (Eclispe GSX, et. al.) They are heavy and thirsty and fast....so why put
> up with all the hassles of a turbo???  With an American V-8,
> they'd just as inefficient, fast, and lot more smooth.

Large, torqey (sp?) engines feel very different from small high
revving engines. You pick whichever you like the most. Me, I think big
engines are good for trucks and luxury cars, neither of which I have
any interest in. For sport[y|s] cars, like your example above, a large
engine would be disgusting. Large engines tend to be sluggish and low
revving, thus no fun at all on a sports car.

--
Jyri J. Virkki | DoD#561 | jyri+@cmu.edu | Carnegie Mellon University | MSINI
Newsgroups: rec.autos
From: tedebear@leland.Stanford.EDU (Theodore Chen)
Subject: Re: Worst Car Award
Organization: DSG, Stanford University, CA 94305, USA
Date: Tue, 26 Jan 93 19:37:55 GMT

In article <C1G4G3.113@news.cso.uiuc.edu> bsmg9810@uxa.cso.uiuc.edu (Bhaskar S.Manda) writes:
>Before we go overboard on this, recall that even the Eagle Premier
>has a drag coefficient that bests that of the Ford Taurus. 

as i recall, the previous generation of the taurus had a Cd of 0.32
or so.  i'd be very much surprised if the eagle premier had a better
Cd.  can you give us some numbers?

-teddy
From: lea00@hplvec.LVLD.HP.COM (Larry Akers)
Date: Wed, 27 Jan 1993 01:43:20 GMT
Subject: Re: Tail light LENSES: 3rd Party Source?
Organization: Hewlett-Packard Co., Loveland, CO
Newsgroups: rec.autos

    Try giving Glen's Ole Cars in Loveland, Colorado a call at 303-667-2232.
He has the most extensive collection of new and used taillight lenses that
I have ever seen.  It's kind of a hit and miss thing but he has been buying
them for over 40 years a end hhas lots.


LA...  LA...  LA...  LA...  LA...  LA...  Later,,,  Larry Akers...

Newsgroups: rec.autos.tech
From: ravalent@mothra.syr.EDU (Bob Valentine)
Subject: Re: Chevy small block ID???
Organization: Syracuse University, Syracuse, NY
Date: Fri, 22 Jan 93 22:42:20 EST

In article <exuptr.718.0@exu.ericsson.se> exuptr@exu.ericsson.se (Sunbird a la 400ci) writes:
[Chevy I.D. details deleted]
>I've got a Chevy small block that doesn't have this appendage.  Is there an
>alternate location for it?  Also, how can I tell I'm not really dealing with 
>a Pontiac?

    If you can't tell the difference between a Pontiac and a Chevy
motor, well.....
                      -->   Bob Valentine  <--  
                  --> ravalent@mailbox.syr.edu <--  

> -----------Visit the SOUNDING BOARD BBS 214-596-2915, a Wildcat! BBS--------
> ObQuotes:
> "Quick to judge, quick to anger, slow to understand..."
> "Ignorance and prejudice, and fear go hand-in-hand..."
>
>    Patrick Taylor, Ericsson Network Systems
>    exuptr@exu.ericsson.se                    "Don't let the .se fool you"
From: jcborkow@trident.usacs.rutgers.edu (Jason Borkowsky)
Newsgroups: rec.autos.tech
Subject: TH350 vs. TH400
Date: 22 Jan 93 17:43:11 GMT
Organization: Rutgers Univ., New Brunswick, N.J.



     I don't have much technical information to give you between
the TH350 and the TH400. Just a bit of friendly opinions and
advice.

     I recently got hold of a cheap, high mileage, blown head
'69 Chevelle (350 engine, TH350 trans) to re-build 'for fun'. Since
I had the time and a bit of money, I figured I'd do it right and
make it into a higher performance car. I re-built the engine,
increased the compression to 11:1, performance cam, etc. After I
finished the engine, I then started on the transmission. I was
going to get a new performance torque converter and rebuild the
TH350, but I thought maybe the TH400 would be a better idea for
the performance engine I now had. However, I ended up just rebuilding
and keeping the TH350 for the following reasons:

1. The engine was a 350 and the transmission was a 350, and it sounded
   like such a nice, matched pair :)

2. The TH350 actually holds more fluid than the TH400. (The TH350 is
   about 23.5 quarts and the TH400 was a bit under that). Therefore,
   the TH350 can take more heat.

3. After looking at diagrams of both, the 350 looked a lot easier to
   work on than the 400.

And the biggest reason I stuck with the 350 is this:

   When I was looking for a tranmission kit, I came across only one
for the 400, which was just a simple, standard rebuild kit. I found,
however, 4 or 5 for the 350, with different strength (and price)
ratings. There was the simple standard one, a heavy duty (trailer
pulling) one, a high performance one, and a very high performance one.
Differences in the kits were the material the sprags wer made out of
(don't wear as much and can take the heat better), cluth pad
thickness, bearing tolerances, and bushing strength. I ended up
getting the high performance one because it was only $60 more and I
didn't like the sound of standard and heavy-duty. As of yet, no
problems with the transmission. (Also, most torque converters are
also made specifically for the TH350, with just a few (with adapter
kits) for the TH400)). I know there's also a TH700 transmission,
but I haven't seen anything on it, though.

                                                 Jason
				   
Newsgroups: rec.autos.tech
From: jdrout@scott.skidmore.edu (JTD is lost)
Subject: Re: windshield wipers
Organization: Skidmore College, Saratoga Springs NY
Date: Mon, 25 Jan 1993 05:37:22 GMT

yuri@amath.washington.edu (Yuri Yulaev) writes:
> 	I need new wipers : my old ones too noisy and not very efficient
> during good rain.
> 	Yuri Yulaev
> 	6553, 38th ave NE
> 	Seattle, WA 98115
> 	h:(206)-524-9547, 524-2806

Is this post for real?  Maybe its his wish list.  I need a new set of
speakers for my Civic.;);>

Seriously, Yuri-
	What kind of wipers did you have?
	What kind of car?

		Jonathan

jdrout@scott.skidmore.edu
93 Civic Si!  Boy am I broke now!
Newsgroups: rec.autos.tech
From: ravalent@mothra.syr.EDU (Bob Valentine)
Subject: Re: High curb idle
Organization: Syracuse University, Syracuse, NY
Date: Tue, 26 Jan 93 21:26:03 EST

In article <kfN2Wxi00WBN03vEVO@andrew.cmu.edu> pt1e+@andrew.cmu.edu (Paul M Taylor) writes:
>80 Pinto 4cyl 4sp no computer.
   
   I didn't know they made a Pinto in 80.  Oh well, I'll take the bait.
>
>In a effort to make my Pinto run smooth I replaced the orig carb with a
>Rochester 2bbl from a v8 chevy.  

   Smallest chevy V-8 = 265 ci. (1955, I think)
   Pinto motor = ~100 ci.

     Gee, that chevy 2bbl sounds just a little  big.  Hmm, lets in too
much air and gas even with the throttle blades closed.   How did you
ever get this carb to mount to a Pinto?   Check the duct tape around
the base of the carb, holding it to the intake....

>The problem is that the engine seems to always be on high idle. 
>Double checked for vacuum leaks and that the throttle blades were not
>hanging up.  everything was fine.  curb idle screw is all the way out. 
>Nothing binding or hanging up.  When I let the clutch out with the brake
>on and bring down the idle it will stay down.  Coming to a stop normally
>and putting the clutch in results in the high idle again.  

    Ah! You have your solution.  Just adjust your clutch so it never
totally releases!  Voila! perfect idle speed adjustment.

Engine has
>101,000 with new cam, lifters, rockers and no work done on the
>head(pistons,rings,etc.  Anyone have any clues?

    Why?

>thanks, Paul

                      -->   Bob Valentine  <--  
                  --> ravalent@mailbox.syr.edu <--
From: jws@billy.mlb.semi.harris.com (James W. Swonger)
Newsgroups: rec.autos.tech
Subject: Re: HELP:  Can rear end noise be adjusted out?
Date: 26 Jan 93 14:45:21 GMT
Distribution: usa
Organization: Harris Semiconductor, Melbourne FL


 Since this seems to be a recurring problem which happens -after- the rear
end is installed in your vehicle, you need to look for the reason why the
rear ends do not last. The real adjustment you need may be elsewhere. One
possibility is a driveline misalignment. The angle of the driveshaft to the
transmission yoke and to the pinion shaft at the rear should be identical
to minimize the amount of radial motion and force generated in the U-joints
during rotation. Gross misalignment can hammer the bearings. Misalignment
can often result if a car's suspension geometry is changed significantly
from factory setup - like jacking the back way up - or if the axle has
been dislocated by severe service (occasionally happens on leaf spring
vehicles when the axle and perch move relative to the spring). 

 A bent or unbalanced driveshaft, worn U-joints and pinion shaft play also
may result in driveline vibration. 

 GM rear ends have a pinion adjusting nut hidden inside the pinion yoke.
This nut preloads tapered roller bearings inside the differential. If the
preload is lost, you get slop and whine. The adjusting nut may back off if 
there is excessive driveline vibration (see above).

 The tightening torque for the p nion adjusting nut is pretty low. The
preferred method for setting preload is actually to measure drag torque
with the rest of the guts not installed in the diff - not eminently
practical. For the case of external adjustment try to find a torque value
in a shop manual. You want snug, not dogged down tight. You could take the
wheels off the ground and tighten until you feel resistance to turning the 
the pinion yoke increase, then back off 1/4 turn.

 On older 10-bolts the pinion nut is 1-1/4". Application of a small amount
of thread lock compound may help keep the adjustment. The pinion nut, washer
and shaft are guaranteed to be pretty greasy though, and might want cleaning
before any thread lock will help. If you have been running for a long time
with pinion shaft play, you might want to replace the pinion seal and maybe
the nose bearing too. Both are removable from the front of the differential if
you take the yoke off.
-- 
##########################################################################
#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: drkerns@sony7.sdrc.com (sean kerns)
Newsgroups: rec.autos.tech
Subject: Oil pan for 429?!?
Date: 21 Jan 93 13:25:58 GMT
Organization: SDRC

HI:

I have a 1979 Ford F-250 4X4 that had a 429 in it when I got it, transplanted 
form a '68 Thunderbird. The engine was tired when I bought the truck, so I had it
rebuilt, and it runs fine, lots of power.

Here is the problem. The oil pan on this engine was not designed to clear the 
differential housing on the front axle (a Dana 44, offset to the Driver's side).
The pan already has a dent in it form the diff from where someone must have
hit something pretty hard while 4-Wheeling.

In effect, the pan now has a relief, I guess, but I don't like it this way. Is
there a different pan used in Ford trucks with the same family of engine (say, a
460) which takes this clearance problem into account. If so, what would I need to
effect the change (other than the pan, obviously). 

And is it doing my engine any damage to have this in the pan?

While we're at it, how 'bout an opinion. The transplanter used the Duraspark
ignition (I guess from the truck) on this engine. Is this okay, or should I be
thinking of converting to a points setup?

And does anybody know where I might get original type air cleaner, carb, etc for
this motor?

Thanks for your help.

Sean

sean.kerns@sdrc.com