Tony D
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Posts posted by Tony D
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Sorry, no license, I suspect it's a conspiracy to keep me from flying into the IRS Building... oh waitaminit, that's been done. So why won't they issue it to me... I'm perfectly safe, maybe not before, but I'm feeling much better now. And every day in every way, I'm getting better and better...
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The definition is lacking to be able to answer simply. If detonation is not present, then the TURBO and it's pressure ratio/flow curve will dictate how much boost can be made. Especially if the turbo is flowing more than the engine can process. This will eventually raise the pressure in the inlet manifold to a point where the compressor experiences natural surge.
If the compressor is undersized, and you don't want to overspeed it...you will reach a terminal boost, and as engine starts consuming more air, the pressure will drop as the compressor flows more air at a lower pressure as it starts its march towards stonewall...
In some engines (5.0 Fords for instance) the heads will start lifting off the block due to flex at some BMEP levels.
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simple to fix by hand sanding a little off the tops of the rotors.
Gaskets of differing thicknesses is a possibility...
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Some places are not so happy to see a post-'o-mine...
I like the little yellow and black froggie. I thinks with colouration like that, he's a nasty little buggar... all poisionous and stuff! Totally lickable!
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"I know who you are..."
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Actually Daeron, MAP (Speed-Density) systems are relegated to specific manufacturers that started with them originally.
MAF is far superior in sensing actual air mass going into the engine, and far more common these days.
With MAP you have to use lookup tables for pressure versus temperature and cross to engine speed and throttle position.
With MAF, 15 pounds per hour is always the same point on the table. Your fuel mix will only change based on scalars such as if you have rapidly moved the throttle, selected WOT, etc...
In the industrial world, Mass Flow is the standard for metrology on critical processes. Same in the automotive world. 15PPH is always 15pph. 225KPa can be any number of air molecules, depending on temperature.
And AFM was originally AFC (Air Flow Control), at least that's what VW called it when they went from the original MAP based systems used in their cars from 1968-1975, to the next generation of Flapper Controlled systems, which were eventually supplanted by AFM controlled systems. Each was a progressively better and more precise metering system than the previous generation.
As for 'too much air' question, it's never a question of too much air, it's ALWAYS an issue of too little fuel. The engine will pump what it will pump, the media you are adding is fuel. You match fuel flow to air flow---that's what the EFI system does. By definition you can't have too much air, only too little fuel. Fuel is the additive to the fixed volume of air the engien moves. Look at a diesel and you will understand...where's the throttle plate on a diesel?
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and ya they had problems but not as many as fi cars
A.D.R., but this statement is obviously coming from someone who never worked line diagnostics in the carburetted era...
Having worked then, and watched the widespread adaptation of EFI lemmetellya 'digital diagnostics' are easier than 'analog diagnostics' any day of the week!
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Find him. Bring the bat, gloves, tyvek suit, and full face shield. Use it. Burn the bat, gloves, tyvek suit, along with the face shield.
Walk away from the fire calmly, in clean, sanitary clothes.
Pick up the celphone from the truck stop shrubberies, after making a scene about the bill.
Smile every time you think about it...
"For Entertainment Purposes Only"
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Most of the time, your local gas company will adjust or check your appliances annually for peak efficiency. I have had them come check the furnace for proper combustion in the past. This should be a free service call as well, after that one call per season, you will get charged.
Sounds like you used up your annual call for a 'leak check'...bummer.
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I'm sure, eventually, the I.T. Department will let me know. When that happens, I'll relay it along...
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I have a rotweiller, alsatian, and 18 chickens. I still say I'm SIL when it comes to cheap heating sources. It's gotta be picked up anyway, why throw it away when you can burn it?
This is opposed to what I would do in the midwest, where as a compressor engineer I have access to hundreds of gallons of free, drained and clean ISOVG32 mineral oil.
"Waste Oil Heater" comes to mind. And plenty of people would love to not have to pay to dispose of their 'oil change residues'... a tank in my truck and I'm set for the season! Why more of my compatriots don't do this is beyond me---dullards I guess. Even if I lug it out in 5 gallon buckets, filling a 575 gallon oil tank in the basement is not that hard with a little electric pump. And the BTU value of lubricating oil is up there... bump your pressure for good atomization, and the boiler works just fine.
Free fuel is free fuel. Burning doggie doo is just a quaint past time for winter heat on the back porch in the potbelly stove back in CA just to spite the CARB.
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Sucks to be in Oz then...
Universally in the USA, the Turbo/Auto pump is the pump that is stocked, and cheaper than the N/A unit! Did you get the KA24 there?
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I'd thought they were all gone, driven away forever by the CARB Nazis...
But just today JeffP calls and tells me of a place in Santa Ana he visited which has the dip tanks, and does full on chemical stripping of vehicle bodies, along with the phosphate dip afterwards for corrosion / storage protection till you can get to work it.
Guy's name is Joseph, and the company is Strip Clean in Santa-Ana CA.
5105 West 1st Street
Santa Ana, CA 92703-3069
(714) 775-7797
Jeff said there was an early Chevy Nomad in the shop which was stripped on premises. Quotation from Joseph for the stripping of a Z/ZX was $1900, which he commented is now $500 higher due to recent increases in his chemical costs. He's buying the stuff 50K gallons at a time, in three different tanks, and replenishes the tanks quarterly.
For all the talk of the places being gone in the area, it's good to know the process of chemical stripping and rust removal is still available. (Mostly rust removal for my concerns...) This apparently is NOT an 'acid dip'---it is another type of chemical rust removal. I have not gone there yet to talk to Joseph to get the details, but the availability (or lack thereof) of this service has been a pain for some people who wanted to avail themselves of the technology.
So there you have it!
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I was summarily and unexpectedly banished to Sparta IL, and am separated from the pan, Pete...
I hope to get back to CA Friday for those photos!
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The pump and gasket are the same number as the L28 pump...
It's the same pump.
It's why aftermarket, the 'turbo auto' pump is still readily available, and CHEAPER than a standard N/A pump... it's the one still in current production!
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Alright, so what I gather out of this thread, the street fix is pretty much tap the coolant passages at 5&6 in the head and run it to the lower radiator hose?
No, to the thermostat housing. Look at the diagram provided earlier. Let's not degrade this into 'ZCar.com Generalizations' type answers, it's been far to specific in the discussion thusfar to let that happen.
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In some countries, chips work as a fine heating medium. If you get them fresh, you can form them into bricks for more efficient packing into whatever furnace/stove you have.
Cow Chips, Buffalo Chips, Sheep Dip, etc... It all burns fine!
Buying a tank is not cheap, and they 'all' will have the same price when they factor in transportation costs.
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Watcha need a front-sump for, got a Skyline? They should be fairly easily obtainable, they were in Skylines that way. The older ones had 'hammerhead shark head' kickouts on the sump as well.
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You guys are discussing two different things: Production Welding, and Artisanship.
If it's from prints it's one thing.
If it's from a rough sketch and 'conceptual discussions' it's entirely another.
6 Sigma is good for meetings with Doughnuts. You can apply it to shop floor layout, and tooling so that the environment is as efficient as possible. That is probably the most you can hope for unless you are willing to invest heavily on skills training for TCN's which may or may not appreciate your investment in them, and leave at the end of contract to use all your nice efficiency training to great effect for your competitior. I see those ads in the paper all the time: "So-and-So has left the company with his passport in breach of his employment agreement, and is sponsored by So-and-So Company, anybody employing him is doing so illegally."
Like JohnC said: skilled fabricators are your best bet towards efficiency---if you get out of their way and give them a good working environment with proper setup areas, tooling, etc. they can be very effective.
Most inefficiencies in the stated country (or is that emirate...) can be traced to employment agencies not really screening their TCN's really well, so you get a guy that SAYS he is a welder (electrician?, mechanic?, yes yes yes, I can do it all yes yes yes!) but that meant he spent 2 years laying bead in a Bangalore Factory until a robotic welder replaced him. He never did any prepwork, never any setup, they just came by on jigs and he laid down the bead with his MIG or Sick. They can lay great beads, but ask them to set anything up, or use their better judgement if they see an area that may require an extra gussett or thicker fillet...FORGET IT!
Add to that a shop that isn't climate controlled (you think I'm joking?) and you have the formula for a job that will take forever. GM's assembly plant was AirConditioned out in Kansas. Beancounters really didn't like that idea, none of their other plants were A/C'd at the time. Found in short order that efficiency swings throughout the seasonal changes were MUCH more controllable, and that overall production efficiency was higher there than anywhere else. Most of it was attributed to the comfort zone on the floor and being the proper temperature.
I am constantly told to slow down in-country by TCN's who work at a much slower pace. They don't drink as much water as I do, either. Which do you want? A lower water bill, or work done quickly and efficiently? Don't overlook the importance of aven marginal improvements in working environment at your shop. Small things like water cooler stations on the production floor can greatly increase productivity.
I'm sure if Demming were alive, he could analyze your process and figure out a way to do what you want. But there is no shortcut. Catagorize the steps in the process (think macro, not micro), quantify them in terms of manpower and expected scheduling, then set goals and keep track on if you meet them or not. If not, why not? Eventually you will ask enough questions through the process to increase efficiency and workflow. And this comes back to what John C said earlier again: Skilled Fabricators need to be 'left alone'---during these questioning sessions, ASK THE PEOPLE ON THE FLOOR WHAT THEY NEED OR WOULD DO TO MAKE THE JOB GO FASTER. They know their jobs FAR better than most people think (managers, that is) and can be invaluable as a tool to improving workflows.
Nobody WANTS to do a bad job, if they feel they have input to give that will make a concrete improvement (and maybe make their life easier in the process) rest assured they will speak up. Workers being ignored and not given a chance to improve their environment is a sure blueprint for discontented and non-productive (or under-productive) workers. Most people want to take pride in the work they do, but if they don't feel they have any input towards making what they think may be abad product better...they withdraw and 'work to rule' and you get what you get.
Good Luck!
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The Great Gonzo...
Think Jim Henson was a Ted Nugent Fan?
LOL
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"Clark's Corvair Parts"---Shelburne Falls MA.
They're the 'Big Dog' when it came to Vair parts as long as I could remember. There are a lot of smaller local suppliers, but Clarks had a loyal customer base that was centered around the SERVICE they provided. Technical information from long-employed people who KNEW the product. I gladly paid more for a part from Cal Clark (whom I met personally in 1994 after buying parts from him for nearly 15 years at that point!) because he made a point of letting people know what was in the works, and WHY his parts were either not exact replicas, or were better than original.
They had a way of pricing parts in 'kits' for basic everyday 'limp it along maintenance' all the way up to full resto stuff. They poured money back into the business buying infrastructure like a 100ton press (to make sheetmetal pans IN HOUSE!). They weren't perfect, you had to weld them---but he explained the difference in price between his $100 pan that you had to weld, or an exact replica which would really be indistinguishable from the original when installed was about $700. Cal figured it was better to sell a $100 part that took a little work to 'make perfect' than to try to sell a $700 part which was 'exact and perfect, but out of the price range for most of his clientelle.
As most of his competition hung it up, he bought them out. Now he offers THEIR lines of parts as well. If you have a Corvair, sooner or later you will be calling Clarks.
Unfortunately, I'm not seeing that type of investment in Z Car vendors. Onsies-Twosies, or specializing in one component or another, but not a consolidated one-stop source. I think the biggest thing Clarks had going for him were his people. They KNEW what they sold. They KNEW what it was going on. They KNEW how to install it. It is pretty shocking when you start talking with what you would THINK was some female order taker, and she starts rattling off a tool list and what you have to watch out for when doing this or that. Dealing with competent people who KNOW what they are talking about is so rare these days it's refreshing!
And in the 10 year hiatus from calling them, my customer number stayed active. When I finally did call in for something after my restoration, the first thing out of the girls mouth after I gave my customer number was 'Is this still going on your 66 Corsa Turbo? Did you ever install the turbocharger, or are you still running the Isky cam and forged high compression 110hp motor in there?' After talking some more, they asked 'how do you like the billett flywheel you installed, have you had any issues with it?'
I mean, they are combing the customer for things they actually seem concerned about. I support all my local specialty vendors because I have seen the payoff with Clark's. Even in 1979, when GM still had parts for the car available at the dealer---many independents and even some GM dealers would go to Cal for specialty stuff that he had which wasn't available from GM any longer or on rebuilt stuff they knew was of BETTER QUALITY than what they would get from mass marketers or even authorized GM rebuilds!
Now, (egads) 31 years later, they still have the same pulpy paper catalog, and now an online equivalent. Try and get a Corvair Alternator at AutoZone...
Been there, done that! Seen it firsthand. Support your Z-Specialists.
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Crap, no photos of the rims on my car originally: 14X13's, running 295/575R-14 Dunlops with 14X10's on the front. Looks like the black car, save they are 930 Turbo style flares, instead of the 'bubbles'...
I've been debating what wheels I'm going to use to get back to the original look, as the Countach tires aren't as available as they once were (335-35-15's)...
Tire compounds have made huge advances, you almost don't need those wide tyres any longer... but damn they look bitchen!
Those 17X11's look pretty good. I had 10" in the back with 265's for years, but they looked so small in comparison to what was in there originally. The narrowest tire that looks decent in the back are 295's... Got to do something to upsize that rubber out back.
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The overall layout of the tubing is similar to other tubular a-arms I've seen made by professional chassis works in Europe.
Execution of the welding looks less than desirable, but at this point, anything is better than nothing.
But general layout looks no different than pro stuff done by certified engineers.
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If this was an API machine, I could just goodwill the fuses, they're only about $5000.
But this is an industrial machine, selling for about 1/10th the cost, and they cust costs by sourcing the switchgear on their own instead of through us...
"You do the work on your own, you accept those risks!"
How hard is this as a concept to grasp? Apparently with Dxxxxx'x Exxxxxxxxx in Australia, it's not graspable!
Don't throw out those old Mcmaster Carr catalogs
in Non Tech Board
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I just sent it to the Senior Engineer in our office---he's getting a payment monthly from an Asbestos Settlement.
And has old McMaster catalogs laying around like I do!