--------------- FIDO MESSAGE AREA==> TOPIC: 246 AUTOMOTIVE Ref: F1300019 Date: 01/02/98 From: TOM WALKER Time: 06:44am \/To: C.A. KLINGEL (Read 0 times) Subj: Oil pump? -> -=> Quoting Gary Sprinzl to Sean Dunbar <=- -> -> GS> hah! I'm running Valvoline Racing straight-50 in my 350! Beat t -> -> Why 50 weight? It gives better protection in the Hot Spots in a Highly Stressed or Aggressively driven engine. Has some Cold Morning starting problems in the northern States but a Heated Garage cures that. :-) --- GEcho 1.20/Pro * Origin: Jim's East County BBS! El Cajon, CA. (619) 561-8424 (1:202/100) --------------- FIDO MESSAGE AREA==> TOPIC: 246 AUTOMOTIVE Ref: F1300020 Date: 01/02/98 From: TOM WALKER Time: 06:48am \/To: ROY J. TELLASON (Read 0 times) Subj: Electrical loads, battery -> TOM WALKER wrote in a message to BILL MITCHELL: -> -> -> ML> I believe he's questioning whether it will START without a -> -> ML> battery. Does it have sufficient residual magnetism to -> -> ML> generate a field? I suspect not. -> -> -> -> Your suspitions are correct, automotive alternators (in reality th -> -> really an AC Generator) are not self exciting and retain no residu -> -> magnatism. They need a battery to excite the field, otherwise they -> -> zero output. -> -> TW> Not only that but are of the Very Efficient Three Phase -> TW> design enabling them to put out those Higher Current outputs -> TW> in a much smaller package. Anybody that has ever seen or -> TW> replaced an old 100 Amp engine Generator can testify to -> TW> that. -> -> From what I understand, some of the newer stuff (GM in particular) i -> going to a lot more phases than that... Hadn't heard anything about that. But some of the Alternators now days have a Second Diode bridge. They are not 6 phase though the extra bridge in in the Voltage regulator circuit. --- GEcho 1.20/Pro * Origin: Jim's East County BBS! El Cajon, CA. (619) 561-8424 (1:202/100) --------------- FIDO MESSAGE AREA==> TOPIC: 246 AUTOMOTIVE Ref: F1300021 Date: 01/02/98 From: TOM WALKER Time: 06:58am \/To: ROY J. TELLASON (Read 0 times) Subj: Battery sizes -> TW> The kit I am thinking of only worked with an External Regulator -> TW> Alternator. And didn't go inside the alternator at all. Besides -> TW> that would produce Variable Frequency three phase AC. Very -> TW> difficult to work with. The switch in Secondary regulator just -> TW> changed the regulation point from a nominal 14.5 volts to 110 -> TW> volts. -> -> I don't understand how they did that. Replacing the voltage regulator, nominal set fro 14.5 for use with a 12 volt battery, With one set fro 110 volts and then replacing the 12 volt battery load with a resistive load like a drill motor will allow the alternator to put out 110 volts. It is only held down to 14.5 volts by two things. the Battery load which tries to absorb ALL output over 13 volts or so and the Set Point of the Regulator. -> Got any more info on that kit? I wouldn't mind finding out more -> about it... Haven't seen them advertized since Internal Alternator regulators because popular many years ago. NO easy way to use that "Trick" with the Internal regulators. --- GEcho 1.20/Pro * Origin: Jim's East County BBS! El Cajon, CA. (619) 561-8424 (1:202/100) --------------- FIDO MESSAGE AREA==> TOPIC: 246 AUTOMOTIVE Ref: F1300022 Date: 01/02/98 From: TOM WALKER Time: 08:21am \/To: PAT BREEDEN (Read 0 times) Subj: 12V bulbs/6V system -> Captain's Log: StarDate=>>> (Wednesday) December 31, 1997 12:58pm -> -> Is it ok to use 12v bulbs in a 6v system for the stop lights and tail -> lights on a 49 chevy truck? I need to put on some of those generic -> type stop lights and tail lights and I'm wondering if you actually -> have to get 6v bulbs for them, or can you just use the 12v bulbs -> that will already be in them. I hooked one up to the 6v battery and -> it seems to work ok, but I was wondering if I should get 6v bulbs? I would recommend it. They are still available in most sizes. One reason is that the 12 volt bulbs would have Less than 1/2 toe Candlepower(Brightness) and could be a invitation for Defective Tail Light citations if you are one inclined to attract the attention of the Law. :-) --- GEcho 1.20/Pro * Origin: Jim's East County BBS! El Cajon, CA. (619) 561-8424 (1:202/100) --------------- FIDO MESSAGE AREA==> TOPIC: 246 AUTOMOTIVE Ref: F1300023 Date: 01/02/98 From: TOM WALKER Time: 08:25am \/To: MARK LOGSDON (Read 0 times) Subj: REAR WINDOW HEATERS -> RJ> Anyhow, she stopped by one cold winter day and just as they were -> RJ> walking away from the car the rear window shattered into a bazill -> -> RJ> pieces. Yeah, it had one of those heaters on it, and yeah, -> she'd -> -> RJ> been using it that day, for whatever that's worth... -> -> -> Awesome. Not to the one needing to clean up all those pieces of glass. But anyhow Tempered Glass windows like those used in Side and back windows, The old Fashioned Laminated glass is still required in Windshields as I recall, have a mind of their own and can Self Destruct arbitrarily. Don't think it had anything at all to do with the Rear Window Heater. I have seen Many NON heated rear windows do it. --- GEcho 1.20/Pro * Origin: Jim's East County BBS! El Cajon, CA. (619) 561-8424 (1:202/100) --------------- FIDO MESSAGE AREA==> TOPIC: 246 AUTOMOTIVE Ref: F1300024 Date: 01/01/98 From: MARC GERGES Time: 05:20pm \/To: C.A. KLINGEL (Read 0 times) Subj: Forced Induction Salut C.A.! MG> As said, I don't want to attack you, but is acceleration MG> really all that is about a car? Such an Eclipse is a lovely car to dart MG> around small mountain roads. It has enough power, a decent suspension MG> and not too much weight, so it is big fun as soon as the road bends, MG> and if it's still capable to stay in sight of the big V8 car, there MG> seem to me a lot of reasons to prefer it... CAK> You should take your Eclipse to a "Test and Tune" night at the CAK> drags. As mentioned in other mails, I don't drive an Eclipse. CAK> I think you would be suprised as to how much fun you would CAK> have. A guy doesn't have to be doing low 12's to have a good CAK> time. Maybe... but it's really not my favourite occupation to hang around with guys and burn clutches and tires :-) You see, apart from my car probably not being really appropriate to that style of driving, it now has covered 90.000 miles on it's first engine, clutch, transmission and drive shafts, and I'd like it to stay like that for at least another 90.000 miles. CAK> Go make a few passes and then come back and tell us what CAK> you think of drag racing. :) Mmmmh... I don't think I'd find a drag strip anywhere in a 500 mile radius here :-) cu .\\arc ...Diagonally parked in a parallel universe. --- * Origin: sympathy for the debil (2:270/47) --------------- FIDO MESSAGE AREA==> TOPIC: 246 AUTOMOTIVE Ref: F1300025 Date: 12/30/97 From: ALAN MORRISON Time: 07:22pm \/To: MARK LOGSDON (Read 0 times) Subj: Active Handling -=> Quoting Mark Logsdon to Alan Morrison <=- ML> Now just exactly what is it they're not telling us? They're selli ML> too many wheels and making too much profit, so they're going to qu ML> selling them. Yeah, uh huh. I have wonder why the supply has dri ML> Oh, I love GM cars, and having worked for years as an engineer for ML> the General, I know "spin" when I hear it. GM doesn't do anything ML> without a good reason. ML> ! Origin: IBMNet Connection - Indpls, IN - 317-882-5575 28.8 USR You work for which general... General Motors or Dollar General? ;-) Is there a GM assy. plant in Indpls, IN? The C5's are assembled in Kentucky and I believe they still install magnesium wheels on the export models. The reason seemed to me it could be demand exceeding supply and action taken to not have delayed or lost sales. But maybe you know something that we don't. --- Blue Wave/386 v2.20 [NR] * Origin: River Canyon Rd. BBS Chattanooga, Tn (1:362/627) --------------- FIDO MESSAGE AREA==> TOPIC: 246 AUTOMOTIVE Ref: F1300026 Date: 12/30/97 From: ALAN MORRISON Time: 07:57pm \/To: KENNY HENDERSON (Read 0 times) Subj: cool cop cars -=> Quoting Kenny Henderson to David Wei <=- DW> And put a reworked 427 SOHC into the Cobra R... that'd be excellent.. KH> Did you see the Jan Motor Trend? Supercharged Mustang with 590 hp, KH> ran 12s because it weighted about 4,000 pounds. Still, the car was KH> nice. -!- I saw that, twice. Kept trying to figure out why they bolted 700 lbs. of parts on it. BTW, it was 545 HP on gas, but could do 590 HP with high octane alcohol. Now if they could replace all that polished or chromed metal tubing with light weight items, then use some carbon-fiber components to get the weight off they would have a nice quick ride. I ran some numbers and discovered it could have run 11.9's with 100 less HP (445) at 3300 lbs. I wonder how much less it would cost to run that much better? :^) --- Blue Wave/386 v2.20 [NR] * Origin: River Canyon Rd. BBS Chattanooga, Tn (1:362/627) --------------- FIDO MESSAGE AREA==> TOPIC: 246 AUTOMOTIVE Ref: F1300027 Date: 12/30/97 From: ALAN MORRISON Time: 08:21pm \/To: ROY J. TELLASON (Read 0 times) Subj: Engine Wanted -=> Quoting Roy J. Tellason to Roy Witt <=- RW> Long about 71 or 72 they (factories) changed the way they rated RW> engine horsepower. (I forget the old and new formulas they used) RJT> I remember hearing something about that, one rating was just the RJT> engine and the other was the engine with a full load of accessories, RJT> or something like that? The old method was Gross (Brake) Horsepower as it output at the crankshaft. It may not have turned any accessories at all, (some even supplied water), and it typically had exhaust manifolds connected to large diameter straight pipe that exited the building. The newer method is Net (As installed) Horsepower with the engine driving installed accessories, through the transmission, and full factory exhaust. RW> Basically, your engine lost compression and some cam lobe. Put RW> it back with aftermarket stuff and it'll make horsepower again. RJT> I'll be putting that engine into a truck anyhow, and want different RJT> performance than what it had, but don't know enough about it yet to RJT> decide *which* cam I oughta go with. I hear that there's one that's RJT> optimized for towing/RV use, think that might be the ticket? An RV or torque type cam would be fine if you also up the compression. Factors affecting cam choice are compression ratio, gearing, torque converter, intended use, and fuel octane you wish to run. A truck often has low gearing, so let me give you a comparison of what I did and you can apply it to yours if you like... I wanted mine to run better all-around, with a little more HP while keeping good torque so I could keep the factory gearing. I also decided I didn't want to have to run premium fuel, so I kept the compression under 9 to 1. I found I could have gone with 9.5 to 1 with the following cam. I installed a torque-type cam with .420 intake lift and .443 exhaust. This also had 204 intake/214 exhaust degrees duration @ .050" lift. This is a common spec cam that you can get for your 318 many places. Summit has a part # SUM-K6900 for it. With this cam, you can run flattop pistons and get by with 89 octane fuel if your heads are 68 to 75 CC's. RJT> went from 9.2 in '68 to 8.8 in '70 down to 8.5 (!) in '75. Jeez. RJT> So what do you do to fix this? I'm not sure on Chrysler 318's, but it is either dished pistons or larger chambers. On my 1975 350 it was dished pistons; you could look after you get a head off. RJT> I don't remember what these heads came off (got 'em off my brother, RJT> I'll ask him), but they're not the original, those got toasted when RJT> the timing gear went. If it never pings on regular, you might want to have them CC'd or at least ask a knowledgeable shop person. I would guess around 75 CC's with a flat top piston. If it sometimes pings on regular gas, you may be close to what you want with the above cam. Meaning that the larger cam will give it less cranking pressure (as shown on a compression gauge). If you have less than 68 CC heads, you may want to choose dished pistons. These would have pinged on regular gas with the factory cam and flattops. Give me more info on what you find out (heads & pistons), and I'll run some more numbers with the RV cam. You also get a little more compression with larger bore sizes, so check to see if it is already oversize. This would probably be stamped on the piston top. --- Blue Wave/386 v2.20 [NR] * Origin: River Canyon Rd. BBS Chattanooga, Tn (1:362/627) --------------- FIDO MESSAGE AREA==> TOPIC: 246 AUTOMOTIVE Ref: F1300028 Date: 12/30/97 From: ALAN MORRISON Time: 09:09pm \/To: MARC GERGES (Read 0 times) Subj: Forced Induction -=> Quoting Marc Gerges to Kenny Henderson <=- KH> Thats my main arguement against these small displacemt cars. If KH> they were performing just as well with less cubes for the same KH> amount of money, great. But, thats not the case. Its hard to get KH> excited about a $24,000 Eclipse GSX even though it runs low 15s out KH> of a 4 banger. MG> Please don't take it personally, but I just find it amusing to imagine MG> you sitting in your car (V8, I guess, and with really big tires) MG> accelerating like a fool over that quarter mile, then throwing the MG> anchor, come to a standstill and let the wheels spin to accelerate MG> again... Imagine him coming up behind the more expensive Eclipse on a mountain road, and passing him when you can see far enough ahead. The acceleration test is just one part of a test procedure that is standardized and fair regardless of the size of the car. A slalom may favor the lighter car but not represent how it would compare on a road course. You need to test all the performance characteristics, to know how they will perform in a given situation. MG> As said, I don't want to attack you, but is acceleration really all MG> that is about a car? Such an Eclipse is a lovely car to dart around MG> small mountain roads. It has enough power, a decent suspension and not MG> too much weight, so it is big fun as soon as the road bends, and if MG> it's still capable to stay in sight of the big V8 car, there seem to MG> me a lot of reasons to prefer it... If it costs more, why prefer it when it can't stay ahead of the V8 car on a twisty road? Not all V8 cars are huge beasts with 600 pound engines. A typical F-body has a V8 with aluminum heads, and weighs about the same as a Turbocharged AWD Eclipse. BTW, the newer F-bodies and Corvettes are all-aluminum as are many other V8's such as the Cadillac Northstar and Oldsmobile Aurora. Most day-to-day driving in the US is on boulevards and expressways. Even on the secondary roads near here (there are some mountains here), I prefer a V8 sporty car for any lengthy driving. It is safer and has power to pass on two-lane highways. If all my driving was a couple blocks to the store, or short romps through twisties, a small engined car would suffice. --- Blue Wave/386 v2.20 [NR] * Origin: River Canyon Rd. BBS Chattanooga, Tn (1:362/627)