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#1: Why I Say Novak are Full of Shit Pollacks

Posted on 2006-07-20 00:23:12 by Bret Ludwig

>>Diesel Engines
Diesel engines are a great idea for Jeep swaps. However, they have
seldom materialized successfully past the idea stage. The lack of
applicable, light-duty domestic diesel engines makes these swaps a
discouragingly difficult process. Foreign diesels are usually quite
advanced, but are difficult to find and maintain. If you do manage to
import one of these engines, US diesel fuels a higher sulphur content
than foreign purposed fuel, and generally incompatible with foreign
designed and produced injectors. We have researched this topic enough
to be hopeful that these swaps will one day be more feasable than they
currently are.

If you are considering a diesel engine for the sake of novelty, you may
find that it requires more commitment and cash than novelty is worth.
If you are seeking them for fuel economy or efficiency, you may
consider a modern, clean burning fuel-injected gas engine set up
against a properly geared drivetrain. <<


Let's look at why this is full of shit.

For forty plus years every Carrier and Thermo King reefer truck has
had a diesel that runs on regular American gonorrhea-piss diesel fuel.
They were Mercedes till about 1985 and Isuzu thereafter. Plus all the
gen sets, backhoes, trenchers, sailboat auxilliaries, pumps, start
carts, fire pumps, forklifts and least of all the few Benz, VW, Peugeot
diesel cars Hughes is always on the cotton draft horse over.

Paul Dempsey literally wrote the book on this and on the goodness of my
heart I actually sent Novak my copy of this book. They claimed they
never got it but I got the return receipt as I sent it UPS. They of
course won't give it back.

Now this is no loss because i have several copies, and anyway their
products are not the best. But it's the idea.

Report this message

#2: Re: Why I Say Novak are Full of Shit Pollacks

Posted on 2006-07-20 02:30:26 by billhughes

If you're serious, <ROTFLMAO> have it made. In the old days there
weren't many adapter aftermarket shops. I needing the four to one low
gear raito of the 1956 Cadillac four speed hydromatic, behind my
Thunderbird 312" wagon for class. So I had a tool and die shop make my
bellhousing, for eight hundred, while I was making a buck sixty and
hour. <a href="http://www.billhughes.com/57Ford.jpg" target="_blank">http://www.billhughes.com/57Ford.jpg</a>
God Bless America, Bill O|||||||O
mailto:<a href="mailto:LWHughes3rd&#64;aol.com" target="_blank">LWHughes3rd&#64;aol.com</a>

Bret Ludwig wrote:
&gt;
&gt; &gt;&gt;Diesel Engines
&gt; Diesel engines are a great idea for Jeep swaps. However, they have
&gt; seldom materialized successfully past the idea stage. The lack of
&gt; applicable, light-duty domestic diesel engines makes these swaps a
&gt; discouragingly difficult process. Foreign diesels are usually quite
&gt; advanced, but are difficult to find and maintain. If you do manage to
&gt; import one of these engines, US diesel fuels a higher sulphur content
&gt; than foreign purposed fuel, and generally incompatible with foreign
&gt; designed and produced injectors. We have researched this topic enough
&gt; to be hopeful that these swaps will one day be more feasable than they
&gt; currently are.
&gt;
&gt; If you are considering a diesel engine for the sake of novelty, you may
&gt; find that it requires more commitment and cash than novelty is worth.
&gt; If you are seeking them for fuel economy or efficiency, you may
&gt; consider a modern, clean burning fuel-injected gas engine set up
&gt; against a properly geared drivetrain. &lt;&lt;
&gt;
&gt; Let's look at why this is full of shit.
&gt;
&gt; For forty plus years every Carrier and Thermo King reefer truck has
&gt; had a diesel that runs on regular American gonorrhea-piss diesel fuel.
&gt; They were Mercedes till about 1985 and Isuzu thereafter. Plus all the
&gt; gen sets, backhoes, trenchers, sailboat auxilliaries, pumps, start
&gt; carts, fire pumps, forklifts and least of all the few Benz, VW, Peugeot
&gt; diesel cars Hughes is always on the cotton draft horse over.
&gt;
&gt; Paul Dempsey literally wrote the book on this and on the goodness of my
&gt; heart I actually sent Novak my copy of this book. They claimed they
&gt; never got it but I got the return receipt as I sent it UPS. They of
&gt; course won't give it back.
&gt;
&gt; Now this is no loss because i have several copies, and anyway their
&gt; products are not the best. But it's the idea.

Report this message

#3: Re: Why I Say Novak are Full of Shit Pollacks

Posted on 2006-07-20 16:17:21 by Paul Calman

Take your lithium pills, Brent.
--
Stupendous Man,
Defender of Freedom, Advocate of Liberty

Report this message

#4: Re: Why I Say Novak are Full of Shit Pollacks

Posted on 2006-07-20 17:26:33 by Bret Ludwig

L.W.(Bill) Hughes III wrote:
&gt; If you're serious, &lt;ROTFLMAO&gt; have it made. In the old days there
&gt; weren't many adapter aftermarket shops. I needing the four to one low
&gt; gear raito of the 1956 Cadillac four speed hydromatic, behind my
&gt; Thunderbird 312&quot; wagon for class. So I had a tool and die shop make my
&gt; bellhousing, for eight hundred, while I was making a buck sixty and
&gt; hour. <a href="http://www.billhughes.com/57Ford.jpg" target="_blank">http://www.billhughes.com/57Ford.jpg</a>
&gt;


Did you ever think to make a pattern yourself and get a local foundry
(there were such things....) to pour it and get an auto machine place
to face it off on a Van Norman block mill? Like an old codger I know
did when he built a Ferrari powered pulling tractor. It was based on a
small Allis Chalmers. He had a big AC with a RR Merlin/Meteor mutt and
wanted one for the smaller classes, they looked like scale models.

But your story about spending $800 on a bellhousing while earning $3200
a year, three months salary, means you are either a bullshitter or a
nut. NOBODY spends THREE MONTHS SALARY on a frigging bellhousing when
the OBVIOUS ALTERNATIVE like using a Lincoln engine MADE to bolt to a
HydraMatic, they made them, or a Packard or a Cadillac, would have been
a whole lot cheaper.

Report this message

#5: Re: Why I Say Novak are Full of Shit Pollacks

Posted on 2006-07-21 00:19:41 by billhughes

I was a Hot Rodder, hooked on drag racing, and being the fastest in
north county San Diego. And it didn't take me long to drop in a 462&quot;
lincoln to insure that position until drafted, when I got out I was
blown away by a stock eleven second Camaro:
<a href="http://www.camaros.org/copo.shtml" target="_blank">http://www.camaros.org/copo.shtml</a> Then switched to four wheeling,
something a little more affordable, that would carry my babies.
God Bless America, Bill O|||||||O
mailto:<a href="mailto:LWHughes3rd&#64;aol.com" target="_blank">LWHughes3rd&#64;aol.com</a> <a href="http://www.billhughes.com/" target="_blank">http://www.billhughes.com/</a>

Bret Ludwig wrote:
&gt;
&gt; Did you ever think to make a pattern yourself and get a local foundry
&gt; (there were such things....) to pour it and get an auto machine place
&gt; to face it off on a Van Norman block mill? Like an old codger I know
&gt; did when he built a Ferrari powered pulling tractor. It was based on a
&gt; small Allis Chalmers. He had a big AC with a RR Merlin/Meteor mutt and
&gt; wanted one for the smaller classes, they looked like scale models.
&gt;
&gt; But your story about spending $800 on a bellhousing while earning $3200
&gt; a year, three months salary, means you are either a bullshitter or a
&gt; nut. NOBODY spends THREE MONTHS SALARY on a frigging bellhousing when
&gt; the OBVIOUS ALTERNATIVE like using a Lincoln engine MADE to bolt to a
&gt; HydraMatic, they made them, or a Packard or a Cadillac, would have been
&gt; a whole lot cheaper.

Report this message

#6: Re: Why I Say Novak are Full of Shit Pollacks

Posted on 2006-07-21 02:02:03 by Mike

&quot;L.W.(Bill) Hughes III&quot; &lt;<a href="mailto:billhughes&#64;cox.net" target="_blank">billhughes&#64;cox.net</a>&gt; wrote in message
news:<a href="mailto:44C0017D.3AB237AE&#64;cox.net..." target="_blank">44C0017D.3AB237AE&#64;cox.net...</a>
&gt; I was a Hot Rodder, hooked on drag racing, and being the fastest in
&gt; north county San Diego. And it didn't take me long to drop in a 462&quot;
&gt; lincoln to insure that position until drafted, when I got out I was
&gt; blown away by a stock eleven second Camaro:
&gt; <a href="http://www.camaros.org/copo.shtml" target="_blank">http://www.camaros.org/copo.shtml</a> Then switched to four wheeling,
&gt; something a little more affordable, that would carry my babies.
&gt; God Bless America, Bill O|||||||O
&gt; mailto:<a href="mailto:LWHughes3rd&#64;aol.com" target="_blank">LWHughes3rd&#64;aol.com</a> <a href="http://www.billhughes.com/" target="_blank">http://www.billhughes.com/</a>
&gt;


Interesting read Bill, thanks for the link. I sure would like to buy one
at that price now!

Report this message

#7: Re: Why I Say Novak are Full of Shit Pollacks

Posted on 2006-07-21 02:21:31 by billhughes

Hi Mike,
Like our gasoline you probably could buy it for the same price now,
except for all the SMOG requirements.
God Bless America, Bill O|||||||O
mailto:<a href="mailto:LWHughes3rd&#64;aol.com" target="_blank">LWHughes3rd&#64;aol.com</a> <a href="http://www.billhughes.com/" target="_blank">http://www.billhughes.com/</a>

Mike wrote:
&gt;
&gt; Interesting read Bill, thanks for the link. I sure would like to buy one
&gt; at that price now!

Report this message

#8: Re: Why I Say Novak are Full of Shit Pollacks

Posted on 2006-07-21 19:53:18 by Bret Ludwig

L.W.(Bill) Hughes III wrote:
&gt; Hi Mike,
&gt; Like our gasoline you probably could buy it for the same price now,
&gt; except for all the SMOG requirements.


Use propane instead. It's cheaper in California.

Faster, too.

<a href="http://www.alternatefuelsracing.com/home.html" target="_blank">http://www.alternatefuelsracing.com/home.html</a>

Report this message

#9: Re: Why I Say Novak are Full of Shit Pollacks

Posted on 2006-07-21 21:04:09 by Bret Ludwig

Bret Ludwig wrote:
&gt; L.W.(Bill) Hughes III wrote:
&gt; &gt; Hi Mike,
&gt; &gt; Like our gasoline you probably could buy it for the same price now,
&gt; &gt; except for all the SMOG requirements.
&gt;
&gt;
&gt; Use propane instead. It's cheaper in California.
&gt;
<a href="http://cars.rasoenterprises.com/Propane.htm" target="_blank">http://cars.rasoenterprises.com/Propane.htm</a>
Propane Conversions

In North America, a common option for a dedicated or straight propane
option on older cars was the Impco CA425 mixer. A mixer becomes a
carburetor when it is fitted with throttle valves. For the larger
American cars that could benefit from propane operation, Impco
recommends this mixer for up to 450 CID engines. This mixer is rated
for 460 CFM @1.5&quot; Hg but this may in practice be restrictive for big
block engines. It should be quite suitable for engines such as the
Chevrolet 350 CID (5.7 liter) engine. The shape of the gas jet in
Impco mixers controls the fuel mixture so that it becomes richer as air
flow increases. A different gas jet is available for larger engines
(over 370 CID), which is leaner at their higher air flows. Even the
fuel mixture may be leaner at higher flows, it really means that the
fuel mixture is closer to the ideal fuel mixture required to achieve
the best power and economy. Rich fuel mixtures in gaseous fuels,
unlike with gasoline, result in detonation and burned valves.

&gt;From the information we have been able to find by searching the
internet, propane-carbureted race cars are very uncommon. Richard is
one racer we have been able to find. You may find more information on
his web site: <a href="http://www.alternatefuelsracing.com/." target="_blank">http://www.alternatefuelsracing.com/.</a> As a racer,
sponsorship is always welcome so don't be shy to put your name on his
car.

However, one great way to take advantage of the potential of propane is
through turbocharging. The turbocharger overcomes the loss in
volumetric efficiency and the higher octane rating of 104 allows higher
boost pressures. Ak Miller of California was the one most known in
doing a lot of development of turbocharged propane engines in the
sixties and seventies and Jay Storer features him prominently in the
turbocharger chapter of his book.

Nowadays, with modern vehicles being equipped with digital fuel and
ignition control and port fuel injection, sequential fuel injection of
propane overcomes the volumetric efficiency disadvantages of the
propane mixer. Digital fuel and ignition control is a feedback control
system. The engine's computer has a preprogrammed plan for controlling
the fuel mixture and spark advance as a function of various parameters
measured by sensors in the engine. The O2 or Oxygen sensor in the
exhaust, for example, tells the computer how much to correct the fuel
mixture to the target mixture. A far better means than the best guess
provided by the manufacturer in the design of the shape of the gas
valve or the size of the metering jets in the carburetor. Impco and
Dual Curve both offer feedback systems for controlling propane
fumigation carburetors.

Report this message

#10: Re: Why I Say Novak are Full of Shit Pollacks

Posted on 2006-07-22 01:52:13 by billhughes

So put your money where you mouth is! Convert your vehicle.
&lt;ROTFLMAO&gt;
God Bless America, Bill O|||||||O
mailto:<a href="mailto:LWHughes3rd&#64;aol.com" target="_blank">LWHughes3rd&#64;aol.com</a> <a href="http://www.billhughes.com/" target="_blank">http://www.billhughes.com/</a>

Bret Ludwig wrote:
&gt;
&gt; In North America, a common option for a dedicated or straight propane
&gt; option on older cars was the Impco CA425 mixer. A mixer becomes a
&gt; carburetor when it is fitted with throttle valves. For the larger
&gt; American cars that could benefit from propane operation, Impco
&gt; recommends this mixer for up to 450 CID engines. This mixer is rated
&gt; for 460 CFM @1.5&quot; Hg but this may in practice be restrictive for big
&gt; block engines. It should be quite suitable for engines such as the
&gt; Chevrolet 350 CID (5.7 liter) engine. The shape of the gas jet in
&gt; Impco mixers controls the fuel mixture so that it becomes richer as air
&gt; flow increases. A different gas jet is available for larger engines
&gt; (over 370 CID), which is leaner at their higher air flows. Even the
&gt; fuel mixture may be leaner at higher flows, it really means that the
&gt; fuel mixture is closer to the ideal fuel mixture required to achieve
&gt; the best power and economy. Rich fuel mixtures in gaseous fuels,
&gt; unlike with gasoline, result in detonation and burned valves.
&gt;
&gt; &gt;From the information we have been able to find by searching the
&gt; internet, propane-carbureted race cars are very uncommon. Richard is
&gt; one racer we have been able to find. You may find more information on
&gt; his web site: <a href="http://www.alternatefuelsracing.com/." target="_blank">http://www.alternatefuelsracing.com/.</a> As a racer,
&gt; sponsorship is always welcome so don't be shy to put your name on his
&gt; car.
&gt;
&gt; However, one great way to take advantage of the potential of propane is
&gt; through turbocharging. The turbocharger overcomes the loss in
&gt; volumetric efficiency and the higher octane rating of 104 allows higher
&gt; boost pressures. Ak Miller of California was the one most known in
&gt; doing a lot of development of turbocharged propane engines in the
&gt; sixties and seventies and Jay Storer features him prominently in the
&gt; turbocharger chapter of his book.
&gt;
&gt; Nowadays, with modern vehicles being equipped with digital fuel and
&gt; ignition control and port fuel injection, sequential fuel injection of
&gt; propane overcomes the volumetric efficiency disadvantages of the
&gt; propane mixer. Digital fuel and ignition control is a feedback control
&gt; system. The engine's computer has a preprogrammed plan for controlling
&gt; the fuel mixture and spark advance as a function of various parameters
&gt; measured by sensors in the engine. The O2 or Oxygen sensor in the
&gt; exhaust, for example, tells the computer how much to correct the fuel
&gt; mixture to the target mixture. A far better means than the best guess
&gt; provided by the manufacturer in the design of the shape of the gas
&gt; valve or the size of the metering jets in the carburetor. Impco and
&gt; Dual Curve both offer feedback systems for controlling propane
&gt; fumigation carburetors.

Report this message