bryankazmer
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Posts posted by bryankazmer
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on the tires, would blackwalls with the white spats (trim rings) be another possibility?
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I've been to Orcas, beautiful area, but the problem is unreliable power and a ferry connection to get to airport (related to wife's work needs). Anacortes is a possibility.
It is strange to drive in Seattle. Busy but very laid back, which kinda adds to the slowing.
Can one of you residents comment on this business of a lot being permitted for a certain limited size house due to the water and sewage infrastructure? This is not something I've seen before.
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I checking out a move too. Different perspective on the winter - I see the winter in the coastal areas as fairly mild with little snow. My interest is in the wet side, as I'd like to be on the water. Any thoughts on north ( LaConnor/Bellingham/Ferndale/Blaine vs south (Olympia/Hood canal)?
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I believe there was a fairly recent article in the CCCA magazine about Weymann bodies.
Aircraft and old canoes also used the basic concept of waterproofed fabric over wood.
I recall seeing a Bentley in Ohio some years back with both fabric body and fenders. There is a very nice Weymann Stutz at Hickory Corners .
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The ratio of wage to total cost sounds about right, especially for a UAW benefit package. All-in cost to the company in the 1.4 - 1.5 times wage range. Some of the reported info is confounding the person's gross pay with the employer's total labor cost.
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while the German labor unions and management do have a cooperating relationship, Germany's labor costs are the highest in Europe, so new factories have been built for the most part outside Germany, in places like Austria or Poland.
In terms of build quality and purchasing today in the US, remember that OEM workers may buy their make because of working there, but also because the OEM gives them a substantial discount. The supply chain, who deal with multiple OEM's, have a broader viewpoint, and a number of people there do "boycott" certain OEM's because of either quality or business practices.
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thanks for those! The stunt with the Traction Avant driving away after the cliff tumble to show the strength of a monocoque was also used by Chrysler for the Airflow. The porpoising on a wavy road was also used by Packard to promote the Torsion suspension.
The last hydro-pneumatic suspended Citroen I drove for any length of time was a Cx. The issue with that car was that the adjustments could be behind the weight transfer - in other words response time was a bit slow. Has this been improved with more modern technology?
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GM at their peak had 62% of the market. Their share now is around 26 - 28% last I saw. You don't think they have to close plants?
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You're correct in that the goal is to keep "dirt" in suspension, but they are detergents, having a polar and non-polar end to the molecule to grab the undesirable thing and drag it along with the fluid. Oil detergent additives have a polar end to hold polar crud, and a non-polar end compatible with the oil. A laundry detergent uses the non-polar end to hold the grease and the polar end to be compatible with the water. Reverse roles but same idea.
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To perhaps state what everybody understands, "straight" 30 does not have a constant viscosity with temperature. It thins out hot , and thickens cold. The viscosity-temperature curve has a certain shape and is shifted up or down by formulation. This gives straight 20, 30, 40 grades. The dual viscosity testing in modern grades leads to a formulating to create a differently shaped curve. Typically, compared to a straight formula, the goal is lower cold viscosity to quickly lubricate on start-up, and higher hot viscosity to still provide enough lubrication at operating temperature.
so what? I think that most older engines ran cooler than new designs, so the higher hot viscosity has more to go with how worn the engine is, since a thicker oil will compensate a bit more. Getting oil to a cold top end sooner is still a good idea. I think the key additive question is whether it's a detergent oil - if the engine is newly rebuilt, use it. If it's been together a long time there is the risk of pulling off deposits and clogging small passages.
I know there are a couple other folks with some technical experience in this on the board. Let's stick to the science vs anecdotes
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yes but some need restored
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the spelling thing always amazes me - read it off the car if you must, and pay attention to what autocomplete is doing
Camero
Alpha ( or better yet Alpha Romero)
Tornado
Packhard ( and Packerd)
convertable
straight V8
breaks (for the things that stop the car)
etc
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for question 2 - NO NO NO NO!
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so why haven't you told him?
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Packard eight: 356 in3, 292 ft-lbs @1800 rpm
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Joe, I understand your comments and strongly agree that voting with your purchases is the strongest thing a person can do. And going beyond the label and learning where the work is actually done.
But Mexican vehicles are North American assembled.
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The Bonsall quote says it's not a botch job then goes on to explain all the reasons it is. The good news is that being derived from the Ford engine it's less costly to rebuild than the luxury-intended engines including the earlier Lincoln V12. Because of all those swaps back in the day, there may be a market for an engine for "un-swapping." Can a more knowledgeable Continental person comment?
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I have little use for any maker's minivan/CUV line - these are not cars deigned for the driver. The poor physics of the center of gravity come through.
The Peugeot 508 looks interesting, good flow of line. It's now a small niche market in North America but European makes are well positioned for the remaining station wagon/break customers.
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there is the Renault-Nissan sharing, but it is very limited in the commercial side. resembles Daimler -Chrysler more than FCA, in terms of limited communication
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There are a few Traction Avants, but again rare. I see an occasional Peugeot 404 or 504. A very few Fuegos were sold here - they completely missed the mark in the US market for sporty coupes. R5, R9, R11 were sold here under different names but were not much prized to be preserved
To me, the rear design of the Valsatis is Aztek-level ugly - no sense of line or proportion.
Smaller European cars here need to compete against the Japanese designed but North American-built compacts, and are usually at both a cost and reliability reputation disadvantage (that last one is hard for the Germans to swallow).
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yes, we know the DS, although not everyone knows the pun ( the letters "DS" pronounced in French sound like the word for goddess). I saw a DS21 sedan and a Chapron convertible at a recent meet. The CX that followed is very rarely seen. Deux Chevaux have a small cult following. The models in between are almost never seen.
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family resemblance - the 404 was also a Pininfarina design
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Pininfarina designed the Berlina (sedan) and coupe', the GT coupe and convertible are by Touring, and you can see the close resemblance to the Maserati 3500 they also did. A friend had a Touring coupe and it was a very pleasant car. The Zagato bodied ones are the most valuable.
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Agree on the inherent balance. A straight eight is more susceptible to crankshaft whip, but the better ones had 9 main bearings to address it. I think the difficult issue is getting uniform flow to all cylinders. Hence Buick's duals and some aftermarket set ups.
Cars vs SUVs
in General Discussion
Posted
No laws of physics have been repealed. A high center of gravity, well forward, is still bad for all vehicle dynamics.
Also , the steering is not connected to the brakes. There is no need to slow your wallowing bus down even further to go around the corner. Unless it's to avoid problems with your phone, coffee, and video.