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#51
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Holger,
I don't think you get it. I wrote a few emails critical of Bob, and he has written dozens of critical emails about auto-conversions without a complaint. If you notice, my emails generated REAL feedback on auto conversions. I'm sure Bob's Ego will heal and maybe he'll be a more beneficial contributor to this group. That's my hope. Bart -- Bart D. Hull Tempe, Arizona Check http://www.inficad.com/~bdhull/engine.html for my Subaru Engine Conversion Check http://www.inficad.com/~bdhull/fuselage.html for Tango II I'm building. Holger Stephan wrote: On Wed, 22 Oct 2003 08:37:37 +0000, Bob Kuykendall wrote: You might think it's funny, and in a way maybe it is funny. No it is not funny. The discussions here are saved to many databases and threads are not always kept together. There is no guarantee Bart's second mail will stay together with his childish attempt to make a joke using someone else's identity. Thanks for pointing that out, Bob. Bart: if you want to improve the noise level here stop picking on those you don't agree with. Or get a life. - Holger |
#52
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I'm still trying to figger how you got under 600 hrs out of your 0-200 in
your 172....Oh....thats right- two jugs fell off somewhere. Yea, that's the answer! "BD5ER" wrote in message ... SNIP These guys seem to have done a pretty good job. 600 hours is longer than the O-200 lasted in the lasted 172 I flew...... |
#53
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I suspect it probably would have been easier to replace the old 215 Franklin with the new 220 HP model with far less work than it took to convert the Chevy.... Yes, but it would not have been nearly as irritating to Barnyard BOb. He is still around, isn't he? Not that I can tell. -- David Hill Sautee-Nacoochee, GA, USA filters, they're not just for coffee anymore The following needn't bother to reply, you are filtered: Juan E Jimenez, Barnyard BOb, Larry Smith, John Nada ++++++++++++++++++++++++++++++++++ David who? Barnyard BOb -- |
#54
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On Wed, 22 Oct 2003 21:05:23 +0000, Bart D. Hull wrote:
I don't think you get it. I wrote a few emails critical of Bob, and he has written dozens of critical emails about auto-conversions without a complaint. If it is as you say, Bob commented on the matter and you on his person. Which is what I refered to as noise. Bob won't change and particularily not in reaction to your attacks. Or, probably in reaction to anything that comes from someone with 20 years less aviation than he has. - Holger |
#55
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snip The Seabee discussion has actually produced some useful info pertaining to all conversions. Bart ++++++++++++++++++++++++++++++++++++++++++ From your statement it can be seen that more gullibility was produced than broad implementable information. Barnyard BOb -- |
#56
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Holger, I don't think you get it. I wrote a few emails critical of Bob, and he has written dozens of critical emails about auto-conversions without a complaint. If you notice, my emails generated REAL feedback on auto conversions. I'm sure Bob's Ego will heal and maybe he'll be a more beneficial contributor to this group. That's my hope. Bart +++++++++++++++++++++++++++++++ Sorry Bart, Your emails, for the most part, attack ME... not my position on auto conversions which you have yet to comprehend. I am NOT against auto conversions. I'm against simplistic auto conversion bull****. *YOU'RE* the one who doesn't "get it". Barnyard BOb -- |
#57
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The Northstar of either the 4.6L or the 4.0 Liter are within 10 pounds in
weight to the LS6, ready to run. Many Northstars are still running with no visible wear on the cylinders after 150,000 miles. They had a problem the first three years of porous aluminum castings causing oil leaks that were replaced by Cadillac with new engines. That problem hasn't been a factor for quite a while. They had a service bulletin on the oil pump relief valve sticking as well which was addressed with a new design oil pump in '96. I don't think you can make the mileage claim of the LS6 over the Northstar since they were never put in comparably weighted vehicles. I know that the guys that swap them into Fieros can routinely make well over 30 mpg on the highway, and the LS6 guys can't do that. But most of the LS6 guys are using manuals and not the 4T80E that the Northstar was designed to run in front of. Both the LS6 and the Northstar/Aurora can supposedly be driven with no coolant but that's simply a factor of power limiting coming into play in the PCM. They won't allow them to make enough power to generate enough heat to cause a catastrophic failure. The other thing is they come standard with an external engine oil cooler that takes a lot of the coolant load off the radiator. That doesn't change the complexity of the engine itself. They use the same sensors and fuel management control. In fact, the LS6 fuel pressure regulator is a bolt on that the Northstar guys use because there are adjustable versions of it out there. There is one major difference in the electronics of a Northstar over a LS6. The Northstar uses two crankshaft position sensors and a special toothed segment on the crankshaft which allows the ECM to determine the precise crank position within 180° of crankshaft rotation. That was incorporated strictly to make the engine start quickly. I don't know what you mean by "staying in one piece". The Cadillac is good to over 7000 rpm on a regular basis with stock rods, crank, and pistons. The only time they get upgraded by the guys that push them is if they're boosted over about 7 psi and making more than 525hp. They use the same powdered metal construction rods the LS6 uses with full floating piston pins. The engine I'm in the process of building uses turbo cams and springs from CHRFab that are good to 9,000 rpm. When I called around to some of my friends that were service managers in Cadillac dealerships to get some information on rebuilding and weak spots, all of them said they really didn't know much about it because they'd never had one apart. John Stricker clare @ snyder.on .ca wrote in message ... On Wed, 22 Oct 2003 19:52:03 -0500, "John Stricker" wrote: Clare, The Northstar system is functionally identical to the LS6 with the exception of a single crank sensor instead of 2 on the Cadillac. John Stricker clare @ snyder.on .ca wrote in message .. . The Northstar system is VERY daunting. The LS6 is lighter, more powerful, and gives better mileage than a Northstar. It also tends to stay in one peice, and running, much longer than the Northstar. The LS6 has adaptive shut-down to allow it to get home without coolant like the Northstar (supposedly) will? ? If so, I was not aware of it. I thought it was ONLY the northstar and Aurora engines that had those features. |
#58
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I don't think you get it. I wrote a few emails critical of Bob, and he has written dozens of critical emails about auto-conversions without a complaint. If it is as you say, Bob commented on the matter and you on his person. Which is what I refered to as noise. Bob won't change and particularily not in reaction to your attacks. Or, probably in reaction to anything that comes from someone with 20 years less aviation than he has. - Holger +++++++++++++++++++++++++++++++ Bart informed me that he is 35 years old. I am nearly 66. In some ways, I wish Bart was my eldest son. He would hold a Masters in Mechanical Engineering and an MBA plus nearly a decade experience as senior turbine design engineer for two Fortune 50 companies. He would also hold a Commercial pilot certificate, multi engine rating, instrument ticket and CFI rating. Relating to an immature Bart is infinitely more difficult than dealing with a youthful educated man of advanced credentials and experience. Barnyard BOb -- over 50 years of flight |
#59
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Bob,
What makes you think I don't have "credentials" or various flight certs? Even as a "youngster" at 35. I was attacking your personal vendetta on auto-conversions that seemed rather lacking in basis. If I were your son, I'd expect more discussion and less doctrine. If you can't suggest or support improvement of anyone elses projects or ideas, how can a person grow or develop new ideas? Bart -- Bart D. Hull Tempe, Arizona Check http://www.inficad.com/~bdhull/engine.html for my Subaru Engine Conversion Check http://www.inficad.com/~bdhull/fuselage.html for Tango II I'm building. Barnyard BOb -- wrote: I don't think you get it. I wrote a few emails critical of Bob, and he has written dozens of critical emails about auto-conversions without a complaint. If it is as you say, Bob commented on the matter and you on his person. Which is what I refered to as noise. Bob won't change and particularily not in reaction to your attacks. Or, probably in reaction to anything that comes from someone with 20 years less aviation than he has. - Holger +++++++++++++++++++++++++++++++ Bart informed me that he is 35 years old. I am nearly 66. In some ways, I wish Bart was my eldest son. He would hold a Masters in Mechanical Engineering and an MBA plus nearly a decade experience as senior turbine design engineer for two Fortune 50 companies. He would also hold a Commercial pilot certificate, multi engine rating, instrument ticket and CFI rating. Relating to an immature Bart is infinitely more difficult than dealing with a youthful educated man of advanced credentials and experience. Barnyard BOb -- over 50 years of flight |
#60
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You are changing the topic again....
I never said that you said it was too daunting, I just said that if it was, you could purchase one from Brian, here is a quote from your first message: I'm elbow deep into a Northstar right now for a completely (ground-based) different purpose. The electronics and systems on this are daunting with untold failure modes. We are the masters of word all unspoken and slave to those that are..... Rob |
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