HDTenEightyP/NetNews huggingface dataset:
From: hotrod@dixie.com (The Hotrod List)
Subject: emissions testing
Date: Wed, 16 Dec 92 08:43:29 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.
To: hotrod@dixie.com
Reply-To: hotrod@dixie.com
Posted-Date: Wednesday, Dec 16 03:43:09
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I'm looking for information on what modifications affect vehicle
exhaust emissions.

I got the following info from the April 1992 issue of HOTROD magazine
(which I bought for this article, not for the Swimsuit Edition
pictures :-):

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

The two things that are ususally tested are Hydrocarbons (HC) and
Carbon monoxide (CO).  Hydrocarbons are unburned fuel and are a sign
of incomplete combustion.  Carbon monoxide is a measure of air/fuel
ratio.  Sometimes Carbon dioxide (CO2) is also tested.  This is a
measure of complete combustion.

High HC levels can be caused by:
	a dead cylinder due to ignition problem (unburned fuel in exhaust)
	dirty oil
	carbon buildup
	dirty air filter
	longer cam duration (more overlap and more ignition timing needed)
	idle mixture too rich or lean (misfires)
	spark plug too hot (pre-ignition)
	faulty PCV valve

High CO levels can be caused by:
	idle mixture settings
	air/fuel ratio too rich
	idle mixture too rich
	spark plug too cold (not burning mixture completely)

Tricks:
	Higher idle speed will lower CO and HC
		(can usually get away with 300 rpm over stock)
	Retarding timing will lower CO and HC (can usually 
		change ~3 degrees from stock)
	Methanol or oxygenated fuels to lower CO
	High octane fuels and octane boosters		

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

Other thing I'd add would be:

Choke not unloading (high CO?)

So, anyone have any other info?  Both on reducing emissions and on how
modifications affect the emissions.

Also, why does increasing idle speed decrease CO and HC?  Less "time"
spent in intake/exhaust valve overlap per cycle?

If CO2 is a measure of complete combustion, do states actually have
MINIMUM levels of CO2 that your car must produce?

And yes, it is time for the Cutlass to get inspected...

--
Joseph P. Cernada	AIT, Inc.
914/347-6860		50 Executive Blvd.
cernada@ait.com		Elmsford, New York 10523

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Posted by: emory!ait.com!cernada (Joseph P. Cernada)
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: Re: 366 and wheels
Date: Fri, 11 Dec 92 23:32:16 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.
To: hotrod@dixie.com
Reply-To: hotrod@dixie.com
Posted-Date: Friday, Dec 11 18:32:12
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>I have a friend that has a 366 in his ramp truck.  It is (was?) a 
>Chevy C60 with long steel slide body.  He had no trouble driving
>around with his 1966 Case front loader/backhoe, and that was a heavy 
>machine.  I'd be interested in other 366 notes.

Not to familiar with the 366 but alittle more with the 427 that is used
in large trucks. The deck height on these are taller than the standard
big block. Inside the crank is different and longer rods are used. Intakes
don't swap over due to the heads being spread out farther due to the taller
deck height and the distributer is longer. The intake also has two inlets
from the radiator instead of the standard one opening in cars. I've heard
there is an aftermarket intake available for the 427 that also has a 
lowered mount to use the standard distributer.

>Sometime in the 1980s, Hot Rod Magazine published a single page chart
>showing the wheel swaps possible on all the cars they could dig up 

I have a wheel chart that gives bolt pattern (lugs and bolt circle dia) up
to 1989 if anybody is interested. But it doesn't give offsets or hub dia.

   Bill Drake   -   bill@ecn.purdue.edu

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

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Posted by: emory!ecn.purdue.edu!bill
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: Re: DIY engine computers
Date: Sat, 19 Dec 92 08:26:56 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.
To: hotrod@dixie.com
Reply-To: hotrod@dixie.com
Posted-Date: Saturday, Dec 19 03:26:53
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-> Speed density based, with an O2 sensor for closed loop feedback.  All
-> of the solenoids are plumbed into a single fuel rail which has a line
-> to run to spray bars or discs which are normally mounted in the
-> aircleaner.

 Why not set the solenoid setup to run lean, then use the injector on
closed loop as a correction device?
                                                                                                       

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Posted by: emory!chaos.lrk.ar.us!dave.williams (Dave Williams)
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: Re: Drag racer built on a truck frame?
Date: Thu, 17 Dec 92 19:01:58 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.
To: hotrod@dixie.com
Reply-To: hotrod@dixie.com
Posted-Date: Thursday, Dec 17 14:01:54
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-> now as far as power. what would be the cost of beefing up that block,
-> why not go to a bone yard and get a 460. you want all of the inches

 Since he already has a 429, converting it to a 460 would be simple:
the crank and pistons are the only differences.
                                  

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Posted by: emory!chaos.lrk.ar.us!dave.williams (Dave Williams)
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: Re: Oxygenated fuel.
Date: Sat, 19 Dec 92 08:36:40 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.
To: hotrod@dixie.com
Reply-To: hotrod@dixie.com
Posted-Date: Saturday, Dec 19 03:36:35
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-> I have heard third-hand stories (rumor alert!) that some peoplehave
-> found that dissolving some parts of the fuel system.  Has anyone here
-> heard of this?

 After a motorcycle trip to Colorado early this year, I wound up coming
the last 200 miles in the back of a pickup truck.  All four carbs (which
had been rebuilt the previous year) were coated inside with what looked
like black tar, the fuel pump seized shortly afterward, and the pressure
regulator was jammed shut with the crud.  So far I'm $500 into new parts
and it isn't running yet.

 The black shit is resistant to gasoline, alcohol, paint thinner, MEK,
Gunk Engine Cleaner, Gumout Carb Cleaner, ordinary soap and water, and
vile cursing.  It has to be *scraped* outta there bit by bit, and
drilled from the carb orifices.

 The 6 feet or so of rubber fuel lines were in sad shape.  So was the
fuel petcock (recirculating fuel system).  Also, the rubber O-rings in
the petcock and between the petcock and tank were turned to jelly.  The
O-rings on the needle valve housings were too.

 Whatever it was, I picked it up in Colorado or New Mexico, and
oxygenated fuels were all that were available in Springs at the time,
where I ran a couple of tanks through.

 I'm *NOT* happy, though I can't prove the MTBE stuff did it.  It could
be a problem with the (just replaced) fuel lines decomposing; I've had
troubles with that before, even with name-brand (Gates) hoses.
                               

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Posted by: emory!chaos.lrk.ar.us!dave.williams (Dave Williams)
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: crossover pipe
Date: Tue, 15 Dec 92 18:34:40 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.
To: hotrod@dixie.com
Reply-To: hotrod@dixie.com
Posted-Date: Tuesday, Dec 15 13:34:35
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Is it always a good thing to put a crossover pipe between the exhaust pipes, or
may it hurt performance if it is not in the right place?

I have heard that it hurt performance on V6 engines. Any comments?

Leif
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----------
Posted by: emory!tde.lth.se!leif (Leif Olsson)
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: Re: DIY engine computers
Date: Wed, 16 Dec 92 23:31:39 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.
To: hotrod@dixie.com
Reply-To: hotrod@dixie.com
Posted-Date: Wednesday, Dec 16 18:31:35
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> 
> [Please.  I was not aware of a gcc for that chip.  How would you use 
> gdb?  Is there a unix-hosted simulator?  JGD]

Okay ... first the hardware end.

The MC68332 is one of a Motrola's family of modular architecture
controller chips. The '332 contains the following modules:

  * CPU32, a 32bit M68000 style processor with all 68020 functionality
    except the bitfield operations.

  * TPU, a 16 bit RISC time processing unit that has 16 I/O pins
    and can independently perform all sorts of time functions such as
    PWM, period measurement, position synchronized pulse generation, 
    missing pulse detection, etc (great for engine management).

  * QSM, a serial module that contains one standard asynchronous serial 
    port and one synchronous port.  

  * SIM, a system integration module that does chip selects, etc.
 
  * 2K of onboard static ram. 

The new 68F333 (which some guy at motorola told me was developed for
BMW) adds 64K of flash EEPROM and 8 channels of 10bit D/A to the above
list.

The combination of the TPU and CPU32 makes this chip great for engine
management.  Many of the builtin TPU functions are designed for just
such an application and the databook even gives an angle based engine
control example with inputs from camshaft and crankshaft via the
TPU ITC (input transisiton capture) and PMA (period measurement with
additional transition detection) functions respectively. A number of
TPU channels are configured as outputs in PSP (position synchronized
pulse generator) mode to control injectors and ignition coils.

Now the software ...

The beauty of the 68020 core is you can use the gnu tools to do your
development.  I currently have an environment based on gcc, gas and 
the gnu loader.  I use gdb from my Sun workstation over the serial line
driving Motorla's debug32 monitor to do symbolic debugging.  Works
great!!

I think the only drawbacks are the cost of the chip (the '332 is 
about $42 canadian) and the fact that it is surface mount.

If you are interested, get the MC68332 users manual (part no. MC68332UM/AD).

I am using a MC68332EVS evaluation system to do my development.  One
easy way to prototype a engine management system is to start with a
MC68332BCC board.  This is what motorola calls a "Business card
computer" and contains a '332, 64K of ram, RS232 level shifters and a
64K EPROM with debug32 on it in a small 2" X 4" package with DIN
connectors.  Makes prototyping easy.

I have lots more info and ideas but I think this is enough for now.
-- 
Rod Barman, Dept. of E.E., University of British Columbia
rodb@salmon.ee.ubc.ca

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Posted by: emory!ee.ubc.ca!rodb
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: Reading List
Date: Sat, 19 Dec 92 07:57:29 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.
To: hotrod@dixie.com
Reply-To: hotrod@dixie.com
Posted-Date: Saturday, Dec 19 02:57:20
X-Sequence: 3073
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Here are some car racing rags you might not have seen:

THE NATIONAL PARTS PEDDLER
PO box 257
Bridgeport, NY 13030
315-699-7583

The publisher is Corky Stockham, who runs a streamliner at Bonneville. The
PEDDLER specializes in circle track racing and some Bonneville stuff.  
It's a racer's trade paper: 99% ads for chassis and engine builders and parts 
houses. Also stuff for sale by individuals. If you are into vintage racing/
speed parts, these turn up occasionally.  

$25/year third class, or $2.00 per issue.  If you tell them you are in
the business they might send it free.

****

BONNEVILLE RACING NEWS
PO box 730 
Hemet, CA 92546
714-926-2277

12 issues/$24.00  

Haven't seen it, but their ad in NPP looks neat!

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Posted by: Dave Tartaglia <emory!immacc.prepnet.com!indy>
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: Crossover pipe install
Date: Fri, 11 Dec 92 23:13:58 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.
To: hotrod@dixie.com
Reply-To: hotrod@dixie.com
Posted-Date: Friday, Dec 11 18:13:49
X-Sequence: 3011
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>Ps.  Anyone know anything about how to tune an exhaust via a cross-over pipe?

>  I've been meaning to ask the same question.  I have heard from the
>local rumor mills that you spray the exhaust pipes with like white 
>spray paint for about a 1 to 2 foot length behind the headers.  
>Fire the engine, note where the paint first starts to burn off.
>This supposedly is the optimum placement for a crossover. 

This method you described is how to "tune" a race header collector for 
the appropriate length. It would make sence that the same scenario would
work for the crossover location. (if you are doing this with tri-Y headers,
expect the location to be somewhere where the motor and trans. bolt together..


>  I've never done this, but a friend did, and he did get some more
>power, and the exhaust note quieted down a little.  Of course,
>he got lucky and was able to place the crossover right under the 
>rear trans mount.  

The cross-over pipe does help in balancing the exhaust from side to side. This
makes the power and help quiet the sounds emmitted, since both headers can use 
both mufflers. Where the "paint changes" has to do a lot with the back-pressure 
and resonance changing in the motor. Each single pipe in a header works 
independantly, and the "collector" collects the individual exhaust "pulses"
and helps to maintain back pressure. The "paint changes" have to do with 
the spot where the exhaust starts pushing all exhaust gasses to the end of 
the exhaust pipe( that's why the paint in front doesn't change immediatly)...

>  I also don't really understand how this can work, since I would
>assume that the pipes get hot closest to the motor first.  Next 
>question: 
>
>         Does the SIZE of the crossover make a difference?

As always, bigger is better...

-dan a.
dhoward@sw.stratus.com


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Posted by: Dan Howard <emory!cam2.sw.stratus.com!dhoward>
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: Re: DIY engine computers
Date: Wed, 16 Dec 92 08:06:19 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.
To: hotrod@dixie.com
Reply-To: hotrod@dixie.com
Posted-Date: Wednesday, Dec 16 03:05:57
X-Sequence: 3038
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> 
> I'm looking for information on building a fuel injection controller.
> Normally I'd just buy one, but this application is rather strange.
> Its for compressed natural gas and uses a bank of coonstant flow
> solenoids and a pair of gasoline style fuel injectors to meter fuel,
> where the solenoids are used in stages for the bulk of the fuel flow
> and the injectors are used to fill in the gaps.  Too my knowledge
> no commericially available controller would be suitable for this setup,
> and the controller that came with the system can't deal with the
> strange volumetric effieceincy curve of my engine (v8 with centrifugal
> supercharger and boost bypass valve for idle/cruise).  My two options
> are to hack the  stock controller and attempt to reprogram it or
> build our own controller.  Any suggestions as to text, articles,
> supliers, part numbers, big hammers, algorythms, etc would be 
> appreciated.  
> Thanx

I would strongly suggest looking at the Motorola MC68332 and its 
successor the MC68F333.  The '333 is a _perfect_ chip for engine 
management.  The beauty of the whole thing is that you can use gcc and
gdb to program and debug things.  I am currently using the setup for
mobile robotics work.  Let me know if you want more hardware or software
info. --rod.

[Please.  I was not aware of a gcc for that chip.  How would you use 
gdb?  Is there a unix-hosted simulator?  JGD]

-- 
Rod Barman, Dept. of E.E., University of British Columbia
rodb@salmon.ee.ubc.ca

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Posted by: emory!ee.ubc.ca!rodb
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: Re: DIY engine computers
Date: Fri, 18 Dec 92 06:24:03 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.
To: hotrod@dixie.com
Reply-To: hotrod@dixie.com
Posted-Date: Friday, Dec 18 01:23:53
X-Sequence: 3061
X-Gifs-To: met@sunset.cse.nau.edu
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>I have considered using the '332 and others in the family for engine
>controllers, since my current 68HC11 version is running out of poop.  The
>timing subsystem in these processors is very nice for generating the
>necessary PWM waveforms.  One thing I do like in any integrated processor
 
What about the 68HC16? I've been meaning to take a little closer look
at it for this type of application. I believe it is instruction set
compatible with the HC11 and it runs at about 8x the clock speed.
It also has DSP oriented instructions which ought to come in handy
for fuel injection and ignition management.

Greg
gag@arlvax.psu.edu

[Gawd I love this list!!  Where else in the world would a bunch of 
motorheads be sitting around electronically chatting about microprocessor
architectures :-)  JGD]
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Posted by: GREG GRANVILLE <emory!arlvax.psu.edu!GAG>
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: SAE Papers
Date: Sun, 13 Dec 92 06:38:52 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.
To: hotrod@dixie.com
Reply-To: hotrod@dixie.com
Posted-Date: Sunday, Dec 13 01:38:48
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-> That's all I need to know (which publication).  Not only have an
-> index, but bound copies of AE across the street.

 Must be bleeding nice.  <sigh>

 Look back in the mid '80s; the 15 psi figure was in one of the
editorials by that idiot Givens.  The one who wanted to standardize all
the controls on cars because he was too stupid to check out a rental car
before he drove off in it.  In the dark.
                                                

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Posted by: emory!chaos.lrk.ar.us!dave.williams (Dave Williams)
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: Re: Frames
Date: Wed, 16 Dec 92 18:52:41 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.
To: hotrod@dixie.com
Reply-To: hotrod@dixie.com
Posted-Date: Wednesday, Dec 16 13:52:32
X-Sequence: 3044
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>  In addition, the suspensions on trucks are not reknowned for refined
> handling characteristics.

Accually that's exactly what is used on a bunch (all?) NASCARS...
a modified rear suspension off the '63 chevy pickup.  Now some would
argue the point that NASCARS don't handle well, and they're only good
for getting dizzy in on an oval-track, but I've seen'em up at Sear's Point
(for the last three years) and they flat-out cook for being 3500lbs!
But I digress..

True though, that it would take serious mods (and weight) to the frame
to get it stiffened up, but then again, do you *want* it stiffened up?
How fast are we talking here? 

DAVE (johnson@wrs.com)

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Posted by: emory!wrs.com!johnson (David Johnson)
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: Re: 366 and wheels
Date: Tue, 15 Dec 92 03:19:57 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.
To: hotrod@dixie.com
Reply-To: hotrod@dixie.com
Posted-Date: Monday, Dec 14 22:19:37
X-Sequence: 3031
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> Date: Sun, 13 Dec 92 00:58 EST
> From: hotrod@dixie.com (The Hotrod List)
> To: hotrod@dixie.com
> 
> ========================================================================
> Wheel Bolt Patterns  (circa 1985-ish, from my old written notes)
> 
> 5 Bolt Wheels
> 
> 5 on 4-1/2
>         Chrysler except Imperial

So, what about the Imperial?  They don't show up in this list at all.
If anything, they're larger than 4-1/2, but does anyone have anything
definitive?
____________________________________________________________________________
Daniel A. Harling                        (harling@pictel.com)
PictureTel Corp.             Opinions expressed are not necessarily those of
Peabody, MA  01960                   PictureTel Corp. (so there!)

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Posted by: emory!roadrunner.pictel.com!harling (Dan Harling)
Newsgroups: alt.hotrod,wiz.hotrod
From: hotrod@dixie.com (The Hotrod List)
Subject: Any alternatives to a Datsun differential ?
Date: Fri, 18 Dec 92 17:23:08 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.
To: hotrod@dixie.com
Reply-To: hotrod@dixie.com
Posted-Date: Friday, Dec 18 12:23:02
X-Sequence: 3066
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O.K. I've asked this before and gotten no response, but I figured since 
people are talking Datsun diffs (on the z-car list) again, I'll give it 
another shot.

I want a POSI differential for the rear of my V8 240Z.  I'm using an "open" 
R200 w/ 3.54:1 gears.  Please note I said I want a___POSI___diff.

I prefer the ratio of the diff to be closer to 3.1:1.  I've heard that 
Nissan makes 3.15:1 gears for the R200, but : 
   
  (1) Finding a posi R200 carrier is difficult, and will cost somewhere 
around $500-$700.
  (2) No one I've talked with has ever seen a R200 Posi with a 
(numerically) lower ratio than 3.90:1.

(BTW, I spoke with the president of Arizona Z-cars, Dave ___, the other 
day.  His Japanese supplier of used R200 Posi diffs hasn't brought him 
anything lately and he is out of stock on these.  Anyway, the Posi diffs 
he ever does get have 4.11 and 4.38:1 ratios.  He's seen a 3.90:1 ratio 
Posi R200 come in ONCE from Japan.  He says the Japanese Z cars had Posi 
R200's as an option and this is where they come from when he gets them.  
When he does get posi R200's he sells them for $750, complete.)

 I'm wondering if a Posi diff (case included) from another manufacturer, 
such as Audi, or somebody, would be of the right general size to cobble 
into the Z.  I've seen this done with a latest model aluminum Corvette 
center section, but the grafting of the Vette halfshafts to the Z 
halfshafts is alot of work.  

Anyone have any ideas on another Posi diff center section I could look 
into?  Any one know of anybody who has attempted this?
Pete (paraska@oasys.dt.navy.mil) 

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Posted by: (Pete Paraska) <emory!oasys.dt.navy.mil!paraska>
Newsgroups: alt.hotrod,wiz.hotrod