HDTenEightyP/NetNews huggingface dataset:
Organization: University of Maine System
Date: Thursday, 17 Dec 1992 02:31:25 EST
From: Merv <IO10702@MAINE.MAINE.EDU>
Newsgroups: alt.autos.rod-n-custom
Subject: Re: Drags, for beginners
 <16DEC199200072366@lims02.lerc.nasa.gov>

In article <16DEC199200072366@lims02.lerc.nasa.gov>,
xxkozak@lims02.lerc.nasa.gov (GEORGE KOZAK) says:
>>
>>2. In bracket racing, what happens if you exceed your
>>   dial-in time? Automatic loose?
>
>    If you run SLOWER than your dial-in, no disqualification.  If you run
>QUICKER, it's an automatic loss.  To win, you must beat the other car
>across the finish line without going quicker than your dial-in.
CLARIFICATION....
    If you do run QUICKER than your dial in, but the other driver does
the same, the winner is determined by who went less quicker (grammer?).
example:  you dial 8.0 and run 7.9
          your opponent dials 8.0 and runs 7.7
   you get the win because you ran less under your dial.

-Merv
>I hope they've helped.
>
>    George Kozak
>    Kozak Racing
*************************************************************************
**  CHRISTIAN E. MURRAY      *    1955 F-100   472 CADDY POWERED       **
**  120 FOURTH ST.           *    1963 DODGE 330  MAX WEDGE POWERED    **
**  BANGOR, ME  04401        *    1963 PLYMOUTH BELVEDERE WAGON        **
**         (207) 945-6994    *           SOON TO BE 514 POWERED        **
**                           **** 1973 CHARGER  318 POWERED            **
**  MERV@GANDALF.UMCS.MAINE.EDU *            (AND PROUD OF IT)         **
**  IO10702@MAINE.MAINE.EDU     *                                      **
**  IO10702@MAINE.BITNET        *                MO POWER TO YA        **
**                              *                                      **
*************************************************************************
Organization: University of Maine System
Date: Saturday, 12 Dec 1992 10:23:29 EST
From: Troy D. Veilleux <VEILLEUX@MAINE.MAINE.EDU>
Newsgroups: alt.autos.rod-n-custom
Subject: Re: Drags
Distribution: usa
 <10DEC199221080495@lims01.lerc.nasa.gov>
 <92346.102248VEILLEUX@MAINE.MAINE.EDU> <1992Dec11.202106.6492@lgc.com>

You're right!  I meant 8.8 in the 1/8th mile.  You sure have a fast GN.
I wish we lived closer so we could try running them.  Stay in touch.
                                         Troy Veilleux
                                         69' 440 GTX
From: cmh@wpi.WPI.EDU (Chris Holcomb)
Newsgroups: alt.autos.rod-n-custom
Subject: Re: Pontiac GTO vs. Ferreri GTO
Date: 15 Dec 1992 17:30:22 GMT
Organization: Worcester Polytechnic Institute
Distribution: world
NNTP-Posting-Host: wpi.wpi.edu

In article <92349.121013KXN2@psuvm.psu.edu> Karl Nordstrom <KXN2@psuvm.psu.edu> writes:
>Did Pontiac take the GTO name from Ferreri or was GTO a racing class?

  In High Performance Pontiac (the issue escapes me) they did an article on
the origin of the model name GTO. I don't remember the exact details, but it
was basically this:

  many years ago Pontiac and Ferreri were involved in a race. The car Ferreri
entered was a xxxGT (I don't remember the model number) and the driver's name
started with an "O". Because of the bad hand writing of the owner of Ferreri,
the anouncers of the race called the car a xxxGTO. So Delorean (then head of 
Pontiac) adopted the name plate GTO for his new production high performance
automobile. In the early years, the GTO was a package that could be added onto
a Tempest, and because of the popularity of the HP package, it became its own
car. Then in the later years when sales were dropping to the more "economical"
cars (1973-1974) the GTO became a package added to the 1973-74 Lemans (or
Ventura, I can't remember which). 

  It was a while ago that I read this article so please don't beat me up if 
I've messed up a few of the details, but you should get the basic idea.
Ferreri didn't have the name GTO trademarked, so Pontiac beat them to it.
So technically, Pontiac didn't steal the name from Ferreri.

----------
Normal disclaimer applies.

         ____
        |    |
    ~~~~~    ~~~~~~~
   /   CHEVROLET  /       1974 Monte Carlo            Chris Holcomb
  ~~~~~~~    ~~~~~                                  (cmh@wpi.WPI.Edu)
        |____|
Newsgroups: alt.autos.rod-n-custom
From: bryan@elara.mitre.org (Bryan Blackwell)
Subject: Pontiac GTO vs. Ferreri GTO
Organization: Research Computer Facility, MITRE Corporation, Bedford, MA
Date: Tue, 15 Dec 1992 18:07:05 GMT

>Did Pontiac take the GTO name from Ferreri or was GTO a racing class?

Yes, and no.  The Ferrari (note spelling) GTO stood for Gran Turismo
Omulgato, literally meaning Gran touring Homulgated.  This referred to
the fact that the GTO was homulgated (legal) for world championship
sports car racing

When John DeLorean (yep, that one) came up with the idea for what is
recognized as the first musclecar, he took the name and the Pontiac GTO
was born.

GTO was/is an IMSA racing class for purpose built race cars that look like
production sports cars/coupes, but the name did not come into use until 
the 70's.
Newsgroups: alt.autos.rod-n-custom
From: kmosher@IMD.Sterling.COM (Ken Mosher)
Subject: Re: Drags
Organization: Sterling Software
Distribution: usa
Date: Thu, 17 Dec 1992 16:04:45 GMT
X-Md4-Signature: f129a6e9232c33d64c3f1936dfe954e4

Troy writes :
[stuff deleted]
>
>With all of your racing experience, you must have at one time used nitrous.I
>am planning on going with NOS's cheater system and was wondering if you could
>give me some tips on what modifications I should make to my motor.
>

First a little introduction:

I have a street car ... 1987 Grand National that I race in brackets and muscle
car shootouts here in the Midwest.
The car is stock appearing except for the GNX style wheels and some chrome
in the engine compartment.  I've done all the usual Turbo Regal stuff ...
aux. fuel pump for more pressure, made an adjustable wastegate actuator rod,
homemade plenum spacer, 2 1/2" dual exhaust with cutout for the track, 160
degree thermostat, 10" Mickey Thompson slicks, etc.

The car has run consistent 12.40s for a couple years now ... just before the
season closed last year I made my first major change.  I did a home porting
job on the heads (albeit with some expert advice) and added a mild cam.  The
car ran 12.30s the first time out and after turning up the fuel pressure a
little more it ran 12.17 the second time out (and last race of the season).
I think I can get another .2-.3 out of it with some more tuning and freshening
the transmission (Torque Converter was slipping).  The beauty of this is
the fact that I drive the car to the track, uncap the exhaust, change the chip,
jack the boost up, bolt on the slicks and go racing! After the day is through
I bolt the street tires back on and drive home (with the A/C on, cruise set,
and stereo on!) and still get 20+ mpg!  I love the electronic age!

Now, the intros out of the way ... I played with Nitrous on my car last year.
I had a tough time finding the right jet combination to keep the fuel/NOS
mixture correct for the air conditions.  Of course, not wanting to torch
anything I was always making errors to the rich side of the curve.  With my
car, I had to be certain to run very conservative timing and about 5 pounds
less boost.  When I did finally get it leaned out, the car went 11.85 @ 114,
11.88 @ 114.5 and 11.91 @ 113.9.  Lots of fun, but it always had me nervous
when I pushed the button.  I think the system will be up for sale this year,
since I think I can get honest 11's with some more tuning of my new combo.
Anyway, glad to see other drag racers/fans!  BTW, I love to bench race, so
put those stories in the staging lanes!

-- Ken Mosher
-- Buick Grand National:  More POWER!  More *BOOST*!

-- 
Ken Mosher                   UUCP:     uunet!sparky!kmosher                  =
Sterling Software IMD        INTERNET: kmosher@sparky.IMD.Sterling.COM       = 
Buick Grand National: The Surgeon General never said anything about smoking  =
                      the competition!!                                      =
Newsgroups: alt.autos.rod-n-custom
From: bowmanj@csn.org (Jerry Bowman)
Subject: Re: Hydro sticks
Organization: University of Colorado Boulder, OCS
Date: Tue, 15 Dec 1992 17:38:13 GMT

In article <1992Dec11.105041.28320@mr.med.ge.com> bednarek@picard.med.ge.com (Dennis Bednarek Mfg 4-6971) writes:
>
>
>Well I have been looking around for a replacement Automatic for a 1967
>powerglide.  I want to use a TutboHydroMatic but am wondering where
>the differences are between the 350 and 400?  I'm puting this behind
>a well cammed small block in a light body, and will be using an aftermarket
>torque converter (about 2,700 RPM) with a 5.13 axle ratio.  Any
>advice apreciated.
>
>Thanks
>dennis
>
>
>-The th350 doesn't use as much horsepower to make it operate as the th400 does therfore more power to the rear wheels.In a light body it has plenty of strenth.-
>---------------------------
>| UP TIGHT                 | 
>| OUT OF SIGHT             |
>| EVERY THING IS ALL RIGHT | 
>___________________________
>
>The usual disclaimer of self
> and employer applies to all
> above comments.
>#


Newsgroups: alt.autos.rod-n-custom
From: xxkozak@lims01.lerc.nasa.gov (GEORGE KOZAK)
Subject: Re: Drags, for beginners
News-Software: VAX/VMS VNEWS 1.41    
Organization: NASA Lewis Research Center
Distribution: usa
Date: 14 Dec 1992 18:54 EST  

In article <92349.110633KXN2@psuvm.psu.edu>, Karl Nordstrom <KXN2@psuvm.psu.edu> writes...
>xxkozak@lims01.lerc.nasa.gov (GEORGE KOZAK) says:
>>
>>brantley@infonode.ingr.co (Dwight D. Brantley) writes...
>>>
>>>As a long time drag racing fan, I'm looking to to build something to get
>>>myself and my family a little closer to the sport.
>>
>>    My opinion, Dwight, is to first pick the performance level you want
>>to achieve.  The easiest thing for a bracket racer to do is over-modify his
>>car.  What you want is consistency and reliability.  That makes bracket racing
>>fun, at any speed.
> 

>What is bracket racing?  Is that a good place to get started in drag reacing.
    Bracket racing is a form of drag racing where you pick the Elapsed Time
you think your car will run and so does your opponent.  The difference 
between the two ET's is the handicapped start for the slower car.  The 
winner is the car first accross the finish line without going quicker
than they said.  A 13.00 second car would get a .5 sec head start over
a 12.50 second car.  This form of racing gives no advantage to someone
with alot of money in their car. 

> 
>>>The main goal here is to build something fun with respectable power and be
>>>able to put most of the power to the ground and not look too stupid in the
>>>process.  Can I get there from here?
> 
>Speaking of getting there; is it economical to have a dual purpose street -
>drag strip car?  I can't afford a special built car and a tow vehicle to make
>the one and a have hour ride to the track.  Is it possible to tune up a street
>vehicle for drag racing yet maintain drivability and reliability for the
>street?
> 
> 
>>     Kozak Racing   '89 Dodge Daytona  426 Hemi
> 
>P.S. How do you get a 426 Hemi to fit in a front wheel drive Daytona that
>doesn't have much room between the front axle and the firewall?
  This car was built from the ground up around the Hemi.  It's 10" longer
than a stock Daytona and the motor fits fine. :-)
    George
Organization: University of Maine System
Date: Friday, 11 Dec 1992 10:22:48 EST
From: Troy D. Veilleux <VEILLEUX@MAINE.MAINE.EDU>
Newsgroups: alt.autos.rod-n-custom
Subject: Re: Drags
Distribution: usa
 <10DEC199221080495@lims01.lerc.nasa.gov>

I drag race occasionally during the summer here in Maine.  My car is no where
near as fast as either of your cars (the 68 Chevelle and the Hemi car), but
I use mine as a form of daily transportation during the summer.  My car is
a 1969 440 GTX.  It is a 4-speed car with 4.10 gears and dual quads.  My
best is an 8.8 in the quarter mile.  (Try to keep form laughing.)  This may
not sound that great, but most of the other street cars that drag only
get into the mid 9's.

With all of your racing experience, you must have at one time used nitrous.I
am planning on going with NOS's cheater system and was wondering if you could
give me some tips on what modifications I should make to my motor.

Glad to see others appreciate the old muscle cars.

Troy D. Veilleux
Newsgroups: alt.autos.rod-n-custom
From: leif@tde.lth.se (Leif Olsson)
Subject: Re: Hydro sticks
Organization: Applied Electronics, Lund University, Lund, Sweden
	<1glbstINNbj2@gap.caltech.edu> <1992Dec16.171346.29962@colorado.edu>
	<HODGSON.92Dec16183347@watch.waterloo.edu>
Date: Fri, 18 Dec 1992 13:34:21 GMT

In article <HODGSON.92Dec16183347@watch.waterloo.edu> hodgson@watch.waterloo.edu (John A. B. Hodgson) writes:

>> Just installed a 700R4 in my 69 chevelle. Yes they can be beefed to live
>> behind a real healthy engine.  The local tranny shop owner has one in his
>...

>I'm thinking of doing this on my 1974 Camaro, currently with a 350 L48 and
>TH350.  Could you describe what mods need to be done, i.e., speedo drive,
>kickdown, shift linkage, filler pipe, drive shaft length, rear support,
>vacuum modulator, rear spline/yoke, bolt pattern to engine, converter drive
>plate, starter motor location, clearance to body/chassis, cooler lines, and
>anything else which could cause difficulties?  I'm interested to hear from
>someone with actual experience.

I am also interested in hearing what experience you have!

>--
>Yours very sincerely,	| Department of Systems Design Engineering
			>| University of Waterloo
>John Hodgson,		| Waterloo, Ontario
>Graduate Student.	| Canada  N2L 3G1

Leif

===============================================================================

Leif Olsson 
Department of Applied Electronics         email: leif@tde.lth.se
Box 118
S-221 00 LUND
SWEDEN
--
===============================================================================

Leif Olsson 
Department of Applied Electronics         email: leif@tde.lth.se
Box 118
S-221 00 LUND
SWEDEN
Organization: University of Maine System
Date: Monday, 14 Dec 1992 17:55:37 EST
From: Troy D. Veilleux <VEILLEUX@MAINE.MAINE.EDU>
Newsgroups: alt.autos.rod-n-custom
Subject: Re: Small Block S10

I don't know everything it entailed, but a good friend of mine just put a
built up 400 dual-quad small block Chevy into another friends six cylinder
Ford Ranger.  I know they had to move the steering column, have a custom
4 core radiator made, and fabricate their own clutch engagement assembly.
Working off and on on the project (more off than on), it took them about
4 months to get the whole thing done and road ready.  If they can get it
to hook up I imagine it will be very fast and quick.
Troy Veilleux
69' 440 GTX
Organization: Penn State University
Date: Mon, 14 Dec 1992 11:06:33 EST
From: Karl Nordstrom <KXN2@psuvm.psu.edu>
Newsgroups: alt.autos.rod-n-custom
Subject: Re: Drags, for beginners
Distribution: usa

xxkozak@lims01.lerc.nasa.gov (GEORGE KOZAK) says:
>
>brantley@infonode.ingr.co (Dwight D. Brantley) writes...
>>
>>As a long time drag racing fan, I'm looking to to build something to get
>>myself and my family a little closer to the sport.
>
>    My opinion, Dwight, is to first pick the performance level you want
>to achieve.  The easiest thing for a bracket racer to do is over-modify his
>car.  What you want is consistency and reliability.  That makes bracket racing
>fun, at any speed.

What is bracket racing?  Is that a good place to get started in drag reacing.

>>The main goal here is to build something fun with respectable power and be
>>able to put most of the power to the ground and not look too stupid in the
>>process.  Can I get there from here?

Speaking of getting there; is it economical to have a dual purpose street -
drag strip car?  I can't afford a special built car and a tow vehicle to make
the one and a have hour ride to the track.  Is it possible to tune up a street
vehicle for drag racing yet maintain drivability and reliability for the
street?


>     Kozak Racing   '89 Dodge Daytona  426 Hemi

P.S. How do you get a 426 Hemi to fit in a front wheel drive Daytona that
doesn't have much room between the front axle and the firewall?
Organization: University of Maine System
Date: Thursday, 17 Dec 1992 02:23:21 EST
From: Merv <IO10702@MAINE.MAINE.EDU>
Newsgroups: alt.autos.rod-n-custom
Subject: Re: Drags, for beginners
Distribution: usa
 <92349.152115IO10702@MAINE.MAINE.EDU> <14DEC199222253896@lims01.lerc.nasa.gov>

In article <14DEC199222253896@lims01.lerc.nasa.gov>,
xxkozak@lims01.lerc.nasa.gov (GEORGE KOZAK) says:
>
>
>    You're real close, Merv.  The car was built to 1989 NHRA Pro Stock
>rules, which calls for a steel body.  The frame is tubular chrome moly
>stretched 10" to give a 104" wheel base.  It also has a funny car cage.
>So the "real" Daytona parts amount to the roof, the rear quarters, the
>tail lights, the door handles, and a few trim parts.  The rest is Hairy
>Glass fiberglass or fabricated from steel or aluminum.
>    With this type of car, any engine/transmission combination can be
>used.  But it's as far from the street as you can get.  (There's only
>1.5" under the oil pan.)
>    Some days, when I lose first round, I'd rather have your '63 and
>have fun on the street. :-)
>
Neither one of the 63's are very streetable.  The Max Wedge is to
valuable and has a rather high (13.5) compression ratio and the
wagon is/will be a tunnel rammed, injected, 600+ roller lifted beast
which will not even be registered.  (Envy my 318 Charger..:-)  )
>>-Merv
>>*************************************************************************
>>**  CHRISTIAN E. MURRAY      *    1955 F-100   472 CADDY POWERED       **
>>**  120 FOURTH ST.           *    1963 DODGE 330  MAX WEDGE POWERED    **
>>**  BANGOR, ME  04401        *    1963 PLYMOUTH BELVEDERE WAGON        **
>>**         (207) 945-6994    *           SOON TO BE 514 POWERED        **
>>**                           **** 1973 CHARGER  318 POWERED            **
>>**  MERV@GANDALF.UMCS.MAINE.EDU *            (AND PROUD OF IT)         **
>>**  IO10702@MAINE.MAINE.EDU     *                                      **
>>**  IO10702@MAINE.BITNET        *                MO POWER TO YA        **
>>**                              *                                      **
>>*************************************************************************
>
>    George Kozak
>    Kozak Racing
-Merv
Newsgroups: alt.autos.rod-n-custom
From: hodgson@watch.waterloo.edu (John A. B. Hodgson)
Subject: Re: Hydro sticks
Organization: University of Waterloo, Waterloo, Ontario, Canada
	<1992Dec15.173813.22114@colorado.edu> <1glbstINNbj2@gap.caltech.edu>
	<1992Dec16.171346.29962@colorado.edu>
Date: Wed, 16 Dec 1992 23:33:47 GMT

> Just installed a 700R4 in my 69 chevelle. Yes they can be beefed to live
> behind a real healthy engine.  The local tranny shop owner has one in his
...

I'm thinking of doing this on my 1974 Camaro, currently with a 350 L48 and
TH350.  Could you describe what mods need to be done, i.e., speedo drive,
kickdown, shift linkage, filler pipe, drive shaft length, rear support,
vacuum modulator, rear spline/yoke, bolt pattern to engine, converter drive
plate, starter motor location, clearance to body/chassis, cooler lines, and
anything else which could cause difficulties?  I'm interested to hear from
someone with actual experience.
--
Yours very sincerely,	| Department of Systems Design Engineering
			| University of Waterloo
John Hodgson,		| Waterloo, Ontario
Graduate Student.	| Canada  N2L 3G1
Organization: University of Maine System
Date: Sunday, 20 Dec 1992 11:09:05 EST
From: Troy D. Veilleux <VEILLEUX@MAINE.MAINE.EDU>
Newsgroups: alt.autos.rod-n-custom
Subject: Re: Pontiac GTO vs. Ferrari GTO
 <1992Dec18.160737.5766@colorado.edu>


In article <1992Dec18.160737.5766@colorado.edu>, bowmanj@csn.org (Jerry Bowman)
says:
>
>In article <1992Dec17.192855.45729@kuhub.cc.ukans.edu>
>2huxsilent@kuhub.cc.ukans.edu writes:
>>I have no idea where the original term GTO came from so I won't even try to
>>speculate.  But I do know what it is currently used for.  The IMSA uses the
>>term GTO and GTU for race classification.  GTO stands for Grand Touring Over
>3
>>liters and GTU stands for Grand Touring Under 3 liters.
>>
>>May Pontiacs rule the Earth!!!
>
^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^
Sorry, But Mopar's already rule.
>    NO  Thet may not!  Nice as hell of you to ask though.

                                      Troy Veilleux
                                      69' 440 GTX
Newsgroups: alt.autos.rod-n-custom
From: brantley@infonode.ingr.com (Dwight D. Brantley)
Subject: To George Kozak
Organization: Intergraph Corporation, Huntsville, AL.
Distribution: usa
Date: Tue, 15 Dec 1992 18:55:14 GMT

George,

I got your e-mail but everything I send back to you bounces.  I'll try 
again later.

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

Newsgroups: alt.autos.rod-n-custom
From: xxkozak@lims01.lerc.nasa.gov (GEORGE KOZAK)
Subject: Re: Drags
News-Software: VAX/VMS VNEWS 1.41    
Organization: NASA Lewis Research Center
Distribution: usa
Date: 14 Dec 1992 21:54 EST  

In article <92346.102248VEILLEUX@MAINE.MAINE.EDU>, Troy D. Veilleux <VEILLEUX@MAINE.MAINE.EDU> writes...
>I drag race occasionally during the summer here in Maine.  My car is no where
>near as fast as either of your cars (the 68 Chevelle and the Hemi car), but
>I use mine as a form of daily transportation during the summer.  My car is
>a 1969 440 GTX.  It is a 4-speed car with 4.10 gears and dual quads.  My
>best is an 8.8 in the quarter mile.  (Try to keep form laughing.) 
                                       ^^^^^^^^^^^^^^^^^^^^^^^^^
    Never, Troy.  Listen to this.  The Wednesday before the bracket points
finals at our track, I went to practice.  Wednesday's are street car nights
and I got into a class with a little bit of everything.  The Daytona was
performing flawlessly.  During practice I had TWO 9.115's.  First round I
got 12 second car (7.7 @ 1/8) and beat him on reaction time alone.  Second
round I got the slowest car at the track.  He dialed in at 18.67 (12 sec
1/8 mi) and I dialed 9.10.  I had to wait over 9 1/2 seconds for my light.
However, our reaction times were identical, both .524's.  When I hit
second gear, the band slipped briefly, and the car slowed.  This 18 second
truck beat me by 48 thousanths of a second!  He ran a 18.697 against my
9.176.  Do you know what humble pie tastes like?  Let me tell you.

> 
>With all of your racing experience, you must have at one time used nitrous.I
>am planning on going with NOS's cheater system and was wondering if you could
>give me some tips on what modifications I should make to my motor.
    I've never used Nitrous and don't plan to.  It's too difficult to make
a car run consistantly with it, although many use it for a boost at the
big end (finish line) to get around an opponent.
> 
>Glad to see others appreciate the old muscle cars.
     Oh I do!  I really enjoyed my ol' '67.  It was an RO23J car for those
who get into serials.

    George Kozak
    Kozak Racing

Newsgroups: alt.autos.rod-n-custom