Hobby Stock Rules
download and printing - Hobby Stock Rules
- Rules apply at all times car is on track. Snell-rated SA2000, SA2005, or SA2010 helmet required. Roll bar padding required in driver compartment (Fire retardant recommended). SFI-approved full fire suit required. Fire retardant gloves, shoes and neck brace (or head and neck restraint) required.
- Right and left seat head supports required if using head restraint system with no neck collar. Recommended: Fire retardant head sock and underwear.
- Driver-side window net required, minimum 16 inch by 20 inch ribbon or mesh style, and must be mounted to roll cage so latch is at top front of window.
- Minimum three inch (two-inch with head restraint system) wide SFI-approved five point safety belt assembly required (Y-type shoulder harness not allowed), must be mounted securely to roll cage, and must be no more than three years old. Kill switch required within easy reach of driver and must be clearly marked “OFF” and “ON”.
- It is recommended that each racecar have built-in fire extinguishing equipment, but cannot be of the dry powder type (must be Halon 1211 or equivalent).
- Drivers should have in their pit area as part of their equipment, at all times, a fully charged dry chemical, Halon (or its equivalent) fire extinguisher. Ten (10) or thirteen (13) pound fire extinguishers are highly recommended.
- Absolutely no plastic except from edge of firewall to body skin and inner wheel tub to body skin or nose and tail pieces.
- Any American OEM full body rear wheel drive passenger car 1964 or newer.
- Minimum wheelbase of (107”) required for all cars. Maximum 2” difference side to side permitted.
- Full frame cars must retain front frame horns. Rear of frame behind rear tires, no further forward than one inch behind factory seam, may be replaced in OEM location with 2” x 3” inch steel tubing with minimum 0.095” inch wall thickness, same length as material removed. Factory seam must remain visible.
- All unibody cars must have front frame and rear frame tied together. Frames may be X braced. No station wagon, front wheel drive, or 4 wheel drives allowed. All frame crossmembers must be unaltered in stock location (exception: transmission crossmember may be altered or removed and horn may be removed from center of front crossmember). Must have a 360 degree driveshaft loop no more than 6” behind the front u-joint. Must be minimum 0.250” x 2 “ steel or 1” tubing.
- Rear bumpers must be OEM in OEM location and capped at ends to body with steel, welded or bolted. Front bumpers must be mounted minimum (6) inches from front frame horns. Front bumper options: 1 of 2 – Front bumper OE must be complete and capped to body with steel, bolted or welded. 2 of 2 – Fabricated front bumper with rounded corners must be OE height with minimum 1.5” O.D. (maximum 2” O.D.) with minimum .083” (maximum 0.125”) wall thickness and must be covered with plastic nosepiece.
- Motor must be in stock location (fuel pump must be in front of unaltered crossmember).
- Main cage must consist of continuous hoops, minimum 1.666” O.D. (1.750” recommended) with a minimum 0.095” wall thickness (low carbon or mild steel recommended). Four post main cage required and must be properly welded to frame, NOT floor pan. Poor or missing welds may be deemed unsafe by a track official and may result in disqualification.
- A minimum 1 crossbar (minimum 1.666” O.D.) required in top halo and must be welded diagonally. Rear halo must be X braced. Front and rear down bars must be tied side to side. Top door bar must be a minimum of 36 inches inside to inside of front and rear down bars. Must be a minimum of 26 inches at bottom of top halo measured inside to inside of front and rear down bars. Must be a minimum height of 16 inches from top of door bar to bottom of halo. With helmet on and driver securely strapped in, driver’s head must not protrude above bottom of roll cage. All bars within reach must be padded with a material accepted by track officials, flame retardant recommended.
- Minimum of (4) 1.666” O.D. or (3) 1.750” O.D. horizontal door bars required on both driver and passenger sides (minimum 0.095” wall thickness). Horizontal door bars must be mounted perpendicular to frame and must have a minimum of (4) uprights from the frame to top door bar.
- Steel door plates made of 18 gage or 0.049” minimum thickness must be securely welded to outside of driver door bars. Plate must cover from top door bar to rocker and must extend from rear down bar to 5 inches in front of front edge of seat. Plate must be visible for inspection.
- Rear kickers (down bars) and fuel cell protection required (minimum 0.083” wall thickness), front hoops are allowed. If front hoop is not used must have two front kickers (down bars) welded to frame no further back than front of upper a-arm. Fuel cell protection and front kickers or hoop must be a minimum 0.083” wall thickness and 1.250” O.D. A maximum of (2) additional bars may be added for radiator protection not counting bar tying frame horns together and must be within confines of the body. Fuel cell protection must be same height as fuel cell and extend from frame rail to frame rail (maximum 1.750 O.D. tubing allowed) and must remain inside confines of the body.
- All vehicles MUST have tow loop or strap mounted front and rear and must be easily accessible.
- 1964 or newer American OEM stock passenger car bodies allowed. All bodies must be unaltered (no chop tops, short bodies, etc.) and remain stock appearing. All glass, plastic, upholstery, rear seats, lights, mirrors and chrome must be removed. Interior tin or other covers not allowed. All exterior body panels must be sheet metal, no aluminum. Only door panels may be fabricated and must resemble stock appearing door. Doors must be welded or bolted secure. All sunroof and T-top openings must be covered with sheet metal.
- Floor pan and fire wall must remain stock from front fire wall to rear fire wall. Stock body mounts must be visible and minimum 0.375” bolt must be able to pass through body and into body mount. No cutting of floor pan except for roll cage. All large holes in floor pan must be covered with sheet metal equal to or thicker than stock material. All holes in fire wall must be covered with minimum 0.049” sheet metal or aluminum. Rear firewall must be covered with 0.049” aluminum or steel and must seal driver compartment from trunk area. Rear firewall must be mounted in stock location.
- Hoods must remain stock dimensions, no custom fabricated hoods allowed. No hood scoops, spoilers, wings, or ground effects allowed. Air cleaner must not protrude through hood. Hood must be secured by a minimum of four hood pins located at all four corners. No tilt front ends, hood must be separate from fenders. Back of hood must be sealed from cockpit.
- Nosepiece and tailpiece must be securely riveted or bolted in place. No late model nosepieces.
- Trunk lids must be complete, no shortening allowed. Lids may be gutted. Lids must be secured at all four corners either by combination hinge/pin or pins at all four corners. May use aftermarket rear body covers. Material between rear fenders may be removed.
- No overlapping or shortening of body panels. Rear wheel drive 108” wheelbase bodies may be used on 112” wheelbase frames. OEM firewall for frame must be in same location as stock firewall for body used. Body may be trimmed for wheel/tire clearance only. Front and rear fender wells may be removed.
- Only rear opera windows may be covered.
a. All racecars must have numbers that contrast to body color and must be minimum 4” thick and 18” tall for both sides and must be 4” thick and 20” tall for roof and must be clearly legible. All racecars must have numbers on the right rear corner of the vehicle and must be minimum 4” tall.
b. Officials reserve the right to approve or disapprove any image of lettering or sponsorship on any racecar or pit vehicle entering race surface. Keep in mind this is intended to be a family fun facility.
- Maximum 7” visor allowed on front windshield area. This includes additional tape.
- Maximum 1” wide by 2” tall steel or lexan rub rails allowed – bolted flush to body. Steel must be capped.
- Driver compartment must be sealed off from engine, fuel cell, and ground.
- No loose objects or weights/ballast allowed in driver compartment. No rear view mirrors.
- Minimum 3 windshield bars required in front of driver and must be secured. Dash must be level with hood except for cowl in front of driver.
- Interior must be open, no decking allowed.
- All fuel lines passing through driver compartment must be protected by metal or galvanized pipe or conduit.
- Factory-manufactured high back racing seats are mandatory, and must be acceptable to officials. Homemade aluminum, plastic or fiberglass seats are not allowed. Full containment seats are recommended. Driver seat may be no further back than rear edge of B-pillar on metric chassis. All others must be no further back than rear edge of front door. Seat must be bolted in using minimum 0.375” grade 8 bolts and must be secured to frame or roll cage, NOT floor pan. Seat must be mounted in left front quadrant of driver compartment.
- One 12 volt passenger car battery only, must be securely mounted between and above frame rails, and battery must be covered with rubber or nonconductive plastic. Battery must not be mounted in driver compartment.
- Starter must bolt in OEM location. Aftermarket starters allowed. Car must have capability of starting without being pushed or pulled. Car must leave initial staging area on demand, unaided, or go to rear of that race.
- GM must utilize OEM GM distributor. Chrysler and Ford may use aftermarket HEI (bushing type only). Roller bearings are not allowed. Distributors must utilize stock-type components. Circuit board modules are not allowed. No ignition boxes. Mechanical and vacuum advance may be locked.
- No unapproved cameras, transmitting or listening devices (exception is one-way RACEceiver radio by officials), timing retard controls, or digital gauges (including tach). No electronic monitoring computer devices capable of storing or transmitting information except memory recall analog tach.
- All wiring must be visible for inspection. OEM type alternator with internal regulator allowed. No electronic traction control devices.
- Kill switch required within easy reach of the driver. The switch must be clearly marked “OFF” and “ON”. All battery cables and electrical must be securely mounted and protected.
- Automotive gasoline or racing fuel allowed ONLY! NO E85! No alcohol!
- Electric fuel pumps are not allowed. No piston style pumps allowed; diaphragm style only.
- A limit of one (1) standard fuel filter is allowed between the fuel cell and the carburetor. Fuel filter cannot be mounted in the driver compartment.
- No cool cans, cold air boxes, or air cleaner ductwork.
a) Option 1 – 2 bbl. OEM Carburetor: GM to GM, Ford to Ford, Chrysler to Chrysler; must use unaltered OEM two barrel carburetor for that engine, except: booster I.D. may be machined to 0.250”, venturi I.D. machined to 1.375” and throttle bore I.D machined to 1.6875” on Rochester carburetor. 0.625” minimum booster height on Rochester carburetor. Choke plate must be removed. Car must weigh a minimum 3000 lbs. with this combination.
b) Option 2 – May use unaltered Holley part no. 0-80787-1- with no modifications, or part no. 0-7448 which may be modified to meet the specs of part no. 0-80787-1. Unaltered 500 c.f.m. Holley – part no. 0-4412 may also be used. Holley carburetor components only may be used. Car must weigh a minimum of 3450 lbs. with this combination.
- Fuel cell must be commercially manufactured for racing applications. No boat or stock automotive fuel tanks. Tanks must be securely fastened inside trunk of racecar, above the level of stock trunk floor. Fuel cells must be in steel container. All mounts must be made of steel and surround the fuel cell and attached to frame or roll cage. No adjustable fuel cell mounts.
- Must have check valve. Fuel cell vent, including cap vent, must have check valves, a flapper spring or ball-type filler valve.
- Carburetors may be claimed for $175.00 fee. See claim rules (section 21).
- Steel, unaltered OEM, or unaltered OEM replacement, four wheel disc or disc (front) and drum (rear) brakes. Aluminum GM drums are not allowed. No two piece rotors.
- A single OEM or OEM replacement master cylinder only, must be mounted in stock location. Pushrods my be fabricated for removal of brake booster. Pedals may be aftermarket or OEM.
- All calipers must be OEM steel.
- All four wheels must have functional brakes. Brakes will be tested!
- Brake pads must contain complete friction surface, sectioning of pads prohibited.
- All components must be steel unaltered OEM, in OEM location and match frame. OEM steering column may be replaced with steel steering shafts (steering shafts must have a joint every 5 ft., collapsible steering shafts highly recommended). Steel knuckles only.
- No quicksteer of any type allowed. Quick release steering wheel coupler mandatory, may be ring or pin design. Steel or aluminum coupler allowed.
- All components and mounts must be steel, unaltered OEM, in OEM location and match frame. Magnet must stick to all components.
- OEM or OEM replacement type rubber A-frame bushings only. OEM type ball joints only. No sway bars, spring spacers, chains or cables. Exceptions are: for 1978-1987 GM mid-sized metric frame, OEM upper A-frame may be replaced using aftermarket upper A-frame (steel or aluminum cross shaft allowed. Bolt on spindle savers allowed). Upper A-frame mount must remain OEM and cannot be moved.
- Coil springs must be minimum 4.5” O.D. and non-progressive.
- No spring spacers, sway bars, chains, or cables allowed. No jack bolts or spring buckets allowed. Springs may be cut or heated.
- All components and mounts must be steel, unaltered, OEM, in OEM location and match frame.
- OEM replacement rubber control arm bushings only. Center of rear lower control arm bolt holes may be no lower than three 3” from bottom of axle housing and the same on both left and right. Trailing arm bolts must remain tight.
- Control arms must be level side to side and non-adjustable. Control arms may be fabricated of steel 2” x 2” tubing and must remain stock dimensions. No adjustable arms or swedge tubes allowed. No drilling or sectioning of bushings allowed.
- No independent rear suspension. No sway bars, panhard bars, spring spacers, extensions, chains or cables. No spring buckets or jack bolts.
Shocks and Springs
- One unaltered steel, nonadjustable, stock mount shock, in OEM location, per wheel. No coil-over shocks, air shocks, remote reservoir shocks. No Schrader or bladder type valve allowed. No coil-over eliminators.
- Coil springs must be minimum 4.5” O.D. and non-progressive.
- OEM and Ford 9” rear-ends and floater rear-ends are permitted, but must be mounted like stock rear-end for that make and model. Truck rear-ends and quick changes are not allowed.
- Rear-end may be welded or a mini spool may be used, full spools are not allowed. No torque dividing differentials.
- Rear-end must be centered on chassis.
- Lightened gears are not allowed. One inch inspection hole in housing required.
- Gun-drilled or titanium axles are not allowed (axles must be made of steel).
- All mounts must be securely welded, no floating or clamped mounts.
Tires and Wheels
- 8” or 10” inch wide steel wheels only. NASCAR pull-off slicks. Tires must be used pull-offs, no new tires. Must have minimum 0.375” studs with 1” lug nuts. Tires must durometer 60 or more after the A feature. May run bead locks on right rear only. Tires may be grooved, NO siping allowed. (Used G60 or KK704 USED tires allowed and recommended, may be grooved or siped. Again USED G60s ONLY!!!!)
- Softening is not allowed. Solvents of any kind are not allowed. Altering tires with any components or chemicals which alter the manufacturer’s baseline-settings of the tire is not allowed.
- Minimum “diameter, white, steel drive shaft only. Steel slip-yokes and differential yokes only.
- 360-degree drive shaft loop required, constructed of at least 0.125” by 2” steel or 1”tubing, and mounted 6-inches back from front U-joint.
- Automatic transmission
a) Must be OE automatic with torque converter. All OE forward and reverse gears must be operational.
b) Torque converter must be a minimum 10” and must have a minimum 0.125” inch plug, and contain three (3) quarts of transmission fluid. Must be able to hold brake while is running and car will not die.
c) Must have approved scatter shield constructed of minimum 0.125” by 3” steel, 270 degrees around flexplate. Flexplate must be full, unaltered OEM, or OEM replacement. No manual bump starts allowed.
- Standard transmission
a) 3 or 4 speed transmissions. All OEM forward and reverse gears must be operational.
b) Flywheels must be stock OEM and weigh a minimum of sixteen 16 lbs. Clutch must be a minimum 10.5” outside diameter. Lightened flywheels are not allowed. Aluminum flywheels are not allowed.
c) Must have approved scatter shield constructed of minimum 0.125” by 3” steel, 270 degrees around flywheel.
- Maximum of 368 cubic inches (370 C.I. for Chrysler) is permitted. Note: Cubic inches will be checked. Maximum 3.484” stroke for GM, maximum 3.500” stroke for Ford or Mopar.
- Maximum 175 lbs. compression ratio.
- OEM steel passenger vehicle production block only. No GM Bowtie, Ford SVO or Chrysler W components allowed. GM approved block numbers are: 3892657, 3914660, 3914678, 3932388, 3932386, 3956618, 3970000, 3970006, 3970010, 3970014, 10066033, 10066036, 10243880, 14010207, 14010209, 14010287, 14016376, 14016379, 10054727, 14088528, 14088548, 14088552, 14093638, and 14101148. Stroke must match block. No 400 or larger cubic inch parts allowed. Steel only. Absolutely no machining allowed on the exterior of the block.
- Flat top or dish pistons only, no gas ported pistons. OEM or OEM replacement steel crankshaft only – cannot be lightened, no 4340 cranks. GM 5.7 or 6-inch stock appearing rod allowed only. All others must have stock rod configurations with stock appearing rods. Cap screws allowed. Aftermarket rod bolts allowed.
- Must be unaltered approved OEM and minimum 76 cc combustion chamber. Only GM OEM approved head numbers are: 14079267, 3986336, 3986339, 3986339X, 3986388, 3932441, 376445, 3928454, 3932454, 3876487, 3973487, 3973487X, 3973493, 3951598, 468642, 330862, 333882, 3998920, 3998991, 3998993, 3998997, 3970126. Maximum size valves on these heads are 2.02” intake and 1.60” exhaust. Valve springs must be stock diameter(1.250”) no beehive springs allowed. Maximum 125 lb. seat spring pressure allowed. Screw-in studs, guide plates and poly-locks are permitted. Stud girdles are not allowed. May use Engine Quest (EQ) Stock Replacement (SR) cylinder head, part number CH350I, head must remain as produced, seat angles and valve sizes cannot be changed: three angle valve job only (absolutely no casting removal in valve pocket of EQ head, for any reason); Ford – no aftermarket or SVO heads; Chrysler – no after market or W-2 heads, 360 cubic inch heads only. 2.04” intake and 1.70” exhaust valves max for Ford and Chrysler. Bowl hog 80 degree maximum and may not be any deeper than 1.50” into pocket measured from chamber floor, not valve seat. Porting, polishing or alterations of any kind to heads, block, or intake is strictly forbidden.
- Conventional flat tappet cam/lifters only, cannot alter lifter bores. OEM firing order cannot be changed (GM: 1-8-4-3-6-5-7-2).
- Aftermarket performance harmonic balancers are not allowed. Stock replacement balancers only.
- Holley 2bbl and Rochester 2bbl - Intake must be cast iron no high rise (NO BOW TIES). Intake cannot be altered or cut in any way except at top of intake to allow for 2 bbl. adapters. Center divider may be cut to 1” below surface. Absolutely NO port matching allowed. Rochester 2bbl only – may use aluminum Edelbrock #2701, 7121, 7181, 7183, or 2915 and Weiand # 7547-1, 7547, 7515, 8023, 7516, or 7545 (absolutely no modifications to aftermarket intakes). Absolutely NO port matching allowed.
- A minimum (1) 1” plug above the oil level in the side of the oil pan is recommended. If not utilizing a plug, oil pan will have to be removed at time of inspection.
- Only (1) minimum 2 core radiator allowed in stock location. Overflow tubes must be directed toward ground. Steel or aluminum V-belt pulleys only. No electric fans. Aluminum water pumps allowed.
- Stamped steel rocker arms or roller tip rocker arms only!
- Must be cast iron exhaust manifolds. Headers are not allowed. Exhaust must extend past the firewall. Must remain dual exhaust. Crossover or “Y” pipes are not allowed. May use manifold adapters or port manifolds to fit only! Must have mufflers (3-ring, cone, perforated insert, IMCA 609, or glass packs allowed)!
- The overall weight of the racecar shall be measured at the conclusion of an event with the driver in the cockpit, wearing complete racing apparel. You may not add missing or lost parts after race.
- Rochester 2bbl application- minimum 3000 lbs. Holley 2bbl applications – minimum 3450 lbs.
- Any driver that finishes on lead lap and have competed in the prior 2 weeks competition may protest another driver that finishes in front of him or her. All protests must be submitted in writing within 15 minutes after completion of race. Once the protest has been initiated the protest cannot be recalled. All protests must be made in cash only and must be given to the appointed track official. All protesting drivers may be accompanied by one additional person. Protested drivers are allowed two additional people to aid with removing of protested parts. Teams are allowed 1 hour for removing any components except in the case a rod and piston need be removed in which 1 hour 30 minutes will be allowed. All teams are responsible for having tools necessary for disassembly. If components cannot be removed within allotted time the protested driver will be disqualified.
a) Section protest – $250.00, $25.00 goes to track – Driver may protest suspension, engine, transmission, or fuel. If fuel is protested laboratory fees will be taken from protest fee. Protests may be anonymous, however, only protesting driver may be present.
b) Complete protest - $425.00, $50.00 goes to track – Complete vehicle may be inspected, only one head may be removed, protesting driver chooses which side. If fuel is protested laboratory fees will be taken from protest fee. Protests may be anonymous, however, only protesting driver may be present.
- If protested driver is found legal, protest monies will be issued to protested driver less fees.
- If protested driver is found illegal, protest monies will be returned to protesting driver less fees and penalties will apply to protested driver.
a) Violations – First offense, Loss of points and winnings for current night. Second offense loss of points year to date and suspension up to four weeks in which decision will be made by track director.
- Any driver may protest a total of 2 times per season. A driver may only be protested by another driver a total of 2 times per season.
- Southern Oklahoma Speedway has the right to protest any driver at any time in which a $50.00 teardown fee will be given to protested driver if found legal.
- All decisions will be made by Southern Oklahoma Speedway officials and all decisions are FINAL.
- Any top 4 finishing driver may have their carburetor claimed by another driver finishing on the lead lap behind them for a fee of $175.00 or swap. Claimed driver has decision for cash or swap. Claiming driver must have competed for the prior two weeks of competition at Southern Oklahoma Speedway without disqualification. Claim must be submitted before leaving the race surface to an SOS official. Claimed driver is responsible for removing own components and must not leave the tech area until claim is complete. Drivers may be claimed a total of 3 times per season. If claim is denied penalty will be loss of points year to date and loss of current night winnings and will not be able to claim the remainder of the season. Southern Oklahoma Speedway has the right to claim after the third claim has been met.
- Claiming drivers will not be eligible to claim again for a minimum of 2 weeks and achieving a top 4 finish in an “A” Feature main event.


Return To Spartina - P30 For Sale
|L.O.A.||29' 9 1/2"||9.08m|
|DISPLACEMENT||8,320 lbs.||3,773.89 kg.|
|BALLAST||3,560 lbs.||1,614.79 kg.|
|main 197 sq. ft.
100% foretriangle 247 sq. ft.
total sail area 444 sq. ft.
39 ft. 0 in.
|MAST HEIGHT ABOVE D.W.L.||42' 3"||2.88m|
|COCKPIT LENGTH||7' 6"||2.28m|
|THEORETICAL HULL SPEED||6.7 kts.|
|CAPSIZE SCREENING FORMULA||1.87|
|MOTION COMFORT RATIO||24.09|
|BALLAST RATIO||2.3:1 (43%)|
|MAXIMUM RANGE OF POSITIVE STABILITY||120 Degrees|
Explanation of terms and formulae:
L.O.A. (Length Over All): Total length of vessel from bow to stern.
D.W.L. (Distance at Waterline): Hull length at the waterline. This number is somewhat dynamic, changing with respect to the heeling moment. Typically, a longer D.W.L. is one of the factors which translates to increased hull speed.
BEAM: The widest dimension atwartships at the waterline.
DRAFT: The depth of water that the vessel draws, or displaces, especially when loaded
DISPLACEMENT: The volume or weight of water, in long tons (1 long ton = 2240 lbs.), displaced by the vessel.
BALLAST: Anything heavy in a ship (e.g., lead, in the keel of a sailing vessel) to give stability.
SAIL AREA: Sail area is the total of the main sail and, for example, in the case of a sloop, the area of the front triangle (based on a 100% jib).
I: Distance from highest sheave for jib halyard measured vertically to the shear at deck abreast the mast (NOT cabin top, or deck at mast).
J: Horizontal distance from front of mast to forestay fitting or Jib Tack at bow or bowsprint.
P: Vertical distance from top of boom or tack to head; luff length of mainsail.
E: Distance along boom from aft side of mast at Tack, to Clew of mainsail; footlength of sail.
MAST HEIGHT ABOVE D.W.L.:
HEADROOM: Standing room inside cabin (typically measured. by the manufacturer, between the cabin sole and the hatch cover. Perhaps a more meaningful dimension would be from the cabin sole to the overhead liner which is typically a few inches lower than the hatch cover on boats constructed with a liner and comprises, by far, the greatest percentage of the cabin's work space.
COCKPIT LENGTH: Inside dimensions of distance between stern and companionway bulkheads
THEORETICAL HULL SPEED: The theoretical maximum speed a deep-keeled vessel (e.g., sailboat) can travel through water. It should be noted that boats surfing down waves, or lightish-displacment boats that can plane over the surface of waves can generate higher speeds than the theoretical maximum. Hull speed is calculated as follows: 1.34 * square root of waterline length (D.W.L.) in feet.
D/L RATIO (Displacement/Length Ratio): D/L = displacement in long tons (divide displacement by a long ton (2240 lbs.) to find displacement value) / (.01 * D.W.L.)3. A value of 100 or so would indicate an ultralight-displacement boat (ULDB) such as a racer. A medium-displacement value (typical of cruiser/racers) is about 200-300, and heavy-displacement cruisers at around 300 or more.
SA/D RATIO (Sail Area/Displacement Ratio): SA/D = sail area / (displacement in cubic feet) 2/3 -- where 2/3 means square the displacement in cubic feet (for salt water, divide displacement by 64 to get displacement in cubic feet) and then take the cubic root of that number. A high-performance racer (typically large sail area and light displacement) may have an SA/D value of 18 or higher. A heavier-displacement cruiser may show a value of around 14 or lower. Moderate-dispacement cruiser/racers typically show a SA/D value of around 16.
CAPSIZE SCREENING FORMULA (CSF): To calculate the CSF, first divide the displacement by 64 (volume in cubic feet for salt water). Then, find the cubic root of that number (i.e., the cubic root of the displacement in cubic feet). Finally, divide the beam by the number you just arrived at (i.e., divide the beam by the cubic root of the displacement in cubic feet) to determine the CSF. A value of less than 2 translates to a relatively safe boat in rough conditions. Greater than 2 indicates rough weather vulnerability. The CSF gives a quick and dirty capsize vulnerability indicator. It is, however, less rigorous than the mathematical formula used by most naval architects to determine the maximum angle a boat can heel and still right itself without doing a 360. If a sailing vessel could right itself up to a heeling angle of about 100 degrees--it would be a good thing.
MOTION COMFORT RATIO (MCR): MCR = displacement / (0.65 * (0.7 * D.W.L + 0.3 * L.O.A) * beam 4/3). This ratio is a relative measure of the motion comfort of a boat. A boat that is less affected by significant wave action is generally considered more comfortable. Smaller, beamier boats tend to have a lower ratio while longer (D.W.L.) less beamy boats, a higher number. Typical MCRs range between about 14-38.
BALLAST RATIO (BR): BR = displacement/ballast. Typical BR values range between 2:1 and 3:1. Tradeoffs between speed, stability, comfort and manuverability are factored in when determining the BR. These tradeoffs depend on the vessel's intended use (i.e., blue water cruising, coastal cruising, daysailing, racing or some combination thereof).
MAXIMUM RANGE OF POSITIVE STABILITY: Naval architects determine the maximum range of positive stability by the combination of a rigorous mathematical formula based on the section area curves, as well as an experimental inclination test. The results yield the maximum angle a boat can heel and still reright. Most offshore cruisers would want to have a range of maximum positive stability of at least 120 degrees. In the event of a knockdown, the mast will initially be submerged at about an angle of 90-100 degrees. The greater the range of positive stability--the better the chance of rerighting after a knockdown. US Sailing Association's IMS certificates for Pearson 30s typically yield a maximum of about 120 degrees of positive stability.
PHRF (Performance Handicap Racing Fleet) : Performance handicapping systems are based on the speed potential of a yacht, and the ratings have been derived from observations of previous race data. Base ratings, have been determined from past performance of a class or similar type yachts, and some simple measurements are taken to make adjustments, i.e. larger sails, propulsion and others. Ratings vary slightly, depending on the region, and other factors. Generally, and arguably, the lower the PHRF number, the faster the boat.
The Pearson 30 was designed by naval architect Bill Shaw. Approximately 1,185 fin-keeled, spade-rudder P30 sloops were produced in Portsmouth, Rhode Island from 1971 to 1981 attesting to her tremendous popularity. The P30 was designed, primarily as a coastal cruiser, however, she had a good turn of speed and was successfully and actively raced throughout the country under PHRF, IOR, and MORC certification. She won the 3/4 Ton North American Championship in 1972.
Pearson was one of the oldest fiberglass boatbuilders in the country. Their Triton and Alberg 35, preceeding the P30, are two of the classic modern boats. In the 1970's, with over 20 years of fiberglass boatbuilding research and development, and practical experience, Pearson had solved most of the construction problems that seemed to plaque some builders. The hull structure is a hand layup in a one-piece mold of alternating plies of 1 1/2-ounce mat and 18-ounce woven roving. Two layers of omnidirectional mat are used beneath the gelcoat. Below the waterline is a solid seven-ply layup, yielding an average bottom thickness of .29 inches. Along the keel, the the plies from each side are overlapped, doubling the thickness. The topside skin is five plies of mat and roving with an average thickness of .21 inches. The deck is a fiberglass/end-grain balsa sandwich. The hull-to-deck joint is made by glassing together the external flanges of the hull and deck and backed up with stainless steel screws every four inches. The ballast is molded lead which is encapsulated in the fiberglass keel molding. Resin is poured over the ballast and locked in place avoiding the need for keel bolts. The mast is deck stepped and made of 6061-T aluminum. It is supported by an oak compression post that is glassed into the top of the keel. Chainplates are bolted to primary structural bulkheads that are glassed in. Much of the interior construction is bonded to the hull, including the fiberglass floorpan and molded headliner. Pearson hull strength is considerate, having slightly heavier scantlings than average. The rigging is strong and somewhat larger than most boats of her type making her very suitable for the coastal cruising conditions she was designed for.
The interior is spacious considering a boat of this vintage and relatively narrow beam. There is plenty of compartmentalized stowage both belowdecks and in the cockpit locker and lazerette. Headroom, in the main cabin is five feet, eleven inches, and six feet, one inch, in the area just under the companionway hatch, near the galley. The cabinet and locker face sufaces are easily cleaned, low-maintenance white formica, trimmed with teak. The headliner is smooth, rounded, and light colored. The forward and aft bulkheads, as well as the door seperating the forward and aft cabins from the head were constructed of plywood and covered with a teak-patterned (non wood) veneer that makes a good candidate for renovating with a fresh coat of mildew-resistant marine-grade paint to lighten up the interior even further, while at the same time reducing the inherent mismatch of simulated wood grain contrasted with real teak. With four portlights (including one in the head, that opens), a forward opening transparent hatch, and two long, main cabin windows, the interior has a clean, airy feeling. There is enough teak trim in the form of handrails, cockpit storage bins, companionway hatch coverings, winch and turning block bases, etc. to provide a classic touch without the heavy maintenance required of traditional all teak interiors and heavily teaked exterior decks and cockpits.
The original 30hp Atomic 4 engine provides adequate power to move through chop and windy conditions. A recent trip in 30 knots of wind with 6 foot chop yielded an average speed, going to windward, with an opposing current of about one knot, of 3 knots/hr. Typical cruising speed is 6 knots plus under power. The venerable A4 engine is relatively quiet and smooth. Access to the engine is easily gained by removing the companionway steps, the quarterberth access cover, or by access from the sail locker. Engine access for routine maintenance is reasonable once you, literally, get the feel for it (some tasks like checking the oil require that you reach around, behind the engine to retrieve the diptick -- since you can't see the dipstick from the access door on the front side of the engine compartment you must feel for it, and with a little practise it becomes easy to find, remove and replace the dipstick. This is necessary when draining the oil as well. However, it's easy to add or replace oil, as the oil filler cap is right in front). Some tasks require some extraodinary flexibility on the part of the mechanic, a common trade-off on a sailboat of this size. My A4 mechanic says the P30's engine compartment is a "ballroom". You've got to like a guy like that. The P30 has excellent handling characteristics under sail. She is very responsive and turns within a very small radius, a useful characteristic when negotiating tight marinas, etc. She will heel over in a breeze quite readily, but seems to love it, even if you manage to bury her rail she is responsive and moves quickly and with a light touch on the helm. She's not stiff, but she feels very secure and has excellent secondary stability, with a maximum range of positive stability of about 120 degrees, according to IMS certificates obtained on a number of P30s that underwent stability testing. When heeled to angles of more than 20 degrees the P30 retains its light, very well-balanced helm making her easy to handle when the breeze kicks up. With the proper sail combination the P30 is comfortable in a wide range of wind conditions. In a 25-30 knot breeze, with a double reef in the main, and 100% jib, she will sail comfortably to windward, heeling to about 25 degrees or so. With the chop at around 3-5 feet she will still make between 5 to 7 knots under sail, assuming no significant opposing current. Under ideal wind and sea conditions (not factoring in a favorable current) she will cruise at around 7+ knots under full sail. Heeled over, her waterline is a bit longer and results in a better than theoretical speed (6.7 knots) for her D.W.L.
The Pearson 30 is simple, clean, well built, safe, fast, and sturdy -- generally speaking, bulletproof. She is very comfortable for two people, such as a cruising couple, and easy to single hand as well, an important consideration when practising crew-overboard rescues. One could comfortably undertake a moderately long trip, for instance, from Seattle's Puget Sound to SE Alaska, encompassing a range of sea and weather conditions, from protected (although not without some very fast currents) inside passage work, through cautious open-ocean coastal cruising on the outside of the islands along the route. The P30 has a nice motion through waves and chop and is surprisingly seakindly, for a moderate-displacement, fin-keeled sailboat. Pearson delivered P30s to many locations, including a number of skippered-deliveries to Bermuda, a 700 mile ocean passage from the east coast of the US where the Pearson 30s where built.
Although the P30 is built rather sturdily and has seen some ocean time, I wouldn't be inclined to sail her offshore on extended passages. The stresses and conditions associated with long ocean crossings are considerably more intense than those related to coastal passages where shelter from harsh weather and seas can usually be found within 1-2 days or less. This is important because it's not likely that you'll be able to wait out a serious storm or series of storms, in the middle of the ocean, without potentially comprimising the structural integrity of a vessel designed primarily for coastal cruising.
For near offshore coastal cruising with the opportunity to duck in out of severe conditions within a day or so, the P30 excels. She is a remarkably good example of an understated, well found, responsive, and very well-balanced production boat with an excellent turn of speed and characteristic of the quality and innovation for which Pearson Yachts built their well-deserved reputation.
Original P30 Specifications
HULL: One-piece molded reinforced fiberglass laminate (hand lay-up) with integrally bonded bulkheads. Fin keel and aft-raked spade rudder. Standard hull color white--other colors optional. Boot top paint: standard colors.
DECK&COCKPIT: One-piece molded reinforced fiberglass laminate with balsa core for stiffness and insulation. Color and non-skid surfaces molded in. Textured fierglass full headliner laminated to deck cabin interior surface. Self-bailing cockpit. Cockpit sail locker with molded drain gutters. Lazerette hatch. Fiberglass sliding companionway hatch. Teak drop slides. Fiberglass coamings and winch islands with teak trimmed storage alcoves under. Teak handrails. Deck unit mechanically fastened to hull with overlay of fiberglass for complete watertight integrity. Standard deck color white -- two tone deck colors optional.
MACHINERY: Four-cylinder Atomic-4 gas engine. Direct drive. 35 amp. alternator. 7/8" tobin bronze shaft, shaft strut, 2-blade 7X12 propeller and bronze gland stuffing box. Water box muffler with steamhose exhaust line. Controls and instruments inside of cockpit well include shift, throttle, choke, starter button, ampmeter, oil pressure, and water temperature. 20 gal. Monel fuel tank with cockpit sole deck plate fill and overboard vent. Automactic fuel shut-off valve, fuel filter and flexible fuel line.
TANKS & PLUMBING: 22 gal. plastic fresh water tank located in forepeak with deck fill, vent, and supply lines. Holding tank.
ELECTRICAL: Fused switch panel. Master power switch, 12V 53 AH battery. International navigation lights. Interior cabin lights. Stranded copper wiring with impervious covering, color coded for circuit identification and located high above bilge area. Designed to minimize voltage drops.
HARDWARE & DECK FITTINGS: Chrome-plated brass or bronze, stainless steel and special marine alloys, including. custom designed stainless steel backstay and shroud chainplates. Bow chocks (P&S), bow cleat, stern cleats (P&S), and flagpole socket. Two large fixed ports (main cabin) and 3 small fixed ports, 1 small opening port. Aluminum "T" genoa tracks through bolted (P&S). Genoa blocks with track slides. Two primary sheet winches with cleats. Stainless steel bow pulpit and stern rail. Stainless steel stanchions with vinyl-covered stainless steel lifelines. Tiller steering.
SPARS: Mast of anodized aluminum 6061-T6 alloy with internal track section. Aluminum spreaders. Custom masthead fitting and stainless steel tangs. Halyard winches with cleats. Rigging fittings of stainless steel and aluminum alloy. Boom of anodized aluminum 6061-T6 alloy with internal sail track groove. Jiffy reefing gear. Fixed gooseneck. Topping lift. Mainsheet and blocks.
RIGGING: Standing -- Stainless steel 1 X 19 with truloc swaged and fittings. Turnbuckles for headstay, backstay, upper and lower shrouds. Toggles on upper-lower shrouds and masthead toggle on headstay. Running -- Main and jib halyards of 7 X 19 stainless steel with spliced Dacron tails. Braided Dacron main and genoa sheets. Flag halyards.
SAILS: Main and working jib. Total sail area: 444 sq. ft.
INTERIOR: Sleeping accomodations for six. Double berth in forward cabin with trap storage under. Hinged door privacy. Two drawers in berth face. Forepeak anchor rode storage. Shelf alcove storage P&S. Transparent aluminum frame ventilation hatch overhead. Thwartship toilet room w/hinged privacy door. Holding tank toilet system. Hanging locker outboard on port side. Vanity unit to starboard with stainless steel wash basin and foot pump. In main cabin, port side berth converts to double, quarter berth aft with storage under. Folding table hinged to bulkhead. Shelves P&S with alcove storage under. Teak companionway ladder. L-shaped galley aft to starboard. Stainless steel galley sink with foot pump. Spacious top loading icebox with with foam inplace insulation. Sliding door locker outboard of galley countertop. Drawer and locker storage under. Textured fiberglass cabin sole. High pressure laminates on countertops. Teak patterned bulkheads and other interior components. Teak trim throughout. Hull sides covered in vinyl. 4" foam matresses throughout, fabric covered.
SAFETY EQUIPMENT: Bonding system incorporates common grounding of chainplates, seacocks or gate valves on thru-hulls. Deck and cockpit areas have molded-in non-skid surfaces. Self-bailing cockpit. Automatic fuel shut off valve. Natural and forced draft ventilation of engine compartment in accordance with U.S.C.G. regulations. Manual bilge pump. Teak handrails on cabin top.
OPTIONAL EQUIPMENT: Mainsheet ball-bearing traveler track. Two-burner alcohol galley stove.
Return To Spartina - P30 For Sale
Pearson 30 Specs - courtesy of Richard Ian-Frese: firstname.lastname@example.org - Who is currently selling his Pearson 30 "Squid" in Seattle WA - Visit Squid Web Site for more information.


Telechron H3 Rotor 3.6 RPM (Revolutions Per Minute)
The picture shows different type of H3 rotors and they are 100% compatible or interchangeable. Each H rotor has a M number as follows:
M519, M1313, M1630, M2275, M2309,
M2317, M2319, M2394, M3401, M3632 ...
These rotors are used in Telechron and GE or General Electric Clocks and radios. Our rotors have been oiled, fully tested, in working condition and guaranteed that it will make your clock run well, smoothly, quietly and keep accurate time.
Our rotors come with a 14-day replacement guarantee.
© 2019 VintageClocks4U.com - All Rights Reserved. Designated trademarks and brands are the property of their respective owners.


Avid 30 Gallon Per Day Reverse Osmosis (RO) Filter
Avid, a Sterling Water Treatment Brand, delivers with a 5 Stage Reverse Osmosis (RO) filtration system capable of eliminating over 99% of contaminants in water, including virii, bacteria, cysts, pentavalent arsenic, etc.
This 30 GPD filter system comes complete with a bracket for mounting the filters under a counter or against a wall, plus a small pressure tank for filtered water storage, a saddle valve for connection, a faucet, and filter wrench.
The Five Stages
Stage One is a 5 micron filter used to remove grit, sediment, sand, etc before entering Stage Two. The longevity of the Stage One filter is dependent on the load of material being delivered by your water system - typically, anything over 5 microns is visible, so if you can see it in the water, Stage One is capturing it.
Stage Two is a granular activated carbon filtration cartridge designed to remove other solids that will bind with carbon prior to entering the more sensitive membrane. Carbon will also help to reduce chlorine levels, which can never be allowed to touch the membrane
Stage Three is an activated carbon block filter designed to remove taste/odor issues and chlorine prior to entering the membrane stage, Stage Four.
Stage Four is where the magic happens - Reverse Osmosis relies on the physics of osmosis in liquids. In Stage Four, the water builds up a higher pressure on one side of a semi-permeable membrane, in the Stage Four filter, which causes the water molecules to equalize across the membrane. However, because the holes in the membrane are so small, only water will typically (just over 99% effective, remember?) make it through the Stage Four filter.
Stage Five is a secondary carbon filtration cartridge to clean up any odors or tastes that may have made it through the system.
It is expected that filters will last approximately 6 months to a year, but it is mostly dependent on usage and water quality at your home.


100 WATT FLEXIBLE SOLAR KIT
Go Power! 100 Watt Flexible Solar Kit. These kits include marine-grade, flat, and low-profile solar modules with adhesive or screw-mounting options.
The Go Power! Solar Flex™ panel is aerodynamic and DURABLE—a low-profile and bendable solar battery charger for RVs, boats, work trucks, long-haul trailers, and sleeper cabs. This solar panel conforms to almost any surface and is designed to provide a powerful charging solution for batteries. The high-efficiency monocrystalline cells produce more power per square foot than any other flexible panel on the market.
An impermeable lamination coats the entire Solar Flex™ module, allowing it to contour and flex against curved surfaces, eliminating any need for custom mounts. The panel can be affixed by adhesive or screws, and grommets are provided for ease of installation. The thin, lightweight module can also be, making this a truly versatile solar module.
- Avoids custom mounts (100 and 50 watt modules curve up to 30 degrees)
- Can be affixed with adhesive or screws
- Has a durable surface
- Measures less than 1/8” (3 mm) thick
- Is ideal for lightweight RVs (modules are 82% lighter)
- 5-year warranty


The Bosch GBH18V-26K 18V EC Brushless 1" SDS-plus Bulldog Rotary Hammer Kit has a hammer that can deliver similar power to a corded hammer - with cordless convenience. The GBH18V-26K hammer was designed with an efficient EC Brushless motor, which offers 50 percent more impact energy and greater tool runtime than previous generation cordless hammers with brushes. The tool weighs only 7.7 lbs but delivers 1.9 ft-lbs of impact energy, for an outstanding impact to weight ratio. It also has KickBack Control, an integrated sensor to stop tool rotation in bind up situations. It has such advanced features as Electronic Precision Control, for smoother bit starts, Vibration Control, for extended user comfort, and Electronic Motor and Cell Protection, to avoid overheating and overload. It has an ergonomic L-Shaped design for easier horizontal drilling. This kit comes with two 18V 6.0 Ah FatPack batteries, an 18V fast charger (which can charge a spent 18V 6.0 Ah battery to 80% in 35 minutes and to 100% in 55 minutes) and a carrying case.


The Five Star DEF Story: We Buy a Diesel Truck, and Begin a Road Trip
We purchased a brand new 2013 Ford F350 Super Duty truck in June, 2013. We needed a 14,000 GVWR truck that could haul our pickup camper and tow our utility trailer at the same time, and would be economical to drive long distances with our slide-in camper; so, we picked a truck with the 6.7L Power Stroke engine. We had never owned a diesel powered vehicle, but after many test drives and some research, we were amazed by the quiet, clean, and powerful diesel engines that power the new Ford, Chevrolet, GM, and Dodge RAM full size pickups (we test drove each before deciding on the Ford). We travel with our pets and wanted a bigger camper which meant we had to have a big diesel truck.
We were curious about the Diesel Exhaust Fluid system on the truck and questioned the dealer about how often we would need to refill the tank and where we could get DEF. The dealer showed us the sections in the owner’s manual where we could find the DEF usage information, and we were relieved to read that a DEF refill would likely not be needed for at least 5000 miles. We found DEF by the gallon at a local auto parts store in Kent, WA, but the Ford owner’s manual advises not to store DEF inside the vehicle so we decided not to carry it in the truck or our pickup camper.
One week after taking delivery of our new F350 Super Duty, we loaded up the pickup camper, provisions, two dogs, one cat, and took off for a month-long road trip to visit family across the country. We prefer to avoid crowded freeways and enjoy driving less travelled roads with plentiful, quiet RV campgrounds. We had the trip planned out to arrive at our first stop to visit family in Waterloo, IA five days and 1800 miles after departing our home in Kent, WA.
The new truck/camper combination exceeded our expectations: plenty of power to climb hills and pass slow traffic on 2- lane roads, very quiet, and good fuel economy. The new truck averaged 10-11 MPG vs. our previous V10 gas F350/camper combination that got 7-8 MPG in similar conditions. We got familiar with all the new features of the new truck, including Ford’s information and message center where we could track fuel economy and lots of other useful information, including whether the DEF level was OK. It seemed odd there was not a gauge for monitoring how much DEF was in the tank (like a fuel gauge), but it did not seem to be a big deal (more on this later). We got in the habit of checking the Exhaust Fluid level each day.
Posted on Sun, August 25, 2013
by Erich filed under


High High Roller Stand
The tallest rolling stand available outside of crank stands, the High High Roller Stand features four sturdy steel risers, locking casters and a wide stable footprint. Terminating in a junior receiver and 4.5” junior grip head, the high high roller is ideal for supporting fixtures and overhead frames whenever height and mobility is desired even outside in light winds.
Footprint – 5’
Minimum Height – 6’11”
Maximum Height – 20’9”
Why Red Star
Camera, Lighting & Grip, Production Supplies, Trucks. We do it all.
Our team of over 40 rental technicians, agents, and repair specialists means that we have experts for every aspect of production. If you send us a message, we will connect you with the right person to help.
If You Need It, We'll Find It
If you need something outside our rental inventory, we’ll do everything we can to find it.
We’ve built a nationwide network of rental partners to make Red Star your single source for production equipment. When it comes to having the right tools for the job, we’ll move mountains so you don’t have to.


Many homeowners often wonder why their air conditioning unit makes noise even when it is off, but it can sometimes go away by itself! This article will discuss and address many reasons why this happens and offer some solutions to help you avoid it happening again! The first step is identifying where your noise may be coming from, for example, if an area of your home or property is less insulated.
The second step is identifying where the noise may be staying; for example, in a certain area of your home or property.
The third step is ensuring the issue does not happen again by addressing or finding where the issue was and removing or repairing the problem causing the issue. You can either do this yourself to avoid any costs, hire a professional to help with any environmentally-unsafe problems, install new AC parts to allow it to work better on its own, or use a cooling tower that will circulate air throughout your home by connecting numerous vents to one central location.
1. The Blower May Be Loose
The blower is a part of the air conditioner that allows air to be blown into other rooms within the home, so if it falls off or becomes loose, it will make loud noises, which may cause concern for your neighbors and you. If this happens to your AC unit, you may try adding washers to the screws securing the blower cap, and tightening them slightly. If this does not work, remove the screws and reattach them with new washers under them.
2. The Thermostat May Be Defective
If you have a defective thermostat, it may be stuck in the “on” or “off” position, which will then cause your air conditioner to turn off prematurely. While this is not harmful to your unit, it can make a lot of noise and stay on longer than it should. Reach out to a professional to get your AC repair.
3. The Air Ducts May Be Blocked
If the air ducts are blocked with debris, dirt, or lint, this can also cause your AC unit to run continuously, even when it’s off. This will also cause your AC unit to make a lot of noise while running, even when it’s off. The best way to unblock your air ducts is using a vacuum cleaner, followed by a water hose to remove any standing water or dirt that may have built up.
4. Your Refrigerant Levels May Be Too Low
Your refrigerant levels allow your AC unit to work; these should be checked annually and refilled if needed. If your refrigerant levels are too low, this can cause your air conditioner to make a lot of noise while it is running and eventually stop working. The best way to check your refrigerant levels is by checking the refrigerant level window on your AC unit.
For any kind of Air Conditioner Repair, contact Elite Plumbing, Heating & Air Conditioning.
Business Name – Elite Plumbing, Heating & Air Conditioning
Address: 3085 E Post Rd, Las Vegas, NV 89120, United States
Phone Number: 702-263-2665


Gas safety is serious business, and landlords have been warned by the AIIC not to treat it lightly. Recent occurrences have seen landlords being fined for safety failings and for letting properties with dangerous gas boilers and equipment not checked by certified engineers.
Although it is unclear why there have been more of these incidences in the past year, the AIIC is now urging landlords to ensure that all gas systems in their rental properties, including boilers and gas appliances are safe. Carbon monoxide detectors have now become a requirement.
What can you do as a landlord to ensure that the gas appliances in your rental property are safe and working correctly? This guide will help.
Your Requirements as a Landlord
As a landlord, your duty is to ensure the maintenance of all flues and gas fittings to ensure their safe condition. This includes ensuring that all gas appliances are regularly and properly serviced according to manufacturer’s instructions or on the advice of an engineer registered with Gas Safe. Annual safety checks should be carried out on each appliance and its flue before the start of any new lease, or should have been inspected within one year before the start of the new lease. Appliances installed in a rental property for under 12 months will require inspection within one year of installation.
Safety check records for each appliance must be kept for two years or more, and a copy of the latest safety check issued to existing tenants within 28 days of check completion. If new tenants are moving into the property, they must be given a copy of the record prior to moving in.
Taking All Reasonable Steps
It is the landlord’s duty to ensure they’ve taken all reasonable steps to ensure the safety of tenant appliances. This can mean requesting access to a tenant’s rental property in written form, including this access in their rental contract, or any other reasonable means.
Safety is not the Tenant’s Duty
Overall, the responsibility of ensuring compliance with the law belongs to the landlord. The landlord cannot delegate maintenance or safety check duties to the tenant, even if a managing agent is being used. Sub-let properties require the landlord to retain safety duties. However, these duties may overlap with those of the individual who sub-lets. In these cases, communication between the parties to ensure current checks and records are being kept is strongly recommended.
Risk of Prosecution, Penalty and Imprisonment
Not taking steps to maintain the gas appliances in tenant residences can result in injury and loss of life. Fines for not maintaining tenants’ gas appliances can reach £20,000, and offending landlords can be placed in prison for non-compliance. In some cases, both a fine and an order for imprisonment may be given. Unlimited fines may be the result of the case if is referred to the Crown Court.
Checking Certification of Engineer
Any engineer entering a premises to conduct maintenance and safety checks on an appliance must be confirmed as certified by the landlord. Engineers should be willing and able to provide a current card containing their photo, company name, registration number, security hologram, business registration number and start and expiry date. The back of the card should contain detailed information about the kind of gas work the engineer is registered to do.
If ever in doubt about the certification of an engineer, landlords can call the Gas Safe Register during office hours on 0800 408 5500, or visit http://www.gassaferregister.co.uk.
Any appliances which fail the safety check must be re-examined and the problem rectified by a certified Gas Safe engineer before using the equipment again. No appliance deemed unsafe should be turned on or placed into use until the identified problem has been rectified.
Should the smell of gas be detected, immediately open all windows and doors. Next, you’ll need to ensure the gas supply is shut off at the meter control valve. If this valve is unable to be found, and gas continues to leak, call the Gas Emergency Freephone Number 0800 111 999.


Strategic choices, values or well-structured methods may sometimes produce far-off effects. This does not always happen, but when it does, it can be taken as a quality paradigm for what you are doing, recognizing the results and positive consequences thereof. Even after decades, in every continent.
In each of the three reference markets - Household appliances, Automotive and Industrial sectors - we selected a story that tells about our journey and shows how a systemic, qualitative approach, that has been adopted for several years now, can even today give us the impetus to enhance the research and development paths which we started a long time ago: competitiveness, strategic advantages, edge over competitors and market position are in various ways consequences thereof and, in turn, new bases on which to continue growing together. With the pride of being able to tell a story that encompasses a worldwide process even if it solely refers to our corporate world, with the ability of foreign subsidiary companies to act as cognitive, manufacturing and development extensions of all the scenarios we are involved in.
That is why we want to tell you about our “Butterfly Effect”. This phenomenon, known in the era of globalization due to the relationship and the concatenation of consequences that local actions may have at a global level, takes on a very special meaning if used to analyse the development of some MTU products.
We hope you enjoy the read.
Since the early nineties, in an effort to try and solve noise problems and issues due to the gasket getting stuck as a result of long periods of inactivity, the household appliance pump market has called for the power of water pump motors to be reduced.
Meccanotecnica Umbra took up the challenge 25 years ago, developing a material for sliding rings capable of reducing sliding friction. PTFE patented by MTU with appropriate fillers: Mecflon. “Basically”, said Marco Benincasa, “in the early 90s, the market for household appliances, and specifically for dishwashers, called for a motor power reduction and the elimination of noise, which was also caused by the gasket and mechanical seal. Furthermore, reducing the motor power, which is linked to the starting torque, will reduce costs. To do this, a material was needed that would not get stuck, especially in the periods following long breaks in use.” At the core of this long development process was therefore a market requirement, which MTU was challenged to meet, “overcoming the intrinsic limits of a material which, as a plastic, has known limits of use. Our Mecflon exceeds the structural limits of materials, making the most of their advantages. Ongoing product development has continued for 25 years. The first development leap occurred when we were able to replace the carbon ring.
The Y1 type, therefore, allowed us to first reduce the absorbed pump power and to somehow eliminate noise and pump locking, thereby immediately placing us at the forefront with respect to the rest of the market.
In Mecflon, PTFE (polytetraflurethylene) acts as a “base”, a plastic matrix to be added with fillers, such as glass fibres (in the first Y1 version), or a carbon micro powder in the more recent Y4 one. All versions have therefore been widely used in the market, with Y4 progressively replacing previous versions in all applications. With Y4, we achieved significant improvements also in terms of wear resistance, which is a key issue as these materials are subject to the action of abrasive contaminants”.
The process was therefore developed over a long time: “from Y1 (1992) to Y4 (2003-2004), work required further study, trying to understand how to improve our seal which is, as already mentioned, mainly used in the pumps of dishwashers and other machines, such as coffee machines. The first phase was quite rapid, allowing us to reach the market quickly. Then it took over 10 years to fine-tune performance.
Today, when compared to other PTFE grades, Mecflon is specifically designed to provide greater efficiency, improved wear resistance and lower starting torque.
Mecflon’s effect was therefore once again a key factor to avoid getting stuck and noise. We also achieved remarkable results in defining the design for brushless motors with clear advantages also in terms of wear, for the natural damage caused by the use and movement of the parts”.
However, what really is a winning point at company level is the approach underlying the Mecflon development process that was adopted by the Research and Development team at the Campello facility. “Then, however, for the main part of production and application in the field, MTU China factory’s work became strategic and fundamental, since most customers had already outsourced their production there. We therefore succeeded in pleasing our customers by supporting the production phase in China, without leaving Campello: thus, manufacturing in China but developing in Italy and keeping our methods and approach characteristics unchanged. The consequent growth of our Chinese Subsidiary, therefore, also allowed for Campello’s well-structured growth. What we did was not actually outsource but rather use a form of widespread operational intelligence that brought about a virtuous network economy”.
Balanced growth, in which all foreign plants manage to seize opportunities in a well-structured way along with headquarters – a further consequence of this special Butterfly Effect produced by choices that were made years ago and that today, find confirmation and are brought forward along with better control of know how.
“Mecflon was a key product for MTU, making us become a reference point for the market: in the last few 25
in the last few 25 years, all dishwasher manufacturers who mostly use pump and seal technology have purchased our products.
Our market share is over 50% in Europe and 30% to 40% worldwide. The volume of MTU sales in the household appliance sector largely depends on this material, and on our ability to fully and competitively manufacture it in house, continuously following up on the early insight that led to the product development”.
MTU is active in the automotive industry, in particular as a manufacturer of mechanical seals for motor water pumps. In recent years, the whole sector has had to deal with changes that occurred in the market as a result of modifications in environmental regulations and a tendency to cut motor power in order to reduce consumption and the ecological impact. Marco Benincasa and Francesco Valentini talk about the 25-year journey that led to the development and improvement of MTU’s response to these various issues.
“It all started with the emergence of a new market requirement: on the one hand, it was necessary to reduce the physiological cosmetic micro loss that mechanical seal parts must have; on the other hand, as a result of the environmental regulations becoming increasingly stringent, the composition of antifreeze liquids, which in the past were very polluting, had been changed, thereby determining different behaviours, both as cooling liquids and as lubricants, bringing about a change in the mechanical parts coming into contact with these liquids due to physical (a risk of surface abrasion of the seals of the pumps moving them) and chemical (a tendency of antifreeze to form deposits due to the presence of mineral salts) reasons. We therefore had to react to these changes, which had been brought about precisely as a result of modifications to the regulations and motor working conditions: both a general reduction in power and a tendency to produce smaller, faster and hotter motors, causing greater stress for all affected components. Also in the automotive sector, the minimum power absorbed by a water pump has become a significant element in the overall reduction of motor power: in many cases, in new electric or hybrid vehicles, the electric pump has lower power, which is an edge for those who can manufacture it functionally.
The early phase of development involved identifying the ideal materials to make the two seal rings of. In some applications, working temperatures require the use of carbon rings: we therefore had to look for a type of carbon that had all ideal characteristics at the same time: the lowest possible friction, the greatest resistance to wear and the least possible thermal expansion in the application ( -40° +140°) to avoid size variations that could affect the pump operation.
We thus, ended up defining C.U.G. (Carbon Ultra Graphite or Hard Carbon Graphite) by focusing on a resin-free sintering process and gradually defining the appropriate mix of carbon and graphite.
To optimise the sealing capacity while looking for the best material to be coupled to C.U.G., we considered the use of ceramics, including silicon carbide, with their greater resistance to thermal shock. The problem was, however, to maintain a minimum amount of liquid between the two surfaces in contact, to ensure the necessary lubrication between sealing elements. These materials were developed by a single team that managed to work on both materials and develop each according to the needs of the other, in a mutual, parallel process.
For automotive applications, today we are the only ones to have used this type of silicon carbide and carbon, in the wake of recent
years’ technological challenge, namely the search for a raw material with particle sizes below 20 microns.
These materials have therefore been developed to feature the least possible friction in working conditions and a stable lubrication film between parts, thus not only ensuring a low, uniform temperature but also keeping material buildups, noise and excessive torsion under control. Therefore, the request for friction reduction and the reaction to the variation of fluids and the contingent market needs have urged us to follow a path of research and development that has led us to change and evolve the components of our product and their structural and surface conditions.
Carbon has gradually had an increasingly fine micro-grain. Silicon carbide surface porosity, which we have obtained with Laser technology instead of by pressing since 2010, was widened, making us gain a significant edge in precision terms. This also definitely improved the problem of noise resulting from rubbing: thanks to this parallel development, graphite powder particle size has been studied to perfectly interact with Silicon Carbide porosity, allowing us to avoid the suppliers’ “blackmail” for “standard” material supplies, as well as guaranteeing us far higher performance benefits with respect to our competitors. This process allowed us to position ahead of Japanese and German competitors, since we managed to industrialise production in a competitive way and, above all, within a functional process related to manufactured quantities: we still carry out mass production that requires low costs. So we can say that we optimised precision in light of the costs imposed on us by market conditions and production volumes.
This is a 25-year story focused on continuous research, which today, continues to look to the next 25 years with the same attitude that in recent years has made it possible for customers to appreciate our difference.
The market share we are currently holding in this area is entirely the result of our ability to solve customer problems. And if we have managed to give these answers, it is because we did not focus only on production costs, but we realized that design had to be moved from the product to the material.
We can proudly say that instead of designing “only” the product, we designed the materials to build the product with.
It is in this sense that talking, for example, of Designed Porosity for our silicon rings is tantamount to telling a complete vision, a method and a work approach typical of MTU: all design elements are instrumental to the customer’s result.
The entire research and development phase took place in Campello sul Clitunno: an investment was needed here in Campello to serve all the manufacturing facilities for silicon carbide and laser surface finishing. A strategic choice we have made for 15 years, even at the expense of some competitiveness, but which guarantees control, quality and a certain degree of confidentiality. For manufacturing and marketing phases, however, foreign subsidiaries have come into the game as critical players to fiercely hit markets with the most competitive conditions ever, but above all with highly effective local logistic and manufacturing facilities. Just as the after-sales phase is fundamental for our type of relationship with customers, which is the tangible reason why we continue doing research, thanks to a structured continuous feedback process. Thus, the high-tech investments made in Campello have their raison d’être and are paid off by the group logic, allowing continuous and virtuous flow between product research and marketing, and allowing for mass production in the volumes required for its own subsistence, thanks to multiple requests from subsidiaries. It is precisely global sales that can support the required figures. Otherwise, manufacturing limited quantities of rings to only serve a local market would not be advantageous for anyone.
30 years ago we were the smallest of the 13 companies that operated in the automotive industry. Today, we are the second of three companies that survived, and all this is largely due to our research on materials. This allowed us to capitalise on an enormous competitive edge, with respect to competitors who have to purchase materials externally, which are sometimes not even specific to their applications, with consequent difficulties to adapt to technological leaps or market innovations. We managed to acquire 20-25% of the market share of our competitors who, especially due to technical matters rather than economic ones, have proven to be less flexible than we are. By researching, designing and building materials in house we have had more opportunities to meet requests, and more adequate reaction times”.
This story describes how developing a seal for a given application has actually broadened the application base of the product it is used in. The growth of twin-screw pumps is intertwined with the design and reliability of the seals developed by Huhnseal, used in the food and beverage industry, “custom-made design” gains an even greater meaning and scope, as Daniele Ficorilli and Luca Tamburelli told us.
Screw Pumps are pumps that are used for viscous products, such as honey or fruit they handle the product in a very gentle way, so much so that even strawberries are not damaged.
It all began about 20 years ago. In early 2000, our collaboration with a customer who is still one of the industry leaders
led us to develop some twin-screw pump seals for the food and beverage industry, for the first time. So we can say that it all started with this customer’s insight, which we made possible by contributing to the success of this technology for the food industry.
Developing the product and fostering its natural growth required twenty years. In this period, there have been several generations of seals for twin-screw pumps, developed and modified according to changing industry standards and legislation.
Huhnseal’s participation in the European Committee that oversees the design of hygienic equipment, the EHEDG (European Hygienic Engineering Design Group — www.ehedg.org) was a major benefit for us. Huhnseal is an active member of this committee, whose function is to define the standards for the design of the hygienic components of engineering products. As a result we were able to apply rigorous technical design practices, making components more hygienic.
Over time, not only has our product – the seal – evolved, but so has the pump itself, for use in new hygienic applications, for exampleits use with chocolate, where the mechanical seal was a limiting factor preventing Twin Screw Pump from being used with this product.
Today Huhnseal is the main supplier of reliable seal solutions to OEM’s manufacturing twin screw pumps to be used for chocolate processing.
As you can imagine, there are many parameters to monitor even for very slight use variations. We are proud to see how Huhnseal's research and development contribution has basically made it possible to help our partners develop the market and, thanks to a mechanical seal used in certain applications, to see the twin-screw pump as a possible solution.
Our seal development has had a significant impact on the success of twin-screw pumps used in chocolate applications.
All this is the result of our ability to custom design solutions that satisfies the needs of all stakeholders. Huhnseal is today a market leader in mechanical seals for pumps and rotating equipment to be used in the food and beverage industry.
December 17, 2018 was a very special day for MTU Brazil. We organised the annual Solidarity Campaign, collecting and donating objects for children charities in need. Heartfelt thanks to all those who contributed to the donation. The objects collected were delivered to the Casa di Gesù Maria José Orphanage and the Casa della Madre Maria nursery.
A Cultural Association was founded in 2017 among the employees of MTU to enhance the free time of all those who interact with our company with recreational, sports and cultural activities. Below are the pictures of the visit to the Royal Palace of Caserta on 11 May 2019.
On 21 March 2019 we were pleased to host Francesca Pasinelli, Telethon’s General Manager. She discussed the crucial role played by this Foundation in the field of medical scientific research.
We invest in our future and in Educational change and Development projects. A unique teaching experience, combining the English language with a theatre workshop, to enhance skills to be strengthened and made expendable. A collaboration with Primo Circolo Didattico Spoleto, which we are proud of, that took place directly at the Campello Sul Clitunno Nursery School. Thanks to the Principal, to the teachers, to the professionalism of Artelingua and its teacher, and of course thanks to all those who believed in our project and in a certainly innovative teaching proposal. And thanks to the children who have welcomed this teaching project with great effort and enthusiasm.
On 22 December 2018, during the usual end-of-year party, we celebrated the 90th birthday of our vice president and Meccanotecnica Umbra founder, Fulvio Ginobri. A party in which the whole company participated with emotion, to exchange greetings and pay tribute to our beloved Mr Ginobri.


4260119451841 EAN: 4260119451841
Fauna Marin GmbH
Multifilter incl. pump 3,0L
The Fauna Marin Multi-Filter is a versatile media chamber that can be used as a bio-pellet reactor or media reactor.
As media reactor, the Multi-Filter can hold various types of filtration media:
- Fauna Marin Carb L activated carbon
- Fauna Marin NPO Redu pellets
- Fauna Marin Phos 0,04
- Fauna Marin Power Phos
- Fauna Marin Ultra Phos
- You can also comfortably mix Carb L and PO4 media together in one chamber without any issues.
The Multi-Filter's space saving design allows for users to find a spot for it in even the smallest of spaces!
Multi-Filter 1.5 Liter
Dimensions: 9.4" x 5.5" x 13.8" (L x W x H)
Capacity: Approximately 1.5 L
Includes: Multi-Filter 1.5 L and controllable pump
Multi-Filter 3.0 Liter
Dimensions: 9.4" x 5.5" x 19.7" (L x W x H)
Capacity: Approximately 3.0 L
Includes: Multi-Filter 3.0 L and controllable pump Tank
Assembly and Installation
Step 1 Assemble the Multi-Filter by connecting the included pump to the body of the filter. Make sure the pump is fully open, see operating instructions enclosed with the pump.
Step 2 Find a suitable area in your sump and place the Multi-Filter in that area. If possible, position the filter in front of a skimmer. This will allow the reactor media to more efficiently reduce nutrients. The reactor should not sit in a water level above 9.8" - 11.8". Make sure the reactor is standing straight at all times. Otherwise, performance will be compromised.
Step 3 Remove the upper middle screw and screen, then add your filter media of choice. Re-position the screen and slightly tighten screw.
Step 4 Adjust the pump outflow rate by turning the dial on the pump itself. Make sure the filter media is tumbling gently and not getting tossed around the reactor.
Ensure that the filter media is always tumbling and getting sufficient water flow.
In order for the reactor to maintain performance, we recommend you perform regular maintenance on the reactor.
- Clean the upper screen with a soft brush
- Clean the drain openings with a soft straw brush or pad
- Clean the outer side-walls of the reactor with a pad
2 week maintenance
- Clean pump body
3 - 4 week maintenance
- Remove and clean lower screen by disassembling the reactor body.
- Open center screw of the PVC pipe, remove upper screen.
- Turn the lower screen on the center PVC pipe (threaded at the base)
It is very important to make sure that the water is overflowing evenly throughout the reactor's outer walls. This allows for the drain water to be re-enriched with Oxygen which was previously consumed during the nutrient decomposition phase.
Use the flow-adjustment knob to fine-tune the reactor flow rate and ensure that the reactor runs quietly.


The Ulka pump is a popular brand of vibratory pump used in a variety of applications, from coffee machines to industrial settings. Like any piece of equipment, the Ulka pump may require repair or maintenance over time to keep it running smoothly. In this article, we will explore the Ulka pump repair kit and how it can be used to repair and maintain Ulka pumps.
Features of the Ulka Pump Repair Kit:
The Ulka pump repair kit is a collection of parts and components designed to help repair and maintain Ulka pumps. The kit includes a variety of components, such as o-rings, seals, and springs, that are commonly needed for Ulka pump repairs.
One of the key features of the Ulka pump repair kit is its versatility. The kit is designed to be compatible with a wide range of Ulka pumps, so you can use it to repair and maintain many different types of equipment. This makes it a valuable tool for anyone who relies on Ulka pumps for their work or hobby.
Another feature of the Ulka pump repair kit is its durability. The components in the kit are made from high-quality materials, such as silicone and stainless steel, which are designed to withstand heavy use and abuse. This means that you can rely on the components in the kit to last a long time and perform consistently over time.
Benefits of the Ulka Pump Repair Kit:
There are many benefits to using the Ulka pump repair kit to repair and maintain your Ulka pump. One of the biggest benefits is cost savings. Rather than replacing your entire pump, which can be expensive, you can use the repair kit to replace the individual components that are causing the problem. This can save you a lot of money over time and help extend the life of your pump.
Another benefit of the Ulka Pump manufacturer is its convenience. The kit includes all of the components you need to repair your pump, so you don’t have to spend time searching for individual parts or ordering them separately. This can save you a lot of time and hassle, especially if you need to get your equipment up and running quickly.
Using the Ulka pump repair kit can also help prevent downtime. If your pump breaks down unexpectedly, you may have to wait for a replacement to arrive before you can get back to work. By having the repair kit on hand, you can quickly make the necessary repairs and get your equipment running again.
Applications of the Ulka Pump Repair Kit:
The Ulka pump repair kit has many different applications. One of the most common uses is in coffee machines and other beverage equipment that use Ulka pumps to move fluids. These machines are often used heavily and can experience wear and tear over time, so it’s important to have a repair kit on hand to keep them running smoothly.
The Ulka pump repair kit can also be used in industrial applications, such as in the manufacturing of electronics or the processing of chemicals. In these settings, Ulka pumps may be used to move fluids or other materials through the production process. Having a repair kit on hand can help ensure that the pumps are always functioning properly and that production is not disrupted by unexpected breakdowns.
To optimize this article for SEO, we need to use relevant keywords throughout the text. Some of the keywords related to the Ulka pump repair kit are “Ulka pump”, “vibratory pump”, “coffee machine pump”, “beverage machine pump”, “industrial pump”, “pump repair kit”, “component replacement”, “cost savings”, “convenience”, “prevent downtime”, “wear and tear”, “production process”, “reliable components”, and “high-quality materials”. By incorporating these keywords into the text, we can help ensure that the article ranks well in search engines and is easy for readers to find.


Welcome to Old Style Listers
Question: Do you sell Lister engines?
Answer: No! We sell Listeroid engines from India. Listeroids are copies or clones of the original 1930's Lister with two Large flywheels and come with one or two cylinders. Average rpm's on these engines is between 400 and 900.
Question: I heard the EPA band these engines in the U.S.A.?
Answer: That's not entirely true. Currently only Listeroid engines coming into the U.S. must be EPA certified to clear customs. U.S. engine builders like WCAEAPS fall under different EPA rules and regulations. As of August 19, 2014 anyone in the U.S. can buy, sell, trade or own a Listeroid engine. When people ask me this question, I always smile and say (How many Listeroid engines would you like?)
Question: I see Listeroid engines listed on E-Bay for $2,895.00, will you match there price?
Answer: Yes! I will match or in some cases even offer the same Listeroid engine for much less. Example: 6/1 engine parts kit start at $1,495.00 and complete India Green engines start at $ 1,995.00. If you find a lower price send us proof that you can actually purchase the Listeroid engine at that price in the U.S. and I will match it.
Old Style Listers has been selling Listeroid engines since 2000 and we are still selling Listeroids today. Why buy an incomplete Listeroid (Compressor) when you can buy a real working Listeroid from Old Style Listers instead!
- Yes we have complete Listeroid engines
- Yes we have Listeroid parts
- Yes we sell Listeroid engine kits
- Yes we offer heavy duty tools that will help you remove those stubborn flywheel keys
- Yes we stand behind every Listeroid engine we sell with a warehouse full of parts
- Yes we also customize parts for any Listeroid engine. See WCAEAPS for more information
- Yes we can be reached anytime with one simple phone call or text message
- Yes we have the answers to 97% of your Listeroid engine questions so go-ahead and ask
- Yes we are the only true LISTEROID ENGINE DEALER IN THE U.S.A.
- Yes all other Listeroid engine dealers have stopped selling Listeroid engines in the U.S.A.. Some may offer you a so called COMPRESSOR! Buyer Beware!!!
A Listeroid engine is only as good as the parts you put into it. Soft cast-iron and out of round parts are always used in the lowest (Cheap) priced engines along with casting sand, thin casted cylinder blocks and so on. If you are serous about longevity then you must use parts like: steel idler gears, steel camshaft gears, induction hardened crankshafts, induction hardened camshaft lobes, custom camshafts, CNC machined pistons, CNC machined connecting rods, copper shell bearings, American grade 8 bolts, hardened, steel valve seats, steel valve guides, extra large roller bearings and so on. This is only a very small list of over 100 custom add-ons and features we can add to any Listeroid engine that will increase the life from 10,000 hours all the way to 120,000 + hours.
No two customers will order the exact same engine with all the same upgrades from us so it is very important that you have a reasonable goal in mind and the budget to get it all done correctly the first time. Let us know what your budget is so we can build a custom engine to fit into your budget.
Always include you full name, address and phone number when contacting us.
No other engine comes close to one of these, plus if you install all our recommended upgrades your investment will also increase over time, just like your home.
In the next few photos you will see how our customer has installed the engine for his home.
Before you receive your engine from us you will need to build a proper cement foundation as shown.
The engine should be high enough off the ground so you can hand start it easily.
Build the enclosure (building) so it looks just like the rest of your home or office.
Here you see that the exhaust has been run down into the cement and out side. On other installations the heat from the exhaust is used to make fresh hot water for showers, laundry and kitchen use.
In this installation they decided to go with a radiator to keep the engine running at it's designed operating temperature. The alternative method is to use insulated storage tanks that keep the engine at it's designed operating temperature while storing the engines heat for other more important uses like heating your home, shop and excreta.
After completion of your Listeroid power system and building as shown above the Listeroid system will actually increase the valve of your home so if you ever decide to sell your home you will receive back every penny spent and then some. Think smart and do it right!


The last day for Cummins Power Generation distributors to order Tier 4i-certified generator sets will be September 1. After that date, we will only be accepting orders for Tier 4 Final-certified generator sets. Orders for the Tier 4i models must be placed in August, through your local Cummins distributor.
Because the Tier 4 Final generator sets are required to have additional emissions reductions features, they will be more expensive than the Tier 4i generators. Customers who are close to making a decision about purchasing generators should contact their distributor soon, while the lower cost generator sets are still available.


The Port Authority of Jamaica invites interested contractors to prequalify for the work procuring and installing of piles
Promoter: Port Authority Of Jamaica
Port Authority Of Jamaica invites tender (International Competitive Bid) for which works consist of procuring and installing approximately 750 piles; 450mm diameter and approximately 19.8m in length. The piles will be finished as foundation to the PAJ’s Portmore BPO Complex, which comprises 3-storey structural steel framed buildings. The tenderer will have the option to utilize the steel pipe piles or bored concrete displacement piles Methodology. Tenderer will be required to select only one of the two options and price accordingly.
Contact: Mr. Mervis Edghill, S.V.P. – Engineering & Port Development, 15 – 17 Duke Street, Kingston, Jamaica.
Tel: 922-0290 – 8 (ext.) 2123.


Food Manufacturer Finds Customized Solution for Infestation and Particle Reduction
HANOVER, MA – An international manufacturer of flour and dried, mixed food ingredients initially began their search for a solution to reduce the particle size of and mix their product only to discover, during the research phase, that another machine existed capable of 100% infestation kill rate which could fit into a larger system. Given some of the manufacturer’s ingredients were heat sensitive, an out-of-the-box solution would not meet all their requirements so customization was critical.
The manufacturer worked closely with Sturtevant, creators of particle size reduction and air classification equipment, to find suitable machines for their purposes. Initially, Sturtevant recommended the Simpactor, a centrifugal, pin-type impact mill but boasts a versatility in its functions including high-impact grinding and slower, RPM mixing and blending. The food manufacturer used the smallest version of the Simpactor for research and development purposes for particle reduction and high-intensity mixing but another recommendation was made when it came to light they also needed a solution for infestation control.
The Infestroyer is a centrigual, pin-type impact mill that has shown a 100% kill rate on red flour beetles and their larvae. This machine could kill infestations before feeding the ingredients to the Simpactor that could then offer the particle reduction and mixing but the Simpactor needed to be customized to protect the food manufacturer’s ingredients,and avoid contamination, during the grinding process. In conjunction with Sturtevant’s engineering department, the dedicated Product Manager for the Simpactor presented customizations to the food manufacturer including being fabricated with stainless steel contact parts and a patent pending cooling technology.
“Every application, even for the same material, has to be assessed individually and customizations suggested,” explains Steve Puleo, Product Manager for Sturtevant. Understanding specific needs of each inquiry allows for changes to machines that benefit the customer.
Sturtevant Inc. is the leading family-owned manufacturer of material processing equipment including its patented Micronizer jet mill which produces sub-micron sized particles, Powderizer an air-swept impact mill with integral classifier, Simpactor and Infestroyer, centrifugal, pin-type mills and three types of high performance air classifiers that separate fine and coarse particles with precision and accuracy.
For more information, check out the Simpactor product page, Infestroyer product page, or please contact the company at 1-800-992-0209 or email sales[at]sturtevantinc.com or visit https://sturtevantinc.com. You can also follow Sturtevant Inc. on Facebook and Twitter.
Steve Marshall, Marketing Manager
Tel: 781-829-6501 | Email: marketing[at]sturtevantinc.com


Follow these simple steps to make sure your favorite rings and dangles easily detach from the connector:
First, check your ring connector’s openable clasp is facing upwards
Second, slide two of your rings to one side of the connector, keeping one ring separate on the opposite side. This’ll make it easy to open the hinge and lift your first two rings and any dangles off the ring connector.
Third, slide the final ring towards the openable part of the hinge and off the connector. You're now ready to remix your look over and over!


Learn the basics of how to create your own parts with a CNC mill or lathe. Begin your knowledge base with equipment/tooling choices and operator safety, along with the software needed to design your ideas in metal or plastic. Material properties and costs are also covered. Access to online tutorials, guidelines, and workshops are organized and shared in printed and digital format. This is a growing field, and much of the information is free and shared by enthusiasts from all over the world. Home-based machining challenges you to pick up a number of different kinds of knowledge, but, it can be profitable and fun!