I'm sorry
- Thread starter fiver
- Start date
Pistolero
Well-Known Member
Boo hiss on Brad. I love the Eagles. And waco, I like Waylon and Willie (most) and still like the Eagles.
Yeah, fiver. I took a race driving course at Road Atlanta racetrack. One of the deals was to put us on a skidpad
which was wet down and work on seeing how fast we could run a 911 Porsche around it. I loved it. Going faster
and faster, hanging the rear end out about 30 degrees, dead stable for two lap. The instructor said, "Uh, OK,
lets try the other way. So, I punched it a bit, half spun and caught it and was going the opposite direction
in a couple of eye blinks. WAY fun. The instructor never got to instruct any, just sat there and watched
after a while he said, "OK, you got this." I learned to drive with a souped up (all things are relative)
Kharman Ghia with a tricked out suspension on sand roads in Fla. Taught my self handbrake turns,
and sliding was just FUN. And finding deserted roads in the wet to learn to slide the car.
When we moved to WVA, I took my wife to a huge Kmart parking lot after 6" of snow and taught her
to do it, how to slide under control, use the throttle and steering on low traction rooads to keep going the way you
want to go, somewhat independent of the way you are pointed.
WHEEE!
Yeah, fiver. I took a race driving course at Road Atlanta racetrack. One of the deals was to put us on a skidpad
which was wet down and work on seeing how fast we could run a 911 Porsche around it. I loved it. Going faster
and faster, hanging the rear end out about 30 degrees, dead stable for two lap. The instructor said, "Uh, OK,
lets try the other way. So, I punched it a bit, half spun and caught it and was going the opposite direction
in a couple of eye blinks. WAY fun. The instructor never got to instruct any, just sat there and watched
after a while he said, "OK, you got this." I learned to drive with a souped up (all things are relative)
Kharman Ghia with a tricked out suspension on sand roads in Fla. Taught my self handbrake turns,
and sliding was just FUN. And finding deserted roads in the wet to learn to slide the car.
When we moved to WVA, I took my wife to a huge Kmart parking lot after 6" of snow and taught her
to do it, how to slide under control, use the throttle and steering on low traction rooads to keep going the way you
want to go, somewhat independent of the way you are pointed.
WHEEE!
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462
California's Central Coast Amid The Insanity
Took a one-day Jim Russell driving course at Laguna Seca, many years ago. It was February and raining. After the group was turned loose to drive at our own pace -- we were spaced far enough apart so as to not afford the opportunity to pass -- I was going along at what I thought was a pretty good clip, taking the appropriate lines, and hitting the cone-marked braking points. I think it was about the third lap when I got loose exiting Turn 9 (the old Turn 7 if you remember the old track) and looped the car to the edge of the track (remember it's raining and we're on slicks). I was called in to the pits to see if the car and I were okay, then waved back onto continue.
Back in the days of the old course layout, George Follmer was asked what turn he thought was the most difficult and he said Turn 7 (the new Turn 9), the one I spun on exiting. After the course, I remembered what George said and my ego became somewhat less deflated.
Most spectators think The Corkscrew is the most difficult turn, but if you get the car's nose pointed correctly at the entrance (left-hand section), the right-hand exit and the and the five story drop to the entrance to Turn 9 is almost auto-pilot. Turn Two is weird because of its two apexes with a short "chute" between them.
Back in the days of the old course layout, George Follmer was asked what turn he thought was the most difficult and he said Turn 7 (the new Turn 9), the one I spun on exiting. After the course, I remembered what George said and my ego became somewhat less deflated.
Most spectators think The Corkscrew is the most difficult turn, but if you get the car's nose pointed correctly at the entrance (left-hand section), the right-hand exit and the and the five story drop to the entrance to Turn 9 is almost auto-pilot. Turn Two is weird because of its two apexes with a short "chute" between them.
Pistolero
Well-Known Member
I have never driven on Laguna Seca, but have spectated there a number of times over the years. I'd love to
get on that track and give it a run. COTA was nice, although the esses are just a blur, still. Several really
good turns on that course, and fairly idiot resistant with long runoffs before you bend anything.
Bill
get on that track and give it a run. COTA was nice, although the esses are just a blur, still. Several really
good turns on that course, and fairly idiot resistant with long runoffs before you bend anything.
Bill
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462
California's Central Coast Amid The Insanity
Don't know about the heel and boot -- perhaps another track . . .
Heel and toe while down-shifting, though. Had to employ the method because the MG Midget didn't have a synchro first gear.
Jim Russell's cars were open-wheelers similar in size and engine to a Formula Ford.
Heel and toe while down-shifting, though. Had to employ the method because the MG Midget didn't have a synchro first gear.
Jim Russell's cars were open-wheelers similar in size and engine to a Formula Ford.
Pistolero
Well-Known Member
An old joke that I tell.....which is only barely off of true, is that when they make a front engined American car,
the first thing on the assembly line is this hook hanging there, and a guy hangs a heater core on the hook, and then
they proceed to build the entire rest of the car around it
Or an evaporator coil. Lots money in labor hours there on that one S Mac. But definitely a low grade PITA there,
too. Or pain in the back from the positions needed to get to some of that stuff.
the first thing on the assembly line is this hook hanging there, and a guy hangs a heater core on the hook, and then
they proceed to build the entire rest of the car around it
Or an evaporator coil.
Lots money in labor hours there on that one S Mac. But definitely a low grade PITA there,too. Or pain in the back from the positions needed to get to some of that stuff.
Ian
Notorious member
Hell, you're only halfway there! Maybe you won't have to drop the engine cradle to get to the evap box studs going through the firewall from the inside. What does that flat rate, about 2.5 hours? LOL! Hopefully Joe Customer has been advised to buy a new heater core at this time also, whether it needs it or not.
One of our guys is currently doing heads on a 6.0L...without a lift. I've done it a few times at another shop WITH a lift to get the cab off and it's STILL a PITA.
One of our guys is currently doing heads on a 6.0L...without a lift. I've done it a few times at another shop WITH a lift to get the cab off and it's STILL a PITA.
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Pistolero
Well-Known Member
Take the cab off to work on the engine. 
That's just funny as hell ..... unless you are the
poor sucker who has to foot the bill for that.
Pardon my ignorance, but back in the day, we pulled the engine, or at worst, engine and tranny and
worked on it on the engine stand. How is it that pulling the cab is easier? And understand, I am NOT
doubting you guys, just not understanding it. Is there just SO MUCH CRAP connected to the engine that
pulling the connections and then the engine is worse than pulling the cab?
Or have they made the cab easy to remove with this as the expected route to full engine access?
One final question. Why in the heck is it necessary to pull the heads off? Extreme high mileage and
a valve job? My last Honda was running perfectly at 347K when I sold it, but maybe this is
commercial service where 347K is one year's running and they need a valve job. Not sure what
a 6 L is, my old Ford has a 5.4L which was the biggest V8 back in the olden days of 2003.
That's just funny as hell ..... unless you are thepoor sucker who has to foot the bill for that.
Pardon my ignorance, but back in the day, we pulled the engine, or at worst, engine and tranny and
worked on it on the engine stand. How is it that pulling the cab is easier? And understand, I am NOT
doubting you guys, just not understanding it. Is there just SO MUCH CRAP connected to the engine that
pulling the connections and then the engine is worse than pulling the cab?
Or have they made the cab easy to remove with this as the expected route to full engine access?
One final question. Why in the heck is it necessary to pull the heads off? Extreme high mileage and
a valve job? My last Honda was running perfectly at 347K when I sold it, but maybe this is
commercial service where 347K is one year's running and they need a valve job. Not sure what
a 6 L is, my old Ford has a 5.4L which was the biggest V8 back in the olden days of 2003.
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F
freebullet
Guest
Since its all plastic, I have a much easier solution.
Ian
Notorious member
Many modern diesel trucks are built around the engine and it is physically impossible to remove the engine with the cab in place. On Dodge/Ram trucks the front of the cab can be lifted about 4" and a body crossmember sectioned out to remove the engine...after the valve cover and rocker box are stripped off and a special bar puller we made is used to sneak under the cowl. The 6.4L Ford is the same deal except the cab has to come completely off, as SMac says. The 6.7L Scorpion can be worked out in pieces. The Duramax LMM from 2010 forward can also come out once the engine is stripped to the heads which is a three day job.
Modern diesels have a hard life just running. The EPA has made it a thousand times more difficult to engineer, build, and service these things. No, they don't last 400K miles between major work, as a rule, they are NOT 4-banger Hondas. A turbodiesel running upwards of 50 lbs of manifold pressure and 18:1 compression ratio turning out over 450 rear wheel horsepower and 900 lb/ft of torque is under a lot of stress, to say the least. Lack of super-critical and frequent maintenance and poor fuel quality, together with aftermarket "tuners" put even more stress on the systems, so major problem are common.
Modern diesels have a hard life just running. The EPA has made it a thousand times more difficult to engineer, build, and service these things. No, they don't last 400K miles between major work, as a rule, they are NOT 4-banger Hondas. A turbodiesel running upwards of 50 lbs of manifold pressure and 18:1 compression ratio turning out over 450 rear wheel horsepower and 900 lb/ft of torque is under a lot of stress, to say the least. Lack of super-critical and frequent maintenance and poor fuel quality, together with aftermarket "tuners" put even more stress on the systems, so major problem are common.
JonB
Halcyon member
"I'm Sorry"
I feel bad for not doing anything in the reloading/casting room for a few months. I have a Arsenal group buy mold (41 cal RF) mold on the bench with a small pile of test cast bullets...that was the last thing I did in there, that was the day (4-16-19) the mold arrived and I haven't touched anything in there since.
NOTES from that day:
Cast using straight COWW with PID set to 660º. mold preheated once.
Like many new molds, It took 20 minutes of casting to get the mold to settle in (lots of culls during that period).
The results (measurements) were right on target at .412 and 217gr.
I feel bad for not doing anything in the reloading/casting room for a few months. I have a Arsenal group buy mold (41 cal RF) mold on the bench with a small pile of test cast bullets...that was the last thing I did in there, that was the day (4-16-19) the mold arrived and I haven't touched anything in there since.
NOTES from that day:
Cast using straight COWW with PID set to 660º. mold preheated once.
Like many new molds, It took 20 minutes of casting to get the mold to settle in (lots of culls during that period).
The results (measurements) were right on target at .412 and 217gr.
