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Windows under warranty?

From : ed

Q: on 7/2/03 1352 remove spam from address to reply wrote on 7/1/03 1647 joe blow wrote on 7/1/03 1106 remove spam from address to reply wrote we did a little unscientific research a few years ago with our mazda pickup drove from calif to dallas with tail gate down and averaged the same or a little less than other trips with gate up... drove back with a piece of plywood on it that my bro-in-law cut to fit the bed and averaged almost 2 mpg more on the return trip... if i remember right the normal was about 27 and we got about 29 on the way back with my 01 dak with ext. cab adding the cab high camper shell increased hiway/trip mileage from the 16-18 mpg range to maybe the 18-20 range... mac heres another one for you and ive repeated it several times with similar results driving from dallas to santa fe a 600-mile one way frequent vacation i always got poorer mileage than on the return trip. i averaged the differences and using some rule-of-thumb conversions and engine efficiencies i got from guys on the groups i found that the excess energy consumed on the trip west was almost exactly equal to the change in gravitational potential energy going from this lower elevation to the higher one! i got worse than normal mileage going west uphill and better than normal mileage going east downhill. i stored energy on the gradual climb and got it back when i came home! martin sounds far-fetched. prevailing winds are a more likely factor. add the headwind to your groundspeed westbound subtract the tailwind eastbound and the difference is twice what the winds speed is. aerodynamic drag doesnt change linearly either it changes as the square of the change in velocity. driving west at 60mph into a 20mph wind gives 80mph airspeed going east gives 40mph airspeed so the westbound trip has 4x the drag. no its not far fetched its observable and repeatable. my dad and i have both done it multiple times. santa fe elevation 6300 dallas elevation 600 roughly a mile difference spread over a 600 mile trip a 0.00003 degree slope. i dunno its not much but its real. i still say the wind did it. - i forgot to hit shift on my casio. here are some numbers to ponder a 3500-lb car being raised 5400 feet = potential energy increase of 18900000 foot-pounds. assuming this occurs over a 10-hour time span it requires an average work of 525 foot-pounds per second. ok this is good. i like a real analysis. thats basically a one-horsepower engine running full open at max load and thats at least doubly redundant dont spoil this with exaggeration. drinking from your fuel tank without adding anything to your forward progress. but i still dont think its detectable. the wind factor would bury the extra little one-horsepower. plus on the return trip your flat-road consumption is reduced by that same amount as you substitute gpe for engine work. 2x the amount of gas used by that loaded 1-hp engine is quite a noticeable difference in economy! but you also compared each trip west and east individually to a normal trip and said you noticed a difference. so you can cut that 2x in half. ill have to see it myself before i believe it. best regards martin .


From : joe

ok me out here... just purchased the above mentioned truck last week. i have 600 miles on it. i towed for the first time today in ohio flat land with my 26 ft. travel tr. i have a manual trans. all goes well through 4th gear...when i shift to 5th gear...i can hardly maintain speed. what gives should i stay in 4th i plan on taking some trips pulling this camper. according to the books and numbers from the dealer i am about 55% of capacity in regards to weight. the truck should have no problem with this... hmmm.... stumped and a little pissed kyle .

From : terra

school is over i passed all my finals and to top it off i recertified today. - http// -- nathan w. collier 03 jeep rubicon jeep and let jeep http// .

From : yofuri

i had an 8 1/4 rearend for my project and gave up on it as i couldnt find a carrier and gears that would take it lower than the 2.65 that was in it. it was just as cheap and easy to find an 8 3/4. sounds like a neat project keep us posted. ratio as this falls within the majority of opinions expresses here. the original engine actually i have a 201.3 cid and a unknown cid spitfire-6 and drivetrain is there and is mostly complete but are pretty much a basket case one of the reasons i decided to make it into a streetrod rather than restore it. at this point i dont know what parts will be left over until after the frame conversion is done however any parts that are will be posted here. bill ive got a 46 dodge pickup and am working on restoring a 40 ply pickup. i would be very interested in any parts left over. if i remember correctly you are in the twin cities area-so am i and i would be very willing to pickup the leftovers. ed .

From : joe

i have an 82 dodge van with a 360v8 engine. the air pump hides the embossed timing marks on the timing cover so i need an alternative timing-mark indicator. i called a dodge dealer & they claim the part i need mounts in the 5 o clock position viewed from front is #4089727. except this part is discontinued & it shows no stock in any dealership in usa. calling junkyards proved futile. anyone know where i can get this part this is what one owner told me --- if it does then check around in some local boneyards for the scale. the one on my van has two bolts that go into the front of the block and locate it at about 5 oclock when viewing from the front of the engine. it has both a degree scale and the tubular jig. you cant miss the thing when you look for it. the degree scale goes up to 30 i believe. ------ b yen .

From : joe

so when will you be coming thru il sunday afternoon you have the phone numbers call when you hit the il-in line g does that mean youre on the road heading teh family move nw now not yet im picking up the uhaul in the morning loading it with everything thats already packed and leaving tomorrow night. -- nathan w. collier 03 jeep rubicon jeep and let jeep http// .

From : tom lawrence

01 through 03 head units are physically interchangeable in the dakota. dont know about the harness plug though - might need an adapter. joe black 03 dakota 5.9 r/t cc calypso green 93 mustang 5.0 lx hatch with a few goodies chuck m wrote in not sure what years that cd player would fit into kevin. what do you figure its worth my 2002 dakota only has a tape drive and i may be interested in upgrading it. where on ebay will you be listing it aloha!!! i recently replaced the factory cd player in my 2001 dodge dakota. i plan on selling it on ebay but i need to know what year trucks the player will work in. ive seen 2003s the seem to have the exact same player in them. does anyone know the range of years that this player will work with thanks .

From : mike simmons

i agree with jerry the 10 per cent above coolant temperature rule of thumb really doesnt apply and the 220 temp does seem a tad excessive. my experience with my 97 br w/46re as measured in the pan is cold weather not towing = 100 degrees cold weather towing = 125 degrees warm weather no a/c = 125 degrees warm weather with a/c = 150 degrees warm weather towing = 150 degrees warm weather towing with a/c = 175 degrees the max temp ever registered was 195 degrees after a six mile pull up a six percent grade in the blue ridge mountains. by towing i man a substantial load which in my case was a 30 travel trailer. mike james1549 wrote nate typically transmission temperature should run about 10% hotter than engine temp. under towing conditions it may go higher but should come back down quickly once you get back on level ground. james1549 want to explain why the transmission would run the same or higher than the engine temperature the ideal temperature would be around 170-175 and below at all times. constant temperatures of 220 as the poster mentioned would certainly shorten the life of a transmission and the answer to his question is yes the 220 reading he is getting is not good period. jerry -- character is doing the right thing when nobody is looking. .