OT?? Chevy van alternator output

From : mac davis

Q: budd cochran mr-d150@citlinkspam.net blabbered on with the childish attacks began a long time ago by you when the first person to correct your errors did so. i also know from experience that if i had given just a simple answer you would rip into with erroneous details that have no application to the question . . its called spin you toidi. really did i rip into jerry or mike in the break light thread. sorry budd but you are just looking for excuses to be an asshole. hell even in the v6 vs v8 thread your true colors are coming out again with the way you are treating steve. this is how you act to most people and you get upset when they treat you in kind. that is the way it has always been with you budd. you shit on people that you dont know and even ones you call a friend and then put the blame on them when they do it back. even when they try to be nice as steve did you just get worse. you did the same to me but were shocked to find out that im better at it than you are and had no problem giving you a taste of your own medicine to the point where you ran away with your tail between your legs. this also shows that your appology to the group a while back was a load of shit as well because if you were really sorry you would stop doing it at least to new people and as we can now see you are back to your old self. . . . i am an idiotic self-centered pathetic anti-social degenerate with no reedeeming value and less mechanical knowledge that always starts arguments if im not the center of attention. and those are my good points. edited for correctness thats good budd admission is the first step to healing. and yet still more than you seem to know. rotflmbo!!!! i saw a dead skunk in the middle of the highway near phoenix and its iq was higher than yours as was its mechanical knowledge . . at least it was hit my something mechanical . . . was it good eatin while you were out in phoenix then did you share your bounty lol does not flow any what yes budd the engine will warm up faster by not flowing all of its water thru the radiator but the bypass serves its purpose by allowing some water to continue to flow at all times to allow even heating prevent hot spots and for the thermostat to see the temperature of the fluid within the engine block. you freaking idiot. ford tried that system back in the teens with the fours and it did not do any good so it was dropped before production. now what are you blabbering about the only hot spots were from the coolant distribution tubes inside the heads rusting out and failing to distribute evenly inside the cylinder blocks there is no restriction to flow from cylinder to cylinder so eddy currents prevent the hotspots from forming duh perhaps because it was an always flowing thermosiphon system. with a closed thermostat without a bypass nothing moves very fast unless the thermostat opens and with modern engines the block could overheat before the water in the intake got hot enought by thermal conduction to open the thermostat. to prevent that a bypass was installed to allow the water to circulate within the engine so that the hot water from the block could reach the thermostat faster and prevent this. . . .ya see mister super-idiot those engine had no waterpumps. really budd lol the earliest v-8s didnt either and ran fine as long as long as the water could develop a circulation thru the radiator afte the thermopstat opened. what exactly is a thermospat or are you just as lazy and as stupid as you accuse me of being now please list these v-8s that didnt have water pumps along with their hp and what vehicles they were in. i admit i have a small advantage over you . . i had a mechanic from the era to instruct me . .my step-dad. well it is obvious that he wasted his time with the apparent results. take a ride in an old thermosiphon cooled ford sometime in a winter .... no bypass and no heat and if you dont cover the radiator its gonna get real cold before you do get any heat. you really need to stay on the same plannet here budd. thermosiphon fords dont have pumps so where or what is your comparrison i would also say that their 25hp engines didnt put out anywhere near the heat of a modern 200+ hp truck engine or had any critical hot spots by the operation of the thermosiphon cooling system alone. no you need to listen you braindead piece of excrement the comparison is valid as modern cooling systems were partially developed on those old engines built by ford. and there has never been any engine run any hotter .. . .boiling is boiling is boiling. the only thing boiling here is you budd lol. the comparrison is not valid and this statement is wrong on just so many levels. first off boiling is not boiling is not boiling. as you pointed out you are at 6000 feet and if you think that water will boil on your stove 55 gallon

Replies:

From : Annonymous

well i did check the battery connection to the started and it was corroded. i cleaned that up and the truck started. unfortunately this morning it popped the fuse again. it is good to know though they have a bad design with that boot and the angle it sets. any moisture kicked up on the started can run into that boot. over time i can definitely see how thatd be an issue. if it was corroded badly you might want to replace the cable. the corrosion may have worked further up the cable. on a related note. as i was looking at the starter it appeared you could unbolt the solenoid from it. is that true could i replace just the solenoid or is it a part of the overall starter unit i believe so. i read a thread on the tdr some time ago that has some info on rebuilding it. you might want to do a search there. anyway let us know how you make out. roy .

From : big al

on fri 17 dec 2004 193016 gmt john kunkel kunkel.j@shorts.comcast.net wrote that will really be hard to do if it still has the mopar alternator and regulator . . the regulator usually black in color is on the firewall and has a two wire plug on it. now if its a gm single wire system i think they can be changed but ive not been into one in years. in this case it will be really hard to do since the voltage regulator is integrated in the pcm or as we called em back then sbec. that didnt happen until 92 87 will still have the firewall mounted separate regulator. my 88 had an integrated reg in the alternator but apparently some used smec because i was asked by 3 different parts suppliers which system mine had when i was looking for replacement parts a few years back. .

From : mac davis

on fri 17 dec 2004 023017 -0600 mike simmons mikesim@yhti.net wrote that will really be hard to do if it still has the mopar alternator and regulator . . the regulator usually black in color is on the firewall and has a two wire plug on it. now if its a gm single wire system i think they can be changed but ive not been into one in years. in this case it will be really hard to do since the voltage regulator is integrated in the pcm or as we called em back then sbec. mike and many vehicles so equipped have had external regulators installed to replace the damaged regulator circuit in the smec. i believe dan has posted the relevent info in the past. -- budd whats the difference between a bad golfer and a bad skydiver one goes whack darn and the other goes darn whack. is it possible to replace the internal voltage regulator in the alternator or must i just replace the alternator too thanks lee .

From : ninebal310

i am not talking about just this friggin ball joint. i am talking about the degradation of american manufacturing in general. dicks comment appeared to be a generalized comment about american manufacturing and while the worker cannot be blamed for the managements decision to use substandard parts the assembly is not always top notch either and that is what i was getting at. perhaps it is you who should know wtf they are talking about before responding -- if at first you dont succeed youre not cut out for skydiving but the us production worker does bear some of the responsibility. and you know this how the failure of the ball joints is because moisture is being allowed to enter the ball joint. it is either a design or material failure and has nothing to do with the production worker. further the ball joint is not manufactured by d/c but an outside vendor. t-bone as i said in an earlier post in another thread you really ought to post only when you know what you are talking about. a wise man speaks because he has something to say a fool speaks because he has to say something plato mike -- if at first you dont succeed youre not cut out for skydiving please dont blame the us production worker. he just builds what management/engineering tells him to. the sad part is the customer has to pay top dollar for an authentic oem part which could be no more than a part that was manufactured by yung boi cheap labor. add the lame uaw into the assembly and the odds are slim if ya get one that doesnt break. bush says outsourcing is good. good for who .

From : mac davis

jerry wrote montanajeeper@aol.com wrote you didnt pay attention to what i said jerry. i was referencing the .40 s&w in comparison to the .45 acp and showing that while it was ballistically superior on paper in the field it wasnt proving as reliable. sure i was but i understood your word it to represent the 45gap since that is what he subject is about. i was using the .40 as an example to show that just being .45 caliber isnt enough to prove the gaps capability. the .40 on paper is slightly ballistically superior to the .45 acp also yet it isnt proving itself as effective in the field. this argument is totally related to the .45 gap because the argument of its ballistics are being used to suggest that it is equal to the .45acp. all my argument says is that its gonna have to prove itself in the field before it earns any points. its a opinion which btw is what you are providing also. absolutely....but my statements arent presented as factual data. there you go again off in left field. im not suggesting anything and again what the sam hell does 38 special 357 mag 9mm have to do here anyway. to demonstrate the difference in readily available ammunition as this also plays a part in how popular a handgun is and how popular it will become. were talking about a new round that is proving to give the 45acp a run for its money there you go again. at this point it hasnt proven anything. how many gaps were sold last month how many .45 acps of course dealers have to stock the item and in my area many of the dealers have it on their shelves. and many stock it here also....but most dont and that was my only point on availability. the ammuntion while available isnt as readily available as acp ammunition and this takes a long time to change. there has to be a huge demand for the smaller suppliers to stock it and that demand isnt there yet and may never be. i fear this is just another proprietary specialty round thats going to follow the way of all the other proprietary specialty rounds and will find favor amongst few in comparison. but thats my opinion. who the hell said the ammo was as available in gap as the acp look back over my argument again jerry and slow down as you read it. my point is that its not as available as the acp making it more expensive and slightly more difficult to get. now if youre following along youll see this is one of the reasons i formed the opinion that its a long way away from being in the league of the .45 acp. so far you have offered a lot of personal opinion but not one single cite to show the 45acp superior to the 45gap only because you arent paying attention! ive stated many times that the ballistics are pretty much equal. ive stated that the reason the acp is superior is because its cheaper more readily available more options in manufacturers and styles way more potential for customizing etc. it is the world wide standard for competition handgun shooting has sold more handguns throughout american history than any other caliber and is proven for nearly a century. though you wasted no time jumping up with the statement to actually suggest that it could be a contender for the .45acp is nothing short of biased dreaming and bullshit. ok read everything i wrote in the last paragraph. in steps glock thats going to revolutionize the standard combat and competition round by trimming the case a little please.... it may one day be a popular round but i dont see enough incentive there to overthrow the most beloved caliber and handgun of all time. in fact i fear it will eventually go the way of the .357 sig and the .38 super. whether you admit it or not you are simply biased towards the 45acp. sigh....im just being realistic jerry. hell yes i am partial to the ..45 acp but that has nothing to do with my statement concerning the gap. my reasons are listed above and waiting to be disproven. most likely because you have already plucked down you money for one. i got a half dozen 1911s....and 10 brownings....dont even know how many s&w revolvers. it has nothing to do with brand or caliber loyalty and everything to do with waking up in the real world. to upset an established round you have to have something special to offer. the ..357 sig is an excellent example. its an awesome little round but just never took off because it just wasnt enough of a reason to switch. .

From : transurgeon

hi all if this is showing up twice i apologize. i posted it a few days ago and it appears to my reader to have never shown up. anyway i recently picked up a real cherry of an 89 dodge van http//www.befumo.com/newvan.htm which i fully intend to keep for a while. its equipped with the 5.9 l tbi engine 727 torque flite transmission and im pretty sure 3.55 gearing posi. it has 120k miles on it and has been very well maintained. right now its getting the 13mpg highway that was advertised for it when new. i trive it pretty conservatively and my main interests are fuel economy and low-mid rpm torque and nice crisp throttle response. my main usage will be for long day trips to cross-country voyages local runs to the lumber yard occasionally pulling a 13 utility trailer and possibly pulling a 2-horse stock trailer from time to time. my immediate plan is to replace the 727 with an a-518 overdrive unit shortening the driveshaft as necessary. first question its my understanding that setting up the 518 to work with a dash-mounted toggle it will essentially work as a 2-speed rear axle. that is when in od my trans will still shift through the same 3 main gears but each one will be 31% or whatever higher in ration as if i had a 2.xx rear. conversely when the overdrive is off ill basically have the same 3 ratios i have now. correct no it will not go to 4th until it is in 3rd im not sure whether im going to go for the one that supports the lock-up torque converter or not. i know there are ways to fool it into working correctly without the guidance of a computer but im thinking i might just hook it up to one of those old-style toe-tap dimmer switches and have the equivalent of an electronic clutch. id probably hook up a status led in the dash. hell itll make the vehicle harder to steal. good luck finding a non-lu 518 they were only made about 3/4 of a model year for use with 360s my second question ill probably replace the timing chain sometime in the next year or so mainly as preventative maintenance but also to tighten things up. would it be worth it being this far into the engine as it is to install an rv/economy cam and new lifters my final question is what would you do next i thinking of the following in the order i would probably do them 1. msd ignition plus a high-output coil & 8.0 or 8.5 mm ignition wires. waste of time mopar ignition system is plenty hot 2. headers with a crossover tube and dual exhaust. duals 2 crossover or not its an big improvement 3. aftermarket port fuel injection system. dont mess with what works my gut feeling is that ill probably get the best bang for the buck stopping after #1 and that the next two will probably increase power & performance possibly at the expense of mpg. also im reluctant to boost the power too much on a 120k engine lest something else break. at some point in the future ill consider building up a replacement for it pushing the compression up to 9.5 or so . . . but thats a question for another day. thanks. joe .

From : mac davis

on sun 19 dec 2004 201920 gmt roy roy@home.net wrote for those who have never heard the whine of a blower check this out. go to www.svtperformance.com/showthread.phpt=145321 go to the third thread and hit the link. roy no more friggin aka well pudge ive always felt that it was far better to be blown than injected.. .