HDTenEightyP/NetNews huggingface dataset:
From: LARRY@THEORY.PHYS.VIRGINIA.EDU (Larry Suddarth)
Subject: Re: overheating Ford Van
Organization: DEPT. OF PHYSICS, UNIVERSITY OF VIRGINIA
Date: Wed, 6 Jan 1993 16:10:40 GMT
X-News-Reader: VMS NEWS 1.23

In <bakc.266.726312452@giraffe.ru.ac.za> bakc@giraffe.ru.ac.za writes:

> >and the thermostat.  After putting everything back together, when heating up, 
> >the temperature gauge kept going up into the overheat region.  I discovered mix
> >coming from the overflow hose, so figured I would replace the radiator cover as
> >well. 
> 
> > After all this, the temp. gauge now goes up almost to the overheat
> >region when warming up, then slowly drops to midrange, then back up, etc.  
> 
> 	The above is a classic sign that the thermostat has been installed
> upside - down!!!
> 
> Keith


The t-stat is installed with the capsule and spring toward the engine block.> ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~



Larry T. Suddarth			larry@virginia.edu
University of Virginia			
Physics Department			I alone am responsible for the contents
McCormick Road				of my postings and mailings.
Charlottesville, VA 22901
(804)924-6784
Newsgroups: rec.autos.tech
Subject: Re: Oxygenated Gasoline and Low MPG
From: dave.williams@chaos.lrk.ar.us (Dave Williams) 
Date: 4 Jan 93 14:52:00 GMT
Reply-To: dave.williams@chaos.lrk.ar.us (Dave Williams) 
Distribution: world
Organization: The Courts of Chaos * 501-985-0059 * Public Access Usenet


-> on your engine?  Oh yea, this "Clean" gas was clear as water, but
-> here in Ontario, a jar of gas has a vivid yellow, while Michigan gas
-> has a reddish color to it.  Is there anything to this coloring?  Can
-> it be counteracted (ie what can make red colored gas look yellow?)

 Most gas is clear to start with, then dyed to distinguish grade.
145 octane aviation fuel used to be purple, for instance.  I don't know
what the colors are for others.

 Canada probably uses a different color scheme.  What with small
diameter pump nozzles and vapor recovery systems, you don't actually
*see* a lot of gasoline nowadays.
From: donald.wendel@yob.sccsi.com (Donald Wendel) 
Newsgroups: rec.autos.tech
Subject: Cannister's
Date: 4 Jan 93 11:21:00 GMT
Distribution: world
Organization: Ye Olde Bailey BBS - Houston, TX - 713-520-1569
Reply-To: donald.wendel@yob.sccsi.com (Donald Wendel) 

Hi,
    I can't reply via E-mail, so I'm posting back here. The vapor
    cannister can affect mixture(rich) because it recovers vapors from
    the gas tank as well as the carb. Since the cannister is hooked up
    to vacuum it can causem problems. If the cannister control valves
    leak then then vapors will be constantly drawn back into the engine
    and burned, mainly at idle when it ISNOT supposed too be. The other
    controls I'm refering to are the THERMAL VACUUM SWITCHES and
    possible solenoids that may be somewhere inline with hoses to the
    cannister...
    BTW, usually disconnecting the mixture controll features of a carb
    will result in the carb defaulting to a constantly full rich
    condition.
                                                         Don

 * SLMR 2.1a * I put spot remover on my dog....Spots gone!
                                              
----
+------------------------------------------------------------------------+
| Ye Olde Bailey BBS   713-520-1569 (V.32bis) 713-520-9566 (V.32bis)     |
|   Houston,Texas          yob.sccsi.com       Home of alt.cosuard       |
+------------------------------------------------------------------------+
From: rhaar@albert.cs.gmr.com (Bob Haar)
Newsgroups: rec.autos.tech
Subject: Re: GM ECM Serial Data
Date: 12 Jan 93 15:03:42 GMT
Reply-To: rhaar@albert.cs.gmr.com
Organization: G.M. Research Laboratories

In article 110193152033@big-geek.erenj.com, robrick@erenj.com (Bob Brickman) writes:
|>In article <93Jan11.103644pst.11561@alpha.xerox.com>,
|>Michel_Denber.WBST147@xerox.com wrote:
|>> 
|>> 	"I want to find a way to read data from in into a computer.  (So far I
|>> can
|>> only get a readout with p's and x's.)  I have modified the signal output
|>> voltage to match the required input by my computer.  Also, I have been
|>> able to determine that the data rate is 2400 baud (with aid from an
|>> oscilloscope)."
|>> 
|>> Bzzzt.  It's actually 8192 bits/sec.  (I'm assuming you have the "high-speed"
|>> P4 ECM.  The older C3 is 160 bits /sec.)  I've often wondered about the session
|>> where the GM engineers decided on these numbers.  What I wouldn't give for a
|>> few ounces of whatever it is they were smoking at the time.  I guess they're
|>> making progress though.  At least 8192 is a power of 2.
|>> 
|>> 	"Can someone tell me how many start bits, stop bits, and whatever the
|>> signal coming from the car has?"
|>> 
|>> They can, but they won't.  Give up.
|>> 
|>> 	"(Any other information on this signal would also be appreciated.)"
|>..... etc.
|>
|>    I saw a couple articles in September 1992 "Automotive Engineering"
|>which gave brief descriptions of the SAE J1850 and J2178 standards for the
|>serial communications network and message format. Perhaps these may be of
|>some relevance to you. They still don't describe how to interpret the
|>content of a message packet, but it may indicate how much of a job you have
|>ahead of you if you want to "roll your own".  Buying a package from Diacom
|>sounds pretty cheap by comparison.

The Recommended Practices [not "standards"] will not help for
todays cars. They will start to appear on some vehicles in '95
to meet California's OBD II regulations. J1850 describes the
low level protocol - wave forms, voltage levels, timing, message
framing, etc. J2178 defines some standard message formats and header
usage. But there will still be manufacturer specific portions 
that are not public knowledge. If you are interested in these,
the best source is the J documents themselves.

If there is enough interest, I can describe these protocols briefly,
as I am a member of the SAE Data Communications Committee that
is developing the protoocols. My involvment is in the protocol
being developed for real-time distributed control.

G.M. still considers most of the current communications protocols
to be proprietary. I have a number of internal documents, but am
not allowed to pass it on outside G.M. The Service Technology 
Group does make some of this information available to manufacturers
of service equipment, but not to the general public.


---
  	Robert Haar               InterNet : rhaar@gmr.com 
	Computer Science Dept., G.M. Research Laboratories
DISCLAIMER: Unless indicated otherwise, everything in this note is
personal opinion, not an official statement of General Motors Corp.
Newsgroups: rec.autos.tech
Subject: WOLF TATTOOS
From: dave.williams@chaos.lrk.ar.us (Dave Williams) 
Date: 4 Jan 93 14:46:00 GMT
Reply-To: dave.williams@chaos.lrk.ar.us (Dave Williams) 
Distribution: world
Organization: The Courts of Chaos * 501-985-0059 * Public Access Usenet

                                                                                                                                                                                                                                                                                                                                                                                                
Newsgroups: rec.autos.tech
From: mellum@skyler.mavd.honeywell.com
Subject: Re: AC Delco oil filters?
Organization: Honeywell Systems & Research Center
Distribution: usa
Date: Mon, 4 Jan 1993 18:06:44 GMT

In article <43559@gremlin.nrtc.northrop.com>, jslee@nrtc.nrtc.northrop.com (John Lee <jslee>) writes:
> 	PF40->PF47->PF51->PF52
Be careful on the PF51->PF52 usage. The PF52 has an anti-drainback valve while
the PF51 does not.

Ron

mellum@skyler.mavd.honeywell.com
Newsgroups: rec.autos.tech
From: alc@gdstech.GRUMMAN.COM (Al Chang)
Subject: Re: Carter Quadrajet?
Organization: Grumman Corporation
	<1993Jan10.170740.5731@nosc.mil>
Distribution: usa
Date: Mon, 11 Jan 1993 19:45:14 GMT

In article <1993Jan10.170740.5731@nosc.mil> koziarz@halibut.nosc.mil (Walter A. Koziarz) writes:

   In article <1993Jan09.033725.5851@eng.umd.edu> floyd@eng.umd.edu (Greg Butler) writes:

   >Is that a typo?  Everyone knows Quadrajets are (were) made by
   >Rochester, right?  That's what I thought until I picked one up
   >the other day that had written on the side:

   >     "MFD BY
   >      CARTER
   >      CARBURETOR

   yep, I've seen 'em, I know someone that's got on on a '72 Pontiac Bonneville
   with 455cid... yep, you *are* gonna have fun convincing parts-store counter-hlp
   that you're not halucinating... but don't give up, the correct parts are
   available, you just gotta look for 'em.


Are you sure its not a thermalquad(sp?)?? I think Carter made the
thermalquad in the 60's and 70's. I think my Chryslers with 440's and
383's had them.


Al


-- 
******************************************************************************
Al Chang (516)346-6757,  FAX: (516)575-0965, email: alc@calvin.grumman.com
Grumman Data Systems, 111 Stewart Avenue, MS D12/25, Bethpage, New York 11714
******************************************************************************
Newsgroups: rec.autos.tech
From: tclin@cs.ulowell.edu (Ta-Cheng Lin)
Subject: How to store a car for 6 months
Organization: University of Massachusetts at Lowell Computer Science
Date: Tue, 5 Jan 1993 23:15:16 GMT

  I want to store my car for 6 months because of leaving this country
temperarily. Someone told me that I have to disconnect the battery, or
the battery will be drained. Is there anything that I have to take care
of? Will the battery be still alive when I connect it back?


Any recommendation will be appreciated.
From: lee@hsh.com (Lee Havemann)
Newsgroups: rec.autos.tech
Subject: Re: Diagnostics
Date: 5 Jan 93 22:38:48 GMT
Organization: HSH Associates

In article <107200002@trsvax>, david@trsvax.tandy.com writes:
> 
> I hope this is appropriate subject for this group. I have an interest in 
> hearing from anyone whom has an opinion about the Snap-on scanner, part
> MT2591-2989 (Deluxe Scanner w/Fast-Track Troubleshooter System), $1,600.00.
> Failing that, does anyone have an opinion about the Snap-on 4 gas analyzer,
> part # MT3100A, $I can't count that high?
> And finally, the printer (serial/parallel) for the scope. Is there any 
> reason why any old S/P printer from some large international computer 
> company, wouldn't work?
> 
> 
> 
> 
>      Ya'll be good!                              DISCLAIMER:
> 						 Delete (USE YANK AND PUT)

A friend of mine is a Snap On dealer, and we had an opportunity to "test"
one on my car (82 Buick Century) that kept having the Check Engine light come 
on at idle. Hooked it up in a minute or two, retreived the codes, went into 
trouble shooting mode, and it came up with "check canister purge valve for
correct operation". That was the problem.....

Took about 5 minutes to fix it....

My $.02 worth...

-- 

 Lee Havemann, Comp Ops Dir.    HSH Associates      (201) 838-3330 
 Internet: lee@hsh.com    Compuserve: 70410,3507    AOL: HSH Assoc
 "Any opinions expressed are not necessarily those of anyone else, 
  including myself."                     
Newsgroups: rec.autos.tech
From: sml@plato.ds.boeing.com (Stuart Lewis)
Subject: Re: Soviet Air-cooled diesel engines
Organization: Boeing Defense & Space Group
Date: Thu, 7 Jan 1993 02:10:35 GMT

>I was just watching C-span today and they featured a
>soviet engine company on the Moscow Evening News.
>
>They produce air-cooled diesel engines that are claimed
>to out perform the liquid cooled variety and can operate
>at extremely high and low temperatures. Also, they are
>supposed to be cheaper.

Nothing magic about air-cooled diesels.  A diesel runs *much* cooler
than a gasoline fired motor as it is.  You can take a conventional
diesel, drain it, and idle it all day and not hurt it.

Cheaper to build?  You bet.  When you don't have to wrap a water
jacket around your block, you can save lots of money (material,
engineering & design, manufacturing...).

Outperform conventional (water cooled) diesels?  Probably, but not
by much.  You're not having to pump X gallons of coolant per minute,
so that horsepower can be used elsewhere.  Likewise regarding the
weight savings without the water jacket - that's a few hundred
pounds more payload able to be used eleswhere.

Extreme temperature performance?  Well, you'll see the performance
curve of the water cooled pass the air cooled at extremely high
temperatures.  However, unless the fuel tank and lines are
isolated and heated, you'll get no efficiency from either motor at
about 30 below.  The fuel will jell.

Stuart Lewis
sml@plato.ds.boeing.com
Newsgroups: rec.autos.tech
From: tstangle@wyvern.twuug.com (Tom Stangler)
Subject: Re: My Brakes Squeeeeek!
Organization: Wyvern Technologies
X-Newsreader: TIN [version 1.1 PL8]
Date: Sun, 10 Jan 1993 15:16:41 GMT

Mike Wagner (mjwagner@bsu-cs.bsu.edu) wrote:
: I own a 1981 Mazda RX-7 and have recently had the brakes replaced.  Ever
: since I have had the brakes replaced, 90% of the times that I stop, the
: brakes scream (enough to give me a headache!).  It wouldn't be so bad if
: it was a small squeak, but it is LOUD...  I have had it looked at x2 now
: and no-one has fixed it.  

Did you use factory pads, or an aftermarket pad? My experience has been
that some pads squeak more than others.
	Example...My Raybestos semi-metallic are quiet and relitivly dust
free and work fine for street use. My carbon-kevlar squeal and screech and 
are dusty-er, but stop like an anchor.. My generic Pep Boys pads dust all 
over, don't stop worth a darn, but are very quiet. My full metallic Ford
Motorsport pads, don't dust, Scream at me, and don't stop.
	I use the carbon kevlar ones now all the time.

tom stangler
tstangle@wyvern.twuug.com
Newsgroups: rec.autos.tech
From: Carr-C10973@email.comm.mot.com (Eric Carr)
Subject: Re: Gas-resistant adhesive
Organization: Motorola LMPS Engineering
Date: Sat, 9 Jan 1993 13:17:28 GMT
Followup-To: rec.autos.tech

In article <1993Jan7.174711.12606@infonode.ingr.com>,
jjolly@jjolly.b24a.ingr.com (Jack G. Jolly) wrote:
> 
> I bought a locking gas cap for my '72 vette  a while back.  On the underside
> it has a rubber gasket which came off within about 3 weeks.  I tried to stick
> it back on with a variety of adhesives w/o luck - any suggestions for a "rubber
> to metal" adhesive that can withstand gas vapors??


Try silicon glue.  Once that stuff cures, it is very resistant to being
dissolved by petroleum (or just about anything else).
From: sheriffp@Software.Mitel.COM (Peter Sheriff)
Newsgroups: rec.autos.tech
Subject: Re: Dodge 2.2L starting/electrical problem
Date: 5 Jan 93 15:08:36 GMT
Organization: Mitel. Kanata (Ontario). Canada.


     Can you tell if the lights etc. go out because of an open circuit or
from extreme current drain? If there is some sort of fault in your starter
that is causing excessive current drain it may cause your electrical system
to die though I would think that you would also get some smoke within a very
short time.
     Have you checked the battery connections and those on the starter? If
they are loose or corroded it could cause an intermittent problem like this.
Check engine ground straps while you are at it. I have seen burned out
throttle cables because an engine ground strap broke off. I don't think that
the starter solenoid is bad because this probably wouldn't cause the rest
of the electrical system to die. The battery could be on it's way out but
I really can't see why it would reset after you disconnected it.
     I have worked on some Ford starters with non-integral solenoids where
there is a coil in the starter that pulls the starter into engagement and 
is held in place via some sort of hold circuit. I wonder if Chryslers have
such a mechanism in their starters and if so, could the hold circuit be
holding when it shouldn't? Just a thought. It is a long time since I owned
these cars so my memories may be dim.

                                  Pete
Newsgroups: rec.autos.tech
From: bob1@cos.com (Bob Blackshaw)
Subject: Re: 90/130W H4 QI headlight bulbs wanted
Organization: Corporation for Open Systems
Distribution: na 
Date: Mon, 11 Jan 1993 21:07:15 GMT

In <9301091404.AA23351@heartland.bradley.edu> tquinn@heartland.bradley.edu (Terry Quinn) writes:



>Dan Hepner says . . . 
> 
>> The first goal of driving is to stay alive.  Other than driving 
>> crazy yourself, the most significant thing you can do to raise your
>> chance of dying on the highway is to drive among people who
>> are mad at you.
>> 
>> This applies to all of left lane blockers, people with bright
>> lights, motorcycles who run their brights during the day, and
>          ^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^
>> tailgaters.  Maximizing the chance of being killed because a mad 
>> redneck did something stupid in your vicinity just doesn't
>> seem, well, the goal.
> 
> 
>In Illinois, it is the law that motorcyclists must run their 
>headlights during the day.  But assuming that you are just 
>referring to hi-beam vs low-beam, why does this bother you during 
>daylight?  I've never found headlight beams to be annoying during 
>the day, and I think motorcyclists should run with high-beams on 
>in daylight (they need every chance they can get to be seen by 
>"blind" 4-wheelers).

When my son had a Honda Nighthawk he gave me this same answer. After
watching how 4-wheel drivers behave toward bike drivers, I had to
agree with him. He finally sold the bike after it was fixed up.
The reason why it needed fixing was because some driver ran
straight at him while he was entering a mall, just as if he and
the bike did not exist. He just laid it down and got the hell
out of the idiot's way on foot, since there was nowhere to put
him and the bike too. No, my complaints earlier were not directed
at cyclists.

>--
>                                    Terry Quinn
>                                     Germantown Hills, IL
>                                      tquinn@heartland.bradley.edu
>from Compuserve . . .                  >INTERNET: tquinn@heartland.bradley.edu

REB
From: Larry.Mc.Donald@ofa123.fidonet.org
Newsgroups: rec.autos.tech
Subject: Re: sugar in gas?
Date: 4 Jan 93 17:55:08 GMT
X-Sender: newtout 0.06 Jan  3 1993


 ah335@cleveland.Freenet.Edu 
   (Richard Banks)
 
 > In a previous article, sherod@newton.Colorado.EDU (Scott Herod) says:

 >>I was wondering if there is some way to test for sugar/honey in the fuel 
 >>tank.  It's a long story involving a dog, a stereo, and the phone company
 >>but I am afraid I may now have some strange substances in the fuel

 > I'm sure I'm not the only one who wants to hear about this one.
 > If it's nothing to private please post the story to talk.bizarre.

   Please tell me if I'm wrong, but the impression I got after 
taking the chem class that all mech engineering students have to 
take is that sugar doesn't dissolve in gasoline.  I even tried it 
at home and the sugar just sat at the bottom of the beaker.

   

... Larry.Mc.Donald, N6ZMB, Fullerton, California!  <cough, cough>
___ Blue Wave/QWK v2.10

--- Maximus 2.01wb
Newsgroups: rec.autos.tech
From: bsmg9810@uxa.cso.uiuc.edu (Bhaskar S.Manda)
Subject: Bad oxy sensor ? Oxygenated fuel ?
Organization: University of Illinois at Urbana
Date: Thu, 7 Jan 1993 21:46:45 GMT

I'm getting around 20 mpg with a 2.0L 4 cyl (97 bhp)
engine, which I think is on the lower side. The fuel
is 10% ethanol blend 87 octane.
i.  Is the fuel responsible for the low mpg ?
ii. From reading r.a.c, I gather the electric thing
on the exhaust manifold is the oxygen sensor. Can a
bad oxy sensor or a bad connection to it cause bad mpg
(by making the mixture richer than required, perhaps?)?

Thanks for any help,
Bhaskar
From: boutzev@lcaohp2.epfl.ch (Lubomir Boutzev)
Newsgroups: rec.autos.tech
Subject: Re: Soviet Air-cooled diesel engines
Date: 8 Jan 93 09:43:44 GMT
Reply-To: boutzev@lcaohp1.epfl.ch
Organization: AI crazed sickos.

Last year I've seen a HUMMER (hmve or similar) belonging to some american troops
in Germany.
This type of vehicle really turns me on and I tried to get some info on it.
I've found out that it has an air-cooled diesel engine. 

Besides this stationnary (generators, compressors e.t.c.) russian diesel
engines do have a great reputation for durability according to some
friends who used to work at minning sites.
The same people say that lightweight russian dieselos have a very poor
power/weight ratios, i.e. not suitable for light car or truck applications.
L.B.
Newsgroups: rec.autos.tech
From: iainw@bnr.ca (Iain Woolf)
Subject: Re: cleaning solvents
Organization: BNR Europe Ltd, Maidenhead, UK
Date: Wed, 6 Jan 1993 10:27:02 GMT

In article <1993Jan5.190121.6450@Happy-Man.com> Joshua_Putnam@happy-man.com
writes:
>In <4277.88.uupcb@chaos.lrk.ar.us> dave.williams@chaos.lrk.ar.us (Dave
>Williams)  writes:
>
>> In all of the places I've worked, the solvent tanks had big steel lids
>>that LATCHED open so they wouldn't get bumped and fall shut, which could
>>cause Excedrin Headache #41, assuming your brains didn't just squeeze
>>out into the solvent.
>
>This is a good idea, and most good tanks I've seen combine this
>with fire protection by putting a piece of low-melting-point
>metal in the latch mechanism -- just like the trigger on a fire
>sprinkler.  If your head's still in the way by the time the link
>melts, getting hit with the lid is the least of your worries.

Hmm, the mental picture of someone with their head low enough in a tank to
get hit by the closing lid seems to suggest solvent abuse. If you've been
in that position for a while, I'm not sure you would even feel the bump!

                                     \
                       ----,          \
                      |---------       \
                       |     )          \
                       ,    -o           \
                     /        ,-.         \
                    /      +-. _- ---------+
                   |  |  | |/ ',           |
                  |   |  | /  /            |
                 |    |  |/  /  \  /       |
                 |     \    /    \/        |
                        `--'     /\        |
                           |    /  \       |
                           |               |
                           =================


Cheers,

          Iain.
-- 

 Iain Woolf,                      | My opinions are just that - MINE!
 BNR Europe Ltd, Maidenhead, UK   |
 (0628) 794537 ||  esn 590-4537   | iainw@bnr.ca
Newsgroups: rec.autos.tech
From: dannyb@panix.com (Daniel Burstein)
Subject: Re: Soviet Air-cooled diesel engines
Date: Tue, 5 Jan 1993 07:19:45 GMT
Organization: Panix, NYC

In <1993Jan4.233442.7561@wixer.cactus.org> will@wixer.cactus.org (Bill Staniewicz) writes:

>I was just watching C-span today and they featured a
>soviet engine company on the Moscow Evening News.

>They produce air-cooled diesel engines that are claimed
>to out perform the liquid cooled variety and can operate
>at extremely high and low temperatures. Also, they are
>supposed to be cheaper.

>Did anyone see this program and have any comments to these
>claims? Also, would anyone know the name of this company
>and some information about the engines?

>-- 
>Bill
>will@wixer.cactus.org

it is -plausable-, inasmuch as diesals, when idling, use a lot less fuel
than gasoline engines, and thus ahve to get rid of less heat.  at highway
speeds, of course, you don't need cooling since the air is rushing by at a
high rate.

those of us getting a bit long in years remember the air cooled volkswagon
beetles (and hippie wagons, but that's another story).

so, my opinion: possible, plausable, but check it out further before
believing it.