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References: [ +from:jarrid_gross@earthlink.net: 129 ]

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61. Re: Clutch Problem (score: 1): Author: Jarrid Gross <jarrid_gross@earthlink.net>; Date: Tue, 18 Jun 2002 22:17:00 -0700; Just curious, did you fit a return spring to the slave cyl or TO fork? This the a rather common reason for the mentioned mallady. Jarrid Gross; /html/alpines/2002-06/msg00240.html (7,741 bytes)
62. Re: Washers (score: 1): Author: Jarrid Gross <jarrid_gross@earthlink.net>; Date: Sun, 23 Jun 2002 10:21:23 -0700; Hey Paul, Forget thickness, worry about hardness. Get some hard steel grade 8 washers at a fastener specialty place. Soft washers are no place on main bolts. Jarrid Paul Tring wrote:; /html/alpines/2002-06/msg00281.html (6,712 bytes)
63. Re: Manifold temperature (score: 1): Author: Jarrid Gross <jarrid_gross@earthlink.net>; Date: Sun, 19 May 2002 17:05:16 -0700; It will burn off in good time. The only coating Ive seen that lasts is a ceramic coating used on new headers. Not sure if it can be put on old ones. Jarrid; /html/alpines/2002-05/msg00130.html (7,159 bytes)
64. Re: Trunk Hinges (score: 1): Author: Jarrid Gross <jarrid_gross@earthlink.net>; Date: Sat, 13 Apr 2002 11:32:27 -0700; I woulnt use JB weld for that, I just dont trust that it would hold, and there is a lot at stake if it does not. You could have an "insert" put in. Not quite the same as a helicoil, which BTW might; /html/alpines/2002-04/msg00175.html (7,513 bytes)
65. Re: fuel injection (again) (score: 1): Author: Jarrid Gross <jarrid_gross@earthlink.net>; Date: Mon, 22 Apr 2002 07:27:30 -0700; The system is called simple digital. The SDS systems is like it says, simple. Its lack of complexity is evident to people who have programmed higher end systems, by the numbers that are used in the; /html/alpines/2002-04/msg00244.html (8,000 bytes)
66. Re: oil cooler question (score: 1): Author: Jarrid Gross <jarrid_gross@earthlink.net>; Date: Tue, 01 Jan 2002 16:37:27 -0800; Its a rational question, one that is easily answered by looking at the filter base gasket, and the passages on the filter base. To save you some time, the relief valve points away from the engine. Ja; /html/alpines/2002-01/msg00013.html (7,355 bytes)
67. Re: [Re: Generator vs Alternator] (score: 1): Author: Jarrid Gross <jarrid_gross@earthlink.net>; Date: Thu, 06 Dec 2001 22:42:07 -0800; This could still be overcome with an isolation transformer between the radio and antenna. Jarrid Gross; /html/alpines/2001-12/msg00061.html (6,986 bytes)
68. Re: Engine Stabilizer Option (score: 1): Author: Jarrid Gross <jarrid_gross@earthlink.net>; Date: Sat, 24 Nov 2001 09:23:36 -0800; The purpose of the engine stabilizer is exactly in its name, to stabilize the engine. The means to keep it from moving, which will slosh the fuel in the float bowls, and to provide a rigid power tran; /html/alpines/2001-11/msg00229.html (7,489 bytes)
69. Re: Engine Stabilizer Option (score: 1): Author: Jarrid Gross <jarrid_gross@earthlink.net>; Date: Sat, 24 Nov 2001 20:39:26 -0800; Its not a matter of pressure or capacity, its that a standing waveof fuel forms in the float bowl, which causes really odd behavior of the fuel system in that the fuel level is not consistant and as; /html/alpines/2001-11/msg00241.html (9,538 bytes)
70. Re: turbo info (score: 1): Author: Jarrid Gross <jarrid_gross@earthlink.net>; Date: Mon, 01 Oct 2001 00:56:18 -0700; I do, but it involves fuel injection. Not alot of room for a "blow through" type setup, so I'd recommend the small footprint of a fuel injection type air-door, with port mounted injectors, with the t; /html/alpines/2001-10/msg00000.html (6,561 bytes)
71. Re: 400each 2.6 V6s on Ebay (score: 1): Author: Jarrid Gross <jarrid_gross@earthlink.net>; Date: Tue, 07 Aug 2001 20:44:26 -0700; Carefull on the magic german V6 engines. Parts are absolutely NOT available in the US, and some parts like the exhaust manifolds, which you will need, are not the same as the larger (2.8) V6, and mig; /html/alpines/2001-08/msg00103.html (9,917 bytes)
72. Re: 2.0 V6 engines (score: 1): Author: Jarrid Gross <jarrid_gross@earthlink.net>; Date: Thu, 09 Aug 2001 22:50:33 -0700; If the 2.0 V6 makes all its torque before 3000 RPM, then its not going to make any real HP. After you derive the calculation for HP based on torque rate, you will arrive at 1 HP is 1 lb ft of torque; /html/alpines/2001-08/msg00136.html (19,767 bytes)
73. Re: a virus has been recieved (score: 1): Author: Jarrid Gross <jarrid_gross@earthlink.net>; Date: Sat, 11 Aug 2001 18:48:29 -0700; No, I think he is a member of our list, and has been infected, and the virus is using his address book to proliferate. The sad thing is that somehow he got infected. Tisk tisk. Never blindly open at; /html/alpines/2001-08/msg00162.html (10,041 bytes)
74. Re: Nut and Bolt sizes (score: 1): Author: Jarrid Gross <jarrid_gross@earthlink.net>; Date: Tue, 14 Aug 2001 00:11:47 -0700; I dont think there is a site that lists such details, but so as to spare you possible grief particularly with the engine, stick with grade 8 fasteners and washers. In fact use grade 8 throughout, yo; /html/alpines/2001-08/msg00180.html (7,854 bytes)
75. Re: Question: head bolts (score: 1): Author: Jarrid Gross <jarrid_gross@earthlink.net>; Date: Sat, 25 Aug 2001 12:50:35 -0700; Jim, It is good that you read the spec, this goes more than half the way to getting an acceptable fastener for the alpine. I think 7/16 is not right however, a cheat sheet I have on AN fasteners show; /html/alpines/2001-08/msg00332.html (8,802 bytes)
76. Re: 1592 w/1725 Head (score: 1): Author: Jarrid Gross <jarrid_gross@earthlink.net>; Date: Wed, 16 May 2001 08:45:32 -0700; With the exception of very late SV heads, the castings on 1592 and 1725s are the same. There were various valve sizes used, for which I would recommend using the headwith the biggest valves. This wo; /html/alpines/2001-05/msg00208.html (9,160 bytes)
77. Re: 1592 w/1725 Head (score: 1): Author: Jarrid Gross <jarrid_gross@earthlink.net>; Date: Wed, 16 May 2001 15:53:48 -0700; I hate to say this, but I wouldnt event rotate the engine till I knew what was what. I figure that just turning the engine could break a tooth on the cam, which would be one of the worst things to h; /html/alpines/2001-05/msg00212.html (11,521 bytes)
78. Re: Aluminum Sump QuestionsIMPORTANT (score: 1): Author: Jarrid Gross <jarrid_gross@earthlink.net>; Date: Wed, 16 May 2001 15:57:34 -0700; Hey! Are you holding out on me? Its these types of drawings I'm after here! I REALLY need the details of the pickup, windage and baffle for the GT pan. Care to scan it, or make a copy? Thx, Jarrid; /html/alpines/2001-05/msg00213.html (8,030 bytes)
79. Re: Roller Lifters (score: 1): Author: Jarrid Gross <jarrid_gross@earthlink.net>; Date: Thu, 31 May 2001 22:36:18 -0700; Any roller lifter/follower Ive seen requires that the lifter protrude out of its bores (at all times), to allow an inter-connecting strut that connects adjacent lifters, and prevents the rollers fro; /html/alpines/2001-05/msg00435.html (7,168 bytes)
80. Re: Interesting valvegear stuff (score: 1): Author: Jarrid Gross <jarrid_gross@earthlink.net>; Date: Thu, 31 May 2001 22:42:11 -0700; Jim, I am working on eliminating all the rocker shaft springs on a couple of my motors. I plan to get some hard steel shims for the ends, where the shaft pins reside, and a carefully measured and cut; /html/alpines/2001-05/msg00436.html (7,315 bytes)

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