HDTenEightyP/NetNews huggingface dataset:
From: brad@buck.viewlogic.com (Bradford Kellogg)
Subject: Re: Where to find Haynes manuals?
Originator: brad@buck
Keywords: haynes
Organization: Viewlogic Systems, Inc.
Date: Tue, 29 Sep 1992 23:30:02 GMT


In article <1992Sep28.141737.24362@hubcap.clemson.edu>, jayc@hubcap.clemson.edu (Jay Crawford) writes:
|> I'd like to order a Haynes (sp?) manual for a '92 Saab (I suspect I won't be   
|> able to get a manual for a '92, but the latest edition for Saab will do.).  Does
|> anyone know if I can get them via mail order?  Thanks!                        
|> 

J.C. Whitney sells them at a very cheap price which ends up not so cheap
when you add shipping. But it's still a reasonable price. Call 312-431-6129 
for information, or 312-431-6111 to place an order. Or write to them at:

1917-19 Archer Avenue
P.O. Box 8410
Chicago, IL 60680
Newsgroups: rec.autos.tech
Subject: Re: DOHC on a V8 possible?
From: dave.williams@chaos.lrk.ar.us (Dave Williams) 
Date: 1 Oct 92 23:55:00 GMT
Reply-To: dave.williams@chaos.lrk.ar.us (Dave Williams) 
Distribution: world
Organization: The Courts of Chaos * 501-985-0059 * Public Access Usenet



-> Try getting some decent revs outta that old 60's design pushrod
-> engine,

 Let's see... Ford and Chevy both rated 302-inch engines to 7500, and
they both had big blocks with power curves going over 7000.  Is that
"decent revs?"

 Modified '50s and '60s style engines on oval tracks run around 10,000,
and some drag engines hit 11,000.  Not bad.

 Honda also went to pushrods - over a foot long - in their CX500
motorcycle engine.  The CX' redline was 11,500.
          
Xref: sparky rec.autos.tech:13166 rec.autos:22830
From: jayc@hubcap.clemson.edu (Jay Crawford)
Newsgroups: rec.autos.tech,rec.autos
Subject: Where to find Haynes manuals?
Keywords: haynes
Date: 28 Sep 92 14:17:37 GMT
Organization: Clemson University

I'd like to order a Haynes (sp?) manual for a '92 Saab (I suspect I won't be   
able to get a manual for a '92, but the latest edition for Saab will do.).  Does
anyone know if I can get them via mail order?  Thanks!                        

-- 
Jay Crawford          
jayc@hubcap.clemson.edu
Newsgroups: rec.autos.tech
Subject: Re: DOHC on a V8 possible?
From: dave.williams@chaos.lrk.ar.us (Dave Williams) 
Date: 24 Sep 92 18:18:00 GMT
Reply-To: dave.williams@chaos.lrk.ar.us (Dave Williams) 
Distribution: world
Organization: The Courts of Chaos * 501-985-0059 * Public Access Usenet


-> Batten, Inc. , makes a set of dual-overhead cam cylinder heads that
-> retrofit to small-block Chevrolets, as well as a set for big block.
-> So, any motorhead out there with the bucks can have his own DOHC
-> American-made V8.

 Arao and Barnes also make DOHC conversions, as did (some years ago)
Crane and Mickey Thompson Enterprises.  There were the DOHC Ford Indy
302s which unfortunately were rare and were bought out by AJ Foyt for
his Coyotes, and the enormous 427 Ford SOHC, which was sold as a
crate motor back in the '60s.  At least one 427 Cobra was ordered
with the Cammer, so it is arguably a "production" motor.  And for
180-degree fans, the Crower flat-8 with two Cosworth Vega heads.

 Frankly, I liked the pushrod Weslake-Chevy and Gurney Eagle heads
better.
From: bense@oasys.dt.navy.mil (Ron Bense)
Newsgroups: rec.autos.tech
Subject: Re: Platinum Plugs
Date: 1 Oct 92 19:57:57 GMT
Reply-To: bense@oasys.dt.navy.mil (Ronald Bense)
Organization: Carderock Division, NSWC, Bethesda, MD

In rec.autos.tech, walkerr@yaya.WPI.EDU (Robert A Walker) writes:
>>What are the advantages of platinum plugs over the standard spark plugs?

>in there for 20 years.  But since platinum plugs cost 2 to 3 times
>as much they gotta be better.

Platinum plugs are capable of higher temperatures, and spark hotter.
They are sometimes designed for specific engines and control systems.
(That's right, I tried Bosch Platinums in my Toyota Turbo 2.0, and they
were burnt out in less than 15k, giving me all sorts of running problems.
Went back to Toyota Platinums, at $9.50 a piece, with the much wider
platinum tip, and voila, the engine ran fine again. Yes, I gapped them
corectly.) Platinum plugs are generally (as far as I know) only used/
recommended for high compression or turbo/super charged engines.

Ron                          Think about this one (seen on a bumper sticker):
			     The road to hell is bumper-to-bumper
			     Make a U-turn to God.
The irony is priceless.
Newsgroups: rec.autos.tech
From: seeree@neptune.ral.rpi.edu (Sanjeev Seereeram)
Subject: Re: Thermostat in '90 Tercel
Organization: Rensselaer Polytechnic Institute, Troy, NY
Date: Wed, 30 Sep 1992 02:16:21 GMT



Ancient Chinese saying ---

  "If it ain't broke, don't fix it"

I don't think you have anything to worry about. Modern
motors are pretty sturdy. Toyota's tend to be pretty
understressed in the mainstream cars, so they can tolerate
quite a bit.

Sanjeev (happy owner of a Tercel at 118,000 miles and going strong)


From: leonglaw@hpsgm2.sgp.hp.com (Lawrence LEONG)
Date: Fri, 2 Oct 1992 10:53:59 GMT
Subject: Re: PTFE (Teflon) Additives
Organization: HP Singapore
Newsgroups: rec.autos.tech

In rec.autos.tech, dave.williams@chaos.lrk.ar.us (Dave Williams) writes:

|
|-> What is the general informed attitude towards Teflon (A registered
|
| Since this seems to be a near-daily question in its various guises, I'd
|like to propose a new subgroup under rec.autos:
|
|                        rec.autos.additives
|
| Where people can discuss, flame, and debunk Teflon, Slick 50, Break
|Free, STP, and whatever else ad nauseum.
|
|
| Consideration might also be given to those popular questions such as
|"Where do I find the oil drain plug on my 1992 Probe?" and  "I need to
|rewire my 1966 Chevelle and I'm too cheap to buy a shop manual.  Please
|post a complete wiring diagram in PCX format.  I don't normally read
						^^^^^^^^^^^^^^^^^^^^^
|this group, so send it be email."  Thus:
^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^
|
|                        rec.autos.newbies
|
|
|=======================================================================
|can you help me...help me get out of this place?...slow sedation...
|ain't my style, ain't my pace...giving me a number...NINE, SEVEN, EIGHT
|(Nazareth)               XJ900 TURBO at 15psi          DoD# 978  KotFAQ
|=======================================================================
|                                        

I'd suggest another group for these...

			 rec.autos.please.ignore

lawrence
Newsgroups: rec.autos.tech
Newsgroups: rec.autos.tech
Subject: Re: *** Design Logic Faults ***
From: dave.williams@chaos.lrk.ar.us (Dave Williams) 
Date: 3 Oct 92 10:13:00 GMT
Reply-To: dave.williams@chaos.lrk.ar.us (Dave Williams) 
Distribution: world
Organization: The Courts of Chaos * 501-985-0059 * Public Access Usenet


-> No turbo?  No nitrous?  No wings?  Get outa here!


 No big block?  No four speed?  Tires not even a full foot wide?


You're just a poser then...
From: walkerr@yaya.WPI.EDU (Robert A Walker)
Newsgroups: rec.autos.tech
Subject: Re: Platinum Plugs
Date: 30 Sep 1992 19:15:15 GMT
Organization: Worcester Polytechnic Institute
NNTP-Posting-Host: yaya.wpi.edu

>What are the advantages of platinum plugs over the standard spark plugs?

I have no idea, but I bought some for my Ford Bronco, cuz they were on sale
and when i ended up with a oil pan full of water, i started dimantling
my engine.  What i found was that it seemed like the spark on the
plugs was somehow uneven.

----------\
            \
              >    |
            /      |
----------/--------+
             /\
             they were only brown on one side like here but not 
way up there on the other side.  Who knows, maybe it was my car
it had new cap rotor and wires also and in 2 thou miles my cap 
and rotor were completely burnt.  They looked like they had been 
in there for 20 years.  But since platinum plugs cost 2 to 3 times
as much they gotta be better.
From: gt5584e@prism.gatech.EDU (Edward Deering Boykin)
Newsgroups: rec.autos.tech
Subject: 73 Mustang and new 302
Date: 28 Sep 92 03:14:55 GMT
Organization: Georgia Institute of Technology

Hello,
This is my first post ot this group. I don't even know if this is the right
place to ask these questions.....

I own a 1973 Mustang Grande. It has a 351 Clevelnd engine, FMX transmission
 and a 9 inch read end. Both the engine and t5ranny have about had it.
I have a friend who wrecked his 1991 Mustang GT and due to the idiot lack of
fill coverage insurnce, he now own a wrecked piec of jusnk.(Drunk driver nailed it
hile he had it parked at a movie theatre)
Any way the engine and transimission in that car are still perfect. He has offerd
to sell it to me for (engine and trans) for 750.00. My question is..
Can the 302 gt motor fir in my car with only a change of mounts and hoes routing? Can I get the 5 speed in also with only medium diffivculty?
How will the drive shaft fit. I know I will robably have to change the output shaft
but will I have to shorten or lengthen it?
Am I completely nuts and out of my skul?
REccommendation appreciated.

Edward D. Boykin                    Student, User Assistant, Soldier |\  /|
gt5584e@prism.gatech.edu            Georgia Institute of Technology   'o.O`
           or                       Woodruff rm 509b                 =(___)=
ccasted@prism.gatech.edu            phone/fax (404) 676-9122            U
From: rodder@ccwf.cc.utexas.edu (Jon D. Rodder)
Newsgroups: rec.autos.tech
Subject: Re: OIL: SYNTH -> NATURAL
Date: 29 Sep 92 19:18:08 GMT
Distribution: usa
Organization: The University of Texas at Austin, Austin TX

In article <Bv47q6.96F@cmptrc.lonestar.org> neal@cmptrc.lonestar.org (Neal Howard) writes:
>In article <663@dwp.la.ca.us> tim@dwp.la.ca.us (Tim Mortensen) writes:
>>Just got to ride in a co-workers new bat-outta-hell RX-7 and noticed in the
>>owners manual that it specifically says to use mineral oil ONLY.  Couldn't
>
>Yup, synth oil is too slippery for the apex seals on the rotor tips and
>compression may suffer, power output will suffer. Tried it in my sister's
>1980 RX-7 (Mobil-1) and it ran like a dog. Put plain old Q-state back in it
>and it ran like it was supposed to. Didn't have the owners manual for this
>old car and I doubt that it even mentioned anything against synthetic oils
>since it was 12 years ago. It probably would be a good idea to not use any
>"engine treatment" additives (i.e. S-50 and clones) in a rotary engine
>either. Her old RX-7 had a weird tank that was to be kept full of pure
>ethylene glycol antifreeze that didn't appear to be connected directly to
>the engines's colling system and the level in it dropped extremely 
>gradually over a long time. Anybody out there know what the heck it was for?
>< email: neal@cmptrc.lonestar.org     | DoD # 686                     >

Hmm, thats a new one...  I've been using Mobil 1 in my 82 Rx-7 engine
for 20,000 miles with no noticeable difference in performance.
I even know people who've used slick-50 with no detrimental results.
I believe the reason that they reccomend against synthetic oils has
something to do with the way the synthetic burns, and possibly caused
increase HC emissions or damaged the exhaust catalyst.  Anyway, the
primary purpose of oil injection in wankels is lubrication of the
side seals, and I fail to see how a synthetic oil could adversely affect
the operation of any of the rotors seals.  Actually, there might be
some bad interaction between synth oil and the rotor oil seal O-rings,
but I don't really know.  As a side note, for racing engines that do not
utilize a metering oil pump system (hence requiring premixing of
oil with the fuel), Racing Beat warns specifically AGAINST using
MINERAL based oils, becuase they have a tendancy to seperate from the
fuel in the tank.
 
The little antifreeze resevoir on the firewall is "sub-zero assist
fluid".  Bascially, when it gets far enough below freezing, pure
antifreeze is injected into the carb during starting to prevent
carb freezeup.  I've never lived anywhere cold enough that I ever
saw it actually do anything.  I removed it when I put the Holley
kit on my current Rx-7.

-- 
Jon D. Rodder
rodder@ccwf.cc.utexas.edu

67 Camaro RS - 350/4spd
79 Rx-7 - 12A/Holley 4bbl
89 Jeep Wrangler - 258/PIECE OF JUNK!
Newsgroups: rec.autos.tech
From: christos@wucs1.wustl.edu (Christos Papadopoulos)
Subject: Re: platinum plugs
Organization: Washington University, St. Louis MO
Distribution: usa
Date: Tue, 6 Oct 1992 04:52:26 GMT

In article <1992Oct5.171330.19569@porthos.cc.bellcore.com> dje@sword.bellcore.com (Don Eilenberger) writes:
>Jim - on the Bosch plugs - the electrode does NOT protrude from the
>ceramic center.. it is part of it, and flush with the ceramic. If
>you had problems with them, my guesses are:
>
>1. Something else wrong with the engine...
>2. You got the wrong heat-range on the Bosches..
>
>I've run them with great luck on a variety of Japanese engines..
>mostly Toyota Supra's (regular and turbo variety) - and typically
>haven't had ANY problems with milage in excess of 50,000 miles.
>
>The autolite and champion plugs do have protruding electrodes
>(the center one) - so they do LOOK different. Haven't really
>had any experience with them.
>
>Since I think the topic of this post was originally why platnium?
>I'll put in my 2 cents worth:
>
>1. They last MUCH longer
>2. Some car manufacturer's call for them on certain engines
>(Toyota on Supra engines)
>3. They don't cost much more than regular plugs now (Bosch often
>on sale at PepBoys or R&S or KMart for $1.99 a plug).
>
>Don Eilenberger (dje@sword.bellcore.com)

	I agree completely. I had very good experience from Bosch Platinums in my Jetta.
And as far as the argument that Platinums are good for high compression engines, mine
runs at 8.5:1. In the beggining I used to take them out to try to clean them, but
I dicovered that there was nothing to clean! The never got dirty partly due to the
very tiny electrode area. In my car thay work like a charm!

Christos.
From: farber@triumph.Princeton.EDU (Henry S. Farber)
Newsgroups: rec.autos.tech
Subject: Re: Speedo and tach in '73 BMW 2002
Date: 29 Sep 92 23:16:14 GMT
Article-I.D.: Princeto.1992Sep29.231614.26891
Organization: Princeton University
Originator: news@nimaster

(Sorry I don't know how to include original post)

The question was what type of tach and speedo on a 73 BMW 2002.  My 73
tii has an electronic tach and a mechanical speedometer.  Yes, they are
independent systems.  Thus, there is no good reason for both to be of
the same type.  Electronic tachs were quite common beginning in the late
1960's (maybe earlier).  My brother's 69 2002 has one.  I believe the
reason for an electronic tach is that the ignition system provides a
ready pulse that can be counted by an electronic device.  However, the
output of the transmission (driveshaft, etc.) proivides no such
"natural" signal.  Thus, mechanical speedometers continue(d).

Hank Farber
Newsgroups: rec.autos.tech
From: jws@billy.mlb.semi.harris.com (James W. Swonger)
Subject: Re: Carb questions
Date: Mon, 28 Sep 1992 20:21:02 GMT
Organization: Harris Semiconductor, Melbourne FL
Keywords: junkyards, prices

 I find the $500 price for a Holley 2BBL to be somewhat inflated, given
that their top-of-the-line performance 4BBLs go for about $400, the cheapies
half that. Hmm, maybe you need a 4BBL, yeah, that's the ticket, a 4BBL :)

 Seriously, if you made it neither better nor worse by "rebuilding" it
(level of messing-with unspecified), we can assume for the moment that
either the problem was not in the carb or the carb's problem was in some
part untouched.

 Try checking for vacuum leaks. The engine will be most sensitive to a
vacuum leak at idle. Try disconnecting the vacuum lines and plugging off the
vacuum ports with the engine running and see if things change. You may find
an already-disconnected or cracked vacuum line, or trace down a component
with an internal leak. One at a time is a good idea so it goes back together
without too much head-scratching. The vacuum line to the distributor -will-
make a difference when pulled, or should. You can test for a line's ability
to hold vacuum by sucking it down and putting your finger over the end. If
it lets go there's a leak. Might want to clean it up before you try it.

 Hopefully the other simple things, like fresh plugs and air filter and
PCV valve, etc. have already been taken care of. If not, wouldn't hurt.
-- 
##########################################################################
#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!#
Newsgroups: rec.autos.tech
From: fs@cs.tulane.edu (Frank Silbermann)
Subject: Re: Mixing Synthetic & Mineral
Nntp-Posting-Host-[nntpd-21969]: caesar
Organization: Computer Science Dept., Tulane Univ., New Orleans, LA
Date: Fri, 2 Oct 1992 18:10:50 GMT


>> My manual recommends 5W30 oil, but accepts 10W30 or straight 30 weight.
>> I'd like to use some Castrol Synthetic, but that's 5W50.
>>
>> If I mixed 2qt 5W50 Synthetic with 2 qt straight 10 weight,
>> would the mixture be 7.5W30 and suitable for my engine?

<43370009@hpspkla.spk.hp.com> borowski@hpspkla.spk.hp.com
Don T. Borowski:
>	There is no reason why you can use just straight 5W50 synthetic.
>	Given its 5W50 rating, it should have viscosity properites equal
>	to or better then 5W30, 10W30, or staight 30 weight.

For extended highway driving, wouldn't the viscosity be too thick
(50 rather than 30)?

After all, the manual _could_ have recommended 10W40, but it didn't.

		fs@cs.tulane.edu
Newsgroups: rec.autos.tech
From: kevin@nuchat.sccsi.com (Kevin Brown)
Subject: Re: DOHC on a V8 possible?
Organization: I can't see any in the immediate vicinity...
Date: Fri, 2 Oct 1992 01:54:22 GMT

In article <ck0XRB1w165w@hale.cts.com> vreality@hale.cts.com (Vreality) writes:

[...]

>We were discussing V8's. Ford currently plans to put 
>the same pushrod V8 into the 1995 Mustang. 

That will be only one of the options.  The 5.0 will go into the base
Mustang (actually, I don't know if they'll put a 4 or 6 in as the base,
but the 5.0 will be one of the low-cost options, if not the base).

The high-performance option will be the 4.6 liter "Modular" V-8, with both
2 and 4 valve configurations available.  Both are overhead-cam designs.

>I suppose it will still have 
>that same 60's live axle too?!?

Don't know, but I expect so.


-- 
Kevin Brown					kevin@nuchat.sccsi.com
This is your .signature virus: < begin 644 .signature (9V]T8VAA(0K0z end >
	    This is your .signature virus on drugs: <>
			Any questions?
Newsgroups: rec.autos.tech
Subject: PTFE (Teflon) Additives
From: dave.williams@chaos.lrk.ar.us (Dave Williams) 
Date: 28 Sep 92 08:29:00 GMT
Reply-To: dave.williams@chaos.lrk.ar.us (Dave Williams) 
Distribution: world
Organization: The Courts of Chaos * 501-985-0059 * Public Access Usenet


-> What is the general informed attitude towards Teflon (A registered

 Since this seems to be a near-daily question in its various guises, I'd
like to propose a new subgroup under rec.autos:

                        rec.autos.additives

 Where people can discuss, flame, and debunk Teflon, Slick 50, Break
Free, STP, and whatever else ad nauseum.


 Consideration might also be given to those popular questions such as
"Where do I find the oil drain plug on my 1992 Probe?" and  "I need to
rewire my 1966 Chevelle and I'm too cheap to buy a shop manual.  Please
post a complete wiring diagram in PCX format.  I don't normally read
this group, so send it be email."  Thus:

                        rec.autos.newbies


=======================================================================
can you help me...help me get out of this place?...slow sedation...
ain't my style, ain't my pace...giving me a number...NINE, SEVEN, EIGHT
(Nazareth)               XJ900 TURBO at 15psi          DoD# 978  KotFAQ
=======================================================================
                                            
Newsgroups: rec.autos.tech
From: mrein3@CFSMO.Honeywell.COM (Matt Rein #3)
Subject: Chevy 454's
To: rec.autos.tech
Posted-Date: Fri, 2 Oct 92 07: 13:21 cdt
Organization: Honeywell Systems & Research Center
Date: Fri, 2 Oct 1992 12:13:21 GMT
Received-Date: Fri, 2 Oct 92 07: 13:27 CDT


>
>   Does anyone out there in net-land know what the "normal" output of the Chevy 
>454 is?  And while I am one the subject any information on the available street 
>power that one may expect to reliably extract from this engine.  (Gee hope that 
>this isn't a FAQ ... oh well).
>              Thanks! 
>

     In 1970 an LS6 454 in a Chevelle SS had 475 stock hp.  I wouldn't say
that is normal but I would say you could reliably extract the same number
from one.  "Normal" 454's back then had 350 hp or so.
     These guys are very thirsty, though.  Unless you are going to build a
fire-breathing dragon I'd go with a small block 350 and build it up instead.
The parts will be cheaper and easier to come by.  1972 and older
high-performance 350's with 4-bolt mains had about 325 hp.

                                       _                
  Matt Rein                           / )/              / /
  CFS/MO                             /  /_  _       _  / / _
  Coon Rapids, MN                   (__/ /_(/_|\_|_(/_/_/_(/__ BY CHEVROLET
From: awds_ltd@uhura.cc.rochester.edu (ClarkKent)
Newsgroups: rec.autos
Subject: Mobil 1
Date: 2 Oct 92 20:51:16 GMT
Distribution: na
Organization: University of Rochester - Rochester, New York

Well, I'm off to Maine for a couple of days.  I just had my oil changed
first time with synthetic(mobile 1).  Anyway, if there are any differences
I'll post.  BTW, the vehicle is a 1988 Thunderbird Turbo Coupe with 75k miles.
Wish me luck with the gods of speed regulation!

	Adam Edwards
awds_ltd@uhura.cc.rochester.edu
From: rhorwell@crab.etwork-a (Roland Faragher-Horwell,crab)
Newsgroups: rec.autos
Subject: Jeep mailing list?
Keywords: Jeep
Date: 1 Oct 92 16:03:46 GMT
Reply-To: rhorwell@crab.etwork-a
Distribution: na
Organization: Sun Microsystems

Is there a Jeep mailing list?

Roland 
rhorwell@atc.boeing.com
Newsgroups: rec.autos
From: eliot@lanmola.engr.washington.edu (eliot)
Subject: downforce and cornering g's (was which car handles the best?
Organization: clearer than blir
Date: Sat, 26 Sep 1992 05:36:46 GMT


[lots deleted]

Actually it does not take a F1 car to generate 1g anymore.  Over in
Europe there's the Ford Escort RS Cosworth 4x4, claimed to be the
first production car ever to generate net positive downforce.  It is
also shod with Pirelli P Zero's.  The Europeans don't care about g
force measurements much so I don't know the numbers, but with positive
downforce, going past 1g shouldn't be too difficult given some speed.

which brings up an interesting topic.  with engines getting more and
more powerful and roads getting more and more clogged, the Escort
Cosworth's designers decided to trade top speed for cornering power.
its coefficient of drag is awful, but its cornering power is probably
unmatched by almost everything else.  i predict that in the future we
will see more performance cars with big fat wings generating net
positive downforce and being able to corner way past 1g.

the race for the lowest coefficient of drag is now passe'.  we started
seeing a reversal of this trend when Porsche went for zero lift first
then low drag in the 959.  the next race that we see is which car
maker builds a car that will generate the most downforce.  this would
in most cases coincide with the highest c.d.!!!  hah!  when the japanese
jump aboard with the NSX III or the 300 ZX VII or the RX7 V, don't be
too surprised to see 2g's.  remember, you heard it here first.  :-)


eliot
Newsgroups: rec.autos,rec.autos.tech