tanny

What's the process for reconditioning an o-ring with lacquer thinner? Victor.

Anyone have any recommendations on what brand of crank seal might be better quality? I picked up a seal at NAPA for $5 and it says made in Taiwan. I'm a little skeptical about doing all that work and installing a cheap seal. I am putting a Redi-Sleeve on also. Are there any seal brands that are made in the US or Japan(not China or Taiwan)? Thanks, Victor.

Gavin, better get off the Vegemite before it's too late!

What did you do to deserve that sweetheart? Excellent! Victor.

Mmmmm.....

Good one. Speaking of eating gross things, is there something that we Septics eat regularly that seems odd? Besides camel toe, you dirty minded people! Victor.

Fun facts, or for anyone who is laboring under the misconception that they're fast: Subject: Acceleration *One Top Fuel dragster 500 cubic inch Hemi engine makes more horsepower than the first 4 rows at the Daytona 500. * Under full throttle, a dragster engine consumes 1 gallon of nitromethane per second; a fully loaded 747 consumes jet fuel at the same rate with 25% less energy being produced. A stock Dodge Hemi V8 engine cannot produce enough power to drive the dragster supercharger. *With 3000 CFM of air being rammed in by the supercharger on overdrive, the fuel mixture is compressed into a near-solid form before ignition. Cylinders run on the verge of hydraulic lock at full throttle. * At the stoichiometric 1.7:1 air/fuel mixture for nitromethane the flame front temperature measures 7050 degrees F. * Nitromethane burns yellow. The spectacular white flame you see above the stacks at night is raw burning hydrogen, dissociated from atmospheric water vapor by the searing exhaust gases. * Dual magnetos supply 44 amps to each spark plug. This is the output of an arc welder in each cylinder. * Spark plug electrodes are totally consumed during a pass. After, the engine is dieseling from compression, plus the glow of exhaust valves at 1400 degrees F. The engine can only be shut down by cutting the fuel flow. * If spark momentarily fails early in the run, unburned nitro builds up in the affected cylinders and then explodes with sufficient force to blow cylinder heads off the block in pieces or split the block in half. *In order to exceed 300 mph in 4.5 seconds dragsters must accelerate at an average of over 4G's. In order to reach 200 mph well before half-track, the launch acceleration approaches 8G's. * Dragsters reach over 300 miles per hour before you have completed reading this sentence. * Including the burnout the engine must only survive 900 revolutions under load. *The redline is actually quite high at 9500rpm. * The Bottom Line; Assuming all the equipment is paid off, the crew worked for free, and for once NOTHING BLOWS UP, each run costs an estimated US $1,000.00 per second. The current Top Fuel dragster elapsed time record is 4.441 seconds for the quarter mile (10/05/03, Tony Schumacher). The top speed record is 333.00 mph (533 km/h) as measured over the last 66' of the run (09/28/03 Doug Kalitta). Putting all of this into perspective: You are driving the average $140,000 Lingenfelter "twin-turbo" powered Corvette Z06. Over a mile up the road, a Top Fuel dragster is staged and ready to launch down a quarter mile strip as you pass. You have the advantage of a flying start. You run the 'Vette hard up through the gears and blast across the starting line and past the dragster at an honest 200 mph. The 'tree' goes green for both of you at that moment. The dragster launches and starts after you. You keep your foot down hard, but you hear an incredibly brutal whine that sears your eardrums and within 3 seconds the dragster catches and passes you. He beats you to the finish line, a quarter mile away from where you just passed him. Think about it, from a standing start, the dragster had spotted you 200 mph and not only caught, but nearly blasted you off the road when he passed you within a mere 1320 foot long race course. That, folks, is acceleration!

I bet all you Z owners would really throw a hissy fit if these damn bicyclists got in your way while racing over a twisting mountain road while testing out your new urethane. Or not. Maybe you could forgive them because they're all dressed in white and you know that means they're virgins. Victor.

As you drove by, did you offer his girlfriend a ride? Victor.

Thanks for the info. While researching these I did notice there were a lot of references to trailers. Now I know why. I might try one on my Z. My front seal is leaking more than I like and the seal is only about 4000 miles old and I did try to offset it from the original groove the old seal had worn, but apparently to no avail. If I'm going to take the radiator and all the rest of the stuff off just to get to this seal, I want to make sure it works this time. Victor.

Answer to my own question: National Oil Seals Redi-Sleeves National® Redi-Sleeves National Redi-Sleeves from Federal-Mogul are precision stainless steel wear sleeves designed to produce a superior sealing surface on a worn or damaged shaft. Whether the shaft is marred by tracks or grooves, Redi-Sleeves represent a fast, easy and inexpensive repair. Available for shaft diameters ranging from .560-inch to 8 inches, National Redi-Sleeves combine stainless steel construction with a 0.010-inch wall thickness. This thin but durable design allows the original seal size to be used. Redi-Sleeves are pressed onto the shaft using a removable flange. An installation tool is provided with each sleeve. Detailed product descriptions and sleeve identification and installation instructions are provided in Federal-Mogul's National Oil Seals Specification Manual No. 415. Has anyone used these on the Z? What were the results? Thanks, Victor.

While searching for a front oil seal for the crank, I noticed there is one brand called Redi-Sleeve that is two or three times as expensive as other brands. Does anyone know why? Is there something special about this brand other than price? Thanks, Victor.

Never had reason to mess with the frames, but was kind of wondering that myself. You might try the search function and look under "window frame" or some such. Victor.

I was able to just trim a small amount of plastic off the top of the shroud and didn't have to remove the finger protector. Also trimmed around the bottom hose. Seems to still be working. Victor.

Geez! That cop must have been having a bad day or was just bored. Shouldn't be too many points on the license though. Victor.

I'm afraid the only thing they can practice now is a "dead stick" landing. Victor.

The stock electric pumps are definitely noisy. I don't know if aftermarket pumps are quieter(I assume they would be). You probably would have to fashion your own mount. I didn't bother with mine because I can't really hear it when at cruising speed. Victor.

I hope you don't drive that pretty thing. No way would I want to get that dusty. Victor.

On a Trans-Atlantic flight one of the plane's wings is struck by lightning. One woman in particular loses it. Screaming, she stands up in the front of the plane. "I'm too young to die!" she wails. Then she yells, well, if I'm going to die, I want my last minutes on Earth to be memorable! I've had plenty of sex in my life, but no one has ever made me really feel like a woman! "Well I've had it! Is there ANYONE on this plane who can make me feel like a WOMAN??" For a moment there is silence. Everyone has forgotten their own peril, and they all stare, riveted, at the desperate creature in the front of the plane. Then, a man stands up in the rear of the plane. "I can make you feel like a woman," he says. He's gorgeous. Tall, well built, with long flowing black hair and jet black eyes, he starts to walk slowly up the aisle, unbuttoning his shirt, one button at a time. No one moves. The woman is breathing heavily in anticipation as the strange man approaches. He removes his shirt. Muscles ripple across his chest. As he reaches her, and extends the arm holding his shirt to the trembling woman, he whispers: "Iron this."

But now you can go through the unit, check its flow, clean it, replace the foam rubber on all the flaps of the housing, maybe replace the hoses and the valve. It's what you meant to do all along, wasn't it? See, you're not as moronic as you thought. Victor.

I'll come for the pies. Victor.

Thanks for the responses. I went ahead and removed the fuel pressure regulator and then measured the fuel line pressure. With just the electric pump running the pressure was 2.0 pounds, and with both the mechanical and the electric pumps running at idle, the pressure was 2.5 to 3 pounds. This is apparently enough pressure(and volume, which I didn't measure) to run my triples even at higher RPMs with my mostly stock setup. Victor.

As Carl said, probably easier to modify a 280z shroud. I tried finding one for my 73 but no luck. Just had to trim a little plastic and it has worked well. Victor.

So then the smaller diameter line was enough of a restriction to maintain enough fuel pressure to fill the bowls. I was thinking there might have been a restrictor valve of some sort. Interesting. I guess I'll try taking the fuel pressure regulator off the return line and install it before the carbs where I had it before I attached the return line. Thanks, Victor.