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WestPundit
Wednesday, May 31, 2006
 
Entertainment Trivia For 05/31/06

This character, one of the two protagonists from this classic film, was based upon blank - who's real name was blank - history's first living marketing icon.

The Answer:

This character; (Aunt) Delilah Johnson, played by Louise Beavers.

This classic film; Imitation of Life (1934).

Based upon; Aunt Jemima.

Who's real name was; Nancy Green.

Interestingly, Nancy Green had nothing to do with "Aunt Jemima" Pancake Flour (a creation of the defunct Pearl Milling Company); she just made good flapjacks, and fit the stereotype.
 
Tuesday, May 23, 2006
 
The Answer For Entertainment Trivia For 05/03/06...

Is now up.
 
Thursday, May 18, 2006
 
The Mercurial Nature Of A Hollywood Career

I'm currently watching Those Magnificent Men in their Flying Machines. And I can't help but reflect on what a harsh master Hollywood is...

1965 was a big year for films: We had The Sound of Music ($174m gross), Doctor Zhivago ($103m gross), Thunderball ($62m gross), and, in fourth place, was Those Magnificent Men in their Flying Machines or How I Flew from London to Paris in 25 hours 11 minutes. It grossed about $31m, a huge success, considering its $5.6m production budget. (#5 was That Darn Cat, at $28m.)

But what happened from there, for the show's stars? Of course, biggies Robert Morley, Red Skelton, Terry-Thomas, and Benny Hill, performed admirably in their secondary roles, and continued their successful careers thereafter. But Stuart Whitman was a constantly employed, but little-known character actor (mostly in westerns) going into this, and that's the life he returned to after. James Fox went on to a long string of second-billings, in second-rate films, like King Rat, Thoroughly Modern Millie, and A Passage to India.

A Passage to India is important here, as it was the swan song of one of cinema's greatest directors, David Lean - who also did Doctor Zhivago. But then he did Ryan's Daughter, starring the lovely Sarah Miles (Patricia Rawnsley from Those Magnificent Men in their Flying Machines). Ryan's Daughter had to be the biggest disappointment in Hollywood history - well, until Ishtar. And if it wasn't the professional death of Sarah Miles, one of Hollywood's most promising young starlets, The Man Who Loved Cat Dancing surely was.

Well, it is what it is, it was what it was.

Update: I can't let this post go without noting why, at least for me, this film still has magic - four decades later: Most of those flying shots are of actual aircraft - very liberal reproductions of their 1910 originals. It might be astounding to today's generation, but they didn't have CGI back in 1965.
 
 
As I don't know how to jigger the post time tag with Blogger just yet, readers should note the new hint on my last Entertainment Trivia puzzle.
 
Wednesday, May 17, 2006
 
Coffee Blogging 060516

This morning, my good friend, Glenn Reynolds, did this post, apparently because a lot of people would be interested in his opinion on coffee makers. Glenn, buddy - you know I love ya'. But please, stick to what you know. It sure ain't coffee makers. Here's his post, reproduced in full:

MORE COFFEEBLOGGING: Various people wanted followups on my earlier coffeemaker post, and, anticipating requests for more consumer-blogging, I have undertaken an actual in-home coffeemaker test.

I ordered this cheap Black & Decker model, which was warmly endorsed by many readers. And, at about the same time, someone from Starbucks offered to send me this more expensive DeLonghi that Starbucks sells. I've tried 'em both out for a few days, and even had some blind taste-testing at the Mother's Day bash here on Sunday.

Both are good. The Black & Decker wins hands-down for price and for its easy and uncomplicated user interface. (Yes, it's the 21st Century and coffee pots have user interfaces.) It's easy to program and use, and the "Perfect Pour" carafe doesn't spill or dribble. It keeps the coffee hot enough, but doesn't burn it.

The DeLonghi has a thermal carafe. It's not hard to program it or set the clock, but it's not as easy as the Black & Decker. Any idiot can figure out the Black & Decker, while some folks might need to look at the manual to figure out the DeLonghi. It has a thermal carafe, which also doesn't dribble or spill. It keeps the coffee hot enough for two or three hours; after that it's a bit cool for my taste, though it takes a while longer to get down to lukewarm. It's easy to fill with water and coffee, too.

So how's the coffee? It's good from both. The Black & Decker -- as seems common with the coffeemakers that use basket-type filters -- tends to come out a bit on the weak side. You can make up for that by adding more coffee, but if you do that you may find that the savings on the pot is offset by the expense of extra coffee.

The DeLonghi makes excellent coffee, stronger and more full-bodied on the same amount of coffee than the Black & Decker. In our blind taste tests, everybody -- including my brother-in-law Joe Smith, a former coffeehouse mogul here in Knoxville -- pronounced coffee from both pots good, but the coffee from the DeLonghi richer and fuller-bodied, with more coffee flavor. (I used identical amounts of Starbucks Sumatra for the test).

Conclusion: You can't go wrong, really, between these two. The Black & Decker is good, and cheap. The DeLonghi is better, but more expensive, though you might make that back via using less coffee, especially if you like expensive beans. And neither one dribbles or leaks, something that you ought to be able to take for granted in a coffeemaker but, alas, can't.



Well, if throwing your money away could be considered "going wrong," yes you can...

Let's get this straight here, I have not used either of these two. But what we have here are two simple drip coffee makers - no great technological mysteries here. And in this Glenn exposes his innocence on the subject. His judgment on how long coffee in the De'Longhi's carafe is acceptably warm is also in question - read on.

De'Longhi uses Melitta-type cone filters, which always have been, and always will be, more efficient than the Mr. Coffee-type used by Black & Decker. However, most supermarkets only have name-brand Melitta filters, which are VERY expensive, relative to generic Mr. Coffee-type filters. But you can get generic Melitta-type filters at Target or Wal-Mart.

As well, the De'Longhi has an integrated water prefilter. This might be of great value, particularly in Tennessee, where that lime-rich water seems to be great for making whiskey, but lousy for everything else. However, these prefilters need to be replaced every two months or so. So any economy realized from the efficiency of the design will be evaporated by the extra filter expense, even with cheap Folger's.

As for myself, I use bottled water. So the above is a moot point. What is more important is that, all other things being equal, a Melitta-type drip coffee maker will just always make fuller, richer coffee than a Mr. Coffee-type.

But then there is that "all other things" problem. J.D. at CoffeeGeek says of the De'Longhi DCM485, that the brew temperature (175 to 180 F) is just too low, and: "I ended up taking the DeLonghi DCM485 back to Starbucks." Couple that with a thermal carafe, and not only do you have weak coffee, in an hour or so you've got cold coffee. Personally, I don't like thermal carafes, for drip coffee (which I pretty much consider bulk consumption, rather than gourmet), as I like my coffee hot three or four hours later. So this is especially bad for me. Give me a well-regulated hot plate.

The Black & Decker isn't even in the same league - cross-shopping wise, as the $120 De'Longhi, I won't even bother with it. But the fact that it made weaker coffee than the cool-brewing De'Longhi (only so much can be accredited to the Melitta cone's natural superiority), doesn't speak well for it.

But why does any coffee maker, particularly a stupid drip coffee maker, have to cost a fortune? About two years ago, at Target, I bought a 12 cup Philips machine (Melitta-type), for about $40. It has been delightful. Both the brewing temp and hot-plate temp are spot-on. My only beef is that the hot plate shuts down in only an hour and a half. Here's CoffeeGeek's reviews on its current equivalent:

Jason Johnston: "All the top end drip machines really don't measure up to Philips! They do 'make things better.'"

Scott Burton: "Best auto-drip I've ever had."

Linda Langille: "Looks good on the kitchen counter - very good coffee too."

J Gabel: "Superb coffeemaker especially at $39.99!"

If you pay $120 for a stupid drip coffee maker, you are at least an idiot. And likely also something of a pretentious snob. You will never get gourmet coffee from a auto-drip - whatever the price. But you don't have to get lousy coffee.
 
Saturday, May 13, 2006
 
Engine/Transmission Package Dimensions

I encountered this somewhere on the web, and thought I'd post it here, for future reference. My thanks go to Mr. Williams, you obviously did a lot of research to create this.


Engine Weight Chart


Engine Weight/Size FYI version 00.02.04
by Dave Williams, dave.williams@chaos.lrk.ar.us

It isn't really a Frequently Asked Question, so I'll call it an
"FYI", For Your Information. This was originally a list I'd compiled
long ago on paper, then moved to the computer, then posted on the net
as a response to some questions. It wound up being popular, but since
I didn't keep track of the origin of the data there was some debate as
to how accurate the list was. This new improved list has origins
where I could find references; what doesn't have an origin is stuff
from my original list.

You'll sometimes see more than one weight listed. Some weights are
for just a long block, some are complete and ready to run, and of
course everything in between. Some engines varied in weight during
their production runs - for example, some later Chevy V8s use thinwall
blocks and aluminum heads.

As of version 94.06.01 engine dimensions have been added. Since the
shape can vary quite a bit within the maximum limits this data isn't
very useful, but many people have requested it.

As of version 00.02.04 transmission weights have been added.

If you have any figures you'd like to contribute, please send them to
me at one of the following addresses:

dave.williams@chaos.lrk.ar.us
PO Box 181, Jacksonville AR 72078-0181

All contributions will be fully credited.

=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=

weight
engine pounds ref. comments

ABC Dragonfly aero 650 (87) 1917 9-cyl radial

Alfasud flat-4 240 (2) (19) "complete"
Alfa Romeo SOHC V6 375 (2)
Alfa Romeo 415/85T 279 (31) F1 four, '87 season
Alfa 155 V6 TI 242 (75) BTCC Class 1 race engine
Alfa Romeo Type 33 V8 286 (137) 2000cc DOHC, Chiti design, 1967
Alfa Romeo 1600 261 (150) (with cams, generator, distributer, oil,
etc but no manifolds or carbs)

Allison V12 1160 (160) 1710 CID, 1400 HP aircraft

AMC V8 540 (late design V8s)
AMC V8 600 (early design V8s)
AMC 6 500 (early design six - 199)

AMW F-440 86 (78) SAE F440 spec motor, 2 cyl

ATS 1.5L GP V8 247 (137) DOHC, Chiti design, 1966

Audi 2.0 L4 335 (2)
Audi 5 364 (2) (non-turbo)
Audi 80 1300 230 (2)
Audi 100 1500 240 (2)

Austin C-series L6 562 (2) ('56 Austin-Healey 100-6)

BL "B" L4 OHV 335 (2) British Leyland
BL "E" L6 345 (2) ("complete")
BL "O" L4 OHC 298 (2)
948cc 246 (156) (no indication of dressed or not)
1098cc 253 (156) Midget/Sprite

BMW M52 3.3,3.5 Big Six 500 (2)
BMW M60 B 40 4.0 V8 468 (17)
BMW M60 Small Six 388 (2)
BMW slant-6 turbodiesel 430
BMW 4.5L V12 607 (2) (50) "Fully dressed" prototype
BMW 4.5L V12 974 (57) iron prototype
BMW 5.0 V12 529 (22) (57) "fully dressed"
BMW 3.0,4.0 V8 462 (70) all aluminum
BMW 3.0,4.0 V8 448-468 (79) all aluminum
BMW M105 Diesel 6 2.5L 430 (4)
BMW 2.3 turbo Diesel 408 (21) iron block, alum head, "complete"
BMW S14 four 350 (23) 318i motor

Bollee vertical twin 330 (86) 6 bhp, 600 RPM, evaporative cooled

BRM V12 375 (87) 1965? F1 motor

Benz B2-3BZ, 1917, V8 683 (98) built-up steel, 940 ci, aircraft

Briggs & Stratton 101 (165) 20HP w/electric start, flywheel, exhaust

BRM "290" V12 319 (74) 1992 3.5L Le Mans engine

Buick 1953 322 V8 635 (51) OHV V8
Buick 350 450
Buick 401 685 (1) ('59 Nail Head)
Buick 430-455 V8 600 (one ref showed 640) (10 - 600)
Buick 1963 odd-fire V6 414 (2)
Buick V6 375
Buick 3.0 V6 '85-up 350
Buick/Rover 215 V8 318 (and Olds)
Buick 1961 215 V8 324 (2)

Cadillac V8 390 720 (1) ('59)
Cadillac V8 472-500 625
Cadillac V8 500 595 (10)
Cadillac V-16 1,300 (2) (1931) 45 deg.
Cadillac 331 V8 699 (2) (1949)
Cadillac Northstar V8 484 (71)
Cadillac Northstar V8 403 (79) (bare, no accessories)
Cadillac Northstar V8 464 (80) (dressed)
Cadillac Northstar V8 404 (155) (without accessories)

Callaway Indy HH-V8 277 (54) 2.6L Drake design
Callaway "Wee 8" 200 (91) light weight design study

Caterpillar L6 2867 (157) 3406E 600 Diesel 966CID

Chevy Corvair flat 6 300
Chevy Sprint 993cc L4 147 (55) 24L x 20W x 25H (Suzuki mfr)
Chevy 1.8-2.0 L4 302 (4) (39) "J car" pushrod
Chevy Chevette 1.6 SOHC 300 (4) (39) (also Opel)
Chevy Vega L4 285
Chevy II 153 L4 350
Chevy L6 194-250 440
Chevy L6 292 ---
Chevy L6 216/235 630 (2)
Chevy L6 216/235 615 (88) "265 V8 was 40# lighter than 235"
Chevy V6-90 229, 4.3 425
Chevy V6-60 2.8, 3.1 350 (2)
Chevy small block V8 575 (generic for '60s-'70s motors)
Chevy small block V8 535 (1) ('59 Corvette 283 w/alum. intake)
Chevy LT-5 DOHC 5.7 600 (122)
Chevy L98 5.7 V8 600 (122)
Chevy V8 348/409 620 (1)
Chevy V8 348/408 655 (83)
Chevy big block V8 685 Mark IV
Chevy big block V8 --- Mark V
Chevy 454 675 (10)
Chevy 427 ZL-1 550 (35) all-aluminum, "20# lighter than SB"

Chrysler 2.2 L4 216 (6) (bare motor)
Chrysler 413 wedge 640 (1) ('59 300-E)
Chrysler 331 Hemi 745 (5) 1955
Chrysler M4 tank engine 5,244 (87) 30 cyl, 5 banks of 6, flathead, WWII
Chrysler 1955 V8 691 (99) Spitfire, 'polyspheric', 300 ci 188 hp
Chrysler 1955 Hemi 729 (99) Firepower 331.1 ci, 250hp, 1x4v
Chrysler 1955 300 Hemi 735 (99) C-300, 331.1 ci, 300hp, 2x4v
Chrysler Patriot 186 (110) gas turbine (part of hybrid EV)
Chrysler CR2A turbine 410 (111) 1964 Turbine Car, 130hp SAE net

Citroen 2.0 Douvrin 4 263

Continental TSIO-550B 566 (113) turbocharged, aircraft
Continental Voyager 571 (113) turbocharged, aircraft

Cosworth AC V8 ('93) 286 (23,64) 75 degree bank angle
Cosworth HB 75 deg V8 309 (52,63) 23.4L x 23.3W x 20.5H
Cosworth HB Series 6 286 (70) 75 deg V8 595mmL
Cosworth DFV V8 313 (23) 90 degree bank angle
Cosworth DFR V8 308 (63) 90 degree bank angle
Cosworth DFX V8 340 (29)
Cosworth XB V8 260 (29, 89)
Cosworth V8 375 (87) 1965? F1
Cosworth MBA 2.5L V6 242 (61,68) 90 deg V
Cosworth ED 75 deg V8 292 (103) F1, 3 liter 1994
Cosworth 72 deg V10 440 (134) 4.3L 325hp prototype (street)
Cosworth V8 370 (136) 1967, with clutch and injection
Cosworth CR-1 V10 220 (144) 1999 F1

Coventry Climax FWMV V8 270 (121) 1963, w/starter & dynamo (2 valve)
Coventry Climax FWMV V8 298 (121) 1965, w/starter & dynamo (4 valve)

Crosley Cobra ('46-'48) 59 (25,26) less starter and generator

Curtiss-Wright
RC2-60-N8 rotary 900 (96)
RC2-60-U10 rotary 325 (96) "heavy fuel" plus 50.2 for flywheel
RC1-60 rotary 192 (96) air cooled, w/all accessories
RC2-60 rotary 266 (96) air cooled, w/all accessories
RC4-60 rotary 417 (96) air cooled, w/all accessories
RC2-90 rotary 317 (96) air cooled, w/all accessories
RC2-90 rotary 345 (96) water cooled, w/all accessories
RC3-90 rotary 410 (96) air cooled, w/all accessories
RC3-90 rotary 480 (96) water cooled, w/all accessories
RC4-90 rotary 510 (96) air cooled, w/all accessories
RC4-90 rotary 613 (96) water cooled, w/all accessories
RC5-90 rotary 605 (96) air cooled, w/all accessories
RC5-90 rotary 740 (96) water cooled, w/all accessories
RC6-90 rotary 710 (96) air cooled, w/all accessories
RC6-90 rotary 860 (96) water cooled, w/all accessories
RC2-60 U5 rotary 280 (96)
Curtiss V12, 1920 1086 (98) 1650 ci, steel with Al crankcase

DeSoto 383 630 (1) ('59)
DeSoto V8 675 (5) (276-341 CID, '50s)

Detroit Diesel 6 2448 (37) (old design)
Detroit Diesel 6 1848 (37) (new Penske/Mercedes design)

Dodge V8 645 (5) (241-325 CID, '50s)
Dodge 361 625 (1) ('59)
Dodge Viper V10 716 (24) (30) with accessories
Dodge Viper V10 ('97) 648 (133) 40# lighter block, 14# lighter heads
Dodge truck V10 816 (30) ("about 100 pounds heaver")
Dodge truck V10 836 (34) ("about 120 pounds heaver")
Dodge truck V10 816 (128) "dressed weight"

Drake DT-160 Indy V8 420 (138) 1978 model Meyer-Drake racing engine

Edsel 361 680 (1) ('59)

Fairbanks-Morse 40,840 (126) 2894 CID, 12 cyl, 12,408hp locomotive

Falconer V12 523 (112) aluminum, small block Chevy based

Ferrari 312T 397 (2) (V12 3.0L racing engine)
Ferrari "250" V12 382 (2)
Ferrari V12 ~300 (23) 65 degree bank angle, 1992 F1
Ferrari 456 V12 517 (32,65) 65 degree, 5.5L, 1992
Ferrari "036_ F1 V12 310 (66) 65 deg, 3.5L
Ferrari "291" F1 V12 275 (66) also E1A-92, 65 deg
Ferrari E1A/92 F1 V12 308 (70) 65 deg
Ferrari F50 4.7L V12 432 (90)

FIAT/Ferrari Dino V6 285 (2) (model 206)
FIAT/Ferrari Dino V6 296 (2) (model 246)

Footwork/Porsche FA12 396 (76) F1 V12

Ford Zetec-SE 1.3 DOHC 202 (107) 1996 Fiesta
Ford 1600 CVH 282 (49) (US Escort)
Ford 2.3 Lima/Pinto L4 418 (2) (also 2.0, 2.5)
Ford 2.3 Lima/Pinto L4 307 (18)
Ford 2.3 Lima/Pinto L4 450 (2) (turbo)
Ford 2.3 L4 Turbo 380 (162) Turbo T-Bird engine w/turbo, flywheel
Ford 2.3 Polimotor 152 (12) plastic motor, experimental
Ford 2.3 Polimotor 168 (55) plastic motor, experimental
Ford Germany Taunus V4 205 (2) (and SAAB V4)
Ford England Essex V4 327

Ford Germany 2.0-2.8 V6 305
Ford England Essex V6 379 (2) (3 liter)
Ford 3.8 V6-90 351 (4) (w/start, alt, less clutch)
Ford 3.8 V6-90 311 (18) ("fully dressed")
Ford 3.8 V6-90 298 (126) "complete"
Ford Duratec 2.5/3.0 V6 360 (45) ("fully dressed")
Ford CDW27 60 deg V6 365 (47) "as delivered to assembly plant"
Ford/Mazda Mondeo V6 225 (64) 60 deg, all aluminum, 4v
Ford Taurus SHO 3.0/3.2 465 (153) Taurus SHO V6
Ford 170-250 L6 385 (except Australian w/aluminum head)

Ford 4.2 V6 488 (161) flexplate and front dress, no A/C
compressor. Shipping wt w/skid

Ford flathead V8 525 (124) 1932 model, integral b'hsg, iron heads
Ford flathead V8 569 (1) ('53 239 CID)
Ford Cosworth DFV 353 (2) (racing engine, DOHC, 3.0L)
Ford 255 Windsor 468 (4)
Ford 289/302 V8 460 (168) (late 5.0s are a bit lighter)
Ford 221-302W 460 (48)
Ford Indy 255 pushrod 360 (120) all aluminum, 1963
Ford Indy 255 DOHC 400 (120) 1964, later known as Foyt Coyote V8
Ford 5.0 V8 450 (109)
Ford 5.0 V8 411 (171) 89 Mustang 5.0 GT (dry) inc: manifold,
carb(?), headers and alternator. Not
inc: starter, smog pump, power steering
pump, AC compressor, flywheel
Ford BOSS 302 500 (48)
Ford 351 Cleveland 550 (48) (includes BOSS and Australian 302-C)
Ford 351 Windsor 510
Ford 351 Windsor 525 (48) (168)
Ford 351M-400 575 (48)
Ford Y block V8 625 (272-312 CID)
Ford FE big block 650 (332-428 CID)
Ford FE big block 670 (1) ('59 352 CID)
Ford FE 625 (48)
Ford 427 SOHC 680 (48)
Ford 429/460 V8 640
Ford 429-460 720 (48)
Ford 460 V8 720 (10)
Ford BOSS 429 680 (iron block, aluminum heads)
Ford BOSS 429 635 (48)
Ford 4.6 SOHC 530 (93) iron block, aluminum heads
Ford 4.6 SOHC 473 (72)
Ford 4.6 SOHC 600 (168) (Mustang)
Ford 4.6 DOHC 464 (72) "9 pounds lighter than SOHC"
Ford 4.6 DOHC 437 (77) without accessories
Ford 4.6 DOHC 521 (94) aluminum block and heads
Ford 4.6 DOHC 576 (168) (Mustang)

Ford Triton V10 635 (128) "dressed"

Ford/Seimens 75hp 192 (108) 3-phase electric, with gear drive

GM CD5-2 2-stroke 165 (42,68) Orbital patent, prototype
GM Rotary Engine 255 (13) cast iron, 1972 PR weight figure
GM Rotary Engine RC206 345 (14) aluminum, 1974 PR weight figure
GMC 261 L6 (216-235) 544 (43) "25 lbs lighter than flathead Ford"
GM Ultralite engine 173 (67)

Garrett/Allied Signal 125 (108) hybrid EV gas turbine w/generator

General Electric T-58 ~200 (115) 1100hp, helicopter turbine

Gravely tractor 1cyl 65 (164) 1916-1976, minus manifolds and carb

Gurney-Weslake V12 370 (33) Eagle AAR, 60 degree

HKS F1 3.5 V12 363 (23) Formula 1, 5 valve per cyl.

HS Performance 2.0 V8 160 (63) (2xYamaha FZR1000) 488L x 552W x 478H

Hall-Scott 6 cyl 825ci 565 (97) Merc type A/C engine, >WWI Fageol racer

Hart V10 F1, 72 deg V 300 (63) model 1035, 622L x 560W x 535H
Hart 10.35 300 (64) 622L x 560W
Hart 420R 2.0L 245 (106) 1994, also Barker-Hart

Hispano-Suiza V8 330 (86) 1915 aircraft engine, water cooled
Hispano-Suiza V8 32CV 540 (86) 1919 6.6 liter car engine
Hispano H, 1918 632 (98) aircraft, 1127 ci, steel w/Al crankcase

Honda RA122E 75 deg V12 330 (23) Formula 1
Honda RA1/22E/B 352 (70) (est. weight) also RA121E
Honda RA168E F1 V6 329 (119) 80 deg, 1500cc
Honda 3.5L 72 deg V10 331 (40, 52) 24.4L x 21.7W x 21.3H Formula 1
Honda 75deg V12 340 (41) 1993 Formula 1
Honda 24V V6 491 (55) Acura Legend motor
Honda CBR 600 F2 125 (102) motorcycle
Honda B18B four 326 (131) 1995 Civic
Honda B20B four 318 (131) 1997 Civic
Honda Civic 1200 161 (151) 1974 Civic, excluding clutch and
radiator but including weight of coolant
water and lubricant
Honda Civic 1500 205 (151) 1974 Civic, as above
Honda CVCC 1500 227 (151) 1974 Civic, as above
Honda CBR 600 F2 130 (167) motorcycle (estimated)
Honda CBR 600 F2 140 (173)

Honda CR500 66 (169) 2 stroke single, 491cc, 65HP
Hooper 994cc V4 92 (73) two stroke, stepped piston, prototype
Hooper 290cc twin 54 (73) two stroke, stepped piston, prototype

Husaberg 600 63 (169) SOHC 4 stroke single, 595cc, 65HP

Husqvarna 575 72 (169) SOHC 4 stroke single, 577cc, 62HP
Husqvarna 630 72 (169) SOHC 4 stroke single, 633cc, 70HP

Ilmor 80deg V8 325 (29)
Ilmor 2175A 72deg V10 281 (59) 592.5mmL, 519mmW, 555mmH
Ilmor 2175A 72 deg V10 268 (70)
Ilmor V-8-A Indy 325 (69) 1992 Galmer Indy car, 90 deg V
Ilmor 265A 80 deg V8 325 (84)
Ilmor 265D 82 deg V8 272 (84)

Infiniti 4.5 V8 551 (71)
Infiniti Q45 V8 509 (72) "45 pounds heavier than Ford DOHC"
Infiniti Q45 V8 529 (77) "65 pounds heavier than Ford DOHC"

Isuzu 1.8 Diesel L4 384 (4)
Isuzu 1.8 gas L4 311 (4)

Jabiru 80hp aero 123 (114) flat-4, air cooled

Jaguar V12 680 (57)
Jaguar/Orbital 3.2 V6 359 (61) supercharged two stroke
Jaguar 4.2L six 604 (105)
Jaguar XJ220 V6 427 (73) complete w/turbos, wiring
Jaguar AJ6 4.0L 531 (118)
Jaguar AJV8 4.4L 441 (118) "fully dressed"
Jaguar 3.4-liter XK 576 (148) for the 340 sedan, minus fan, air
cleaner, clutch, and transmission, and
without any fluids, but with flywheel,
electrical equipment, and exhaust
manifolds.
Jaguar 3.8 six 592 (148) dress as above
Jaguar 4.2 six 605 (148) dress as above
Jaguar 5.3 V12 612 (148) dress as above
Jaguar 5.3 V12 680 (148) fully dressed for installation

Judd V10 286 (22) 72 deg V, F1, 630mm long
Judd KV V8 242 (64) 90 deg F3000 1992
Judd GV 72 deg V10 273 (70) 630mmL

KTM330 59 (169) 2 stroke, 368cc single, 64HP
KTM520 63 (169) SOHC 4 stroke single, 510cc, 56HP

Kawasaki H1R, H2R 120 (9) 3 cyl, two stroke MC

Kubota D905-B Diesel 250 (125) 3 cyl, water cooled, with starter

LPE 400 Series Turbo 370 (113) aircraft, 400 CI, SBC based, alloy
LPE 600 Series Turbo 560 (113) aircraft, 670 CI, BBC based, alloy

Lamborghini/Chrysler 299 (8) (1992) V12 Formula 1 motor
Lamborghini 80 deg V12 330 (70) 1991-1992 V12 F1

Langley Aerodrome 200 (126) 5 cyl radial, 1903, 52hp

Lexicon TRJ-300 110 (114) centrifugal turbojet, aircraft

Lexus 4.0 V8 470 (71)
Lexus 4.0 V8 464 (77)

Liberty V12, 1917 856 (98) 1400+ ci, all steel, aircraft engine

Lincoln 430 740 (1) ('59) (also Mercury 430)

Lotus 907 (Esprit) 275 (3) inc. alt. & starter, no clutch
Lotus Project 618 V8 465 (117) Esprit V8 prototype, w/AC, PS, alt.

Lycoming 36 cyl radial 6050 (87) WWII, 127 liters, 4x9, water cooled
Lycoming IO-540 515 (113) aircraft

Mallory rotary 188 (87) 400hp, eccentric-vane

Marmon V-16 931 (2) (1931)

Mazda 12A and 13B 260 (109)
Mazda 10A rotary 224 (20) (Cosmo) (bare)
Mazda 10A rotary 268 (20) (R100) (bare)
Mazda 10A rotary 190 (27) (R100) (without thermal reactor)
Mazda 10A rotary 280 (27) (R100) (with thermal reactor)
Mazda 12A rotary 348 (20) (RX7) (with oil and water)
Mazda 12A rotary 356 (20) (Japanese model turbo, EFI)
Mazda 12A rotary 275 (85) (w/flywheel, t.reactor, no alt.)
Mazda 13A rotary 301 (20) (R130 Lucia - Japan only) (bare)
Mazda 13B race 242 (95) 2-rotor race motor, with accessories
Mazda 13G 3-rotor race 319 (95) 3-rotor race motor, with accessories
Mazda 13J 4-rotor race 396 (95) 4-rotor race motor, with accessories

Mercedes SOHC V8 alum. 452 (2)
Mercedes SOHC V8 iron 540 (2)
Mercedes 5.6L V8 467 (57) 1987
Mercedes OM 615 Diesel 447 (16)
Mercedes M291 flat-12 374 (66) with starter, alt, exh, no clutch
Mercedes 2.8/4.2 V6 331 (127) 1997, SOHC 3V, "shipped for assembly"
Mercedes inline six 441 (127) 1995 and back
Mercedes 500I V8 305 (46) 1994 pushrod Turbo Indy motor (Penske)
Mercedes/Ilmor Indy V8 273 (57, 60) 72 deg V Turbo Indy motor
Mercedes/Ilmor DOHC V8 280 (89) 1995 IC 108 model, no clutch
Mercedes/Ilmor IC108C 280 (130) 1996 DOHC V8
Mercedes 3.2L V6 330 (141) 1997 SOHC, 90 deg, 3 valve
Mercedes 5.8L V12 490 (143) 1997, 3 valve

Mercury Marine 2000 331 (14) 200hp, 2 stroke, 142 CID, w/foot
Mercury Marine 1750 350 (14) 275hp, 2 stroke, 122 CID, w/foot

Miller 91 (1926) 330 (44) predecessor to Offy four

Mopar Slant Six 475
Mopar 273-340 "A" V8 525
Mopar 360 "A" 550
Mopar 361-383-400 V8 620 (5)
Mopar 413-426W-440 V8 670 (5) (10)
Mopar Street Hemi 765 (690 bare)

Mugen V10 330 (23) 72 degree bank angle, F1
Mugen V10 341 (70) 72 degree bank angle, F1, 1991-1993
Mugen V8 255 (64) 90 deg F3000 (late motor)

Mundy Trident W-12 325 (85) proposed 1965 F1, not built

Napier Nomad flat-12 3580 (87) aircraft, turbo-compound
Napier Lion W-12 930 (87) aircraft, 1918, water cooled
Napier Deltic, 1950 11000 (87) general use, 18 cyl
Napier Deltic, 1966 15000 (87) intercooled, turbo version

Nissan CA20 FWD 269 (4) belt cam
Nissan Z20 NAPS-Z 2.0 346 (4) RWD chain cam
Nissan VRT35 GTP V12 341 (66) 70 deg prototype 660L x 577W x 533H
Nissan Maxim V6 3.0 264 (145) 60 deg, racing SR2

Offenhauser 252 355 (142) early '60s, aluminum/magnesium

Olds 215 V8 318 (same as Buick/Rover)
Olds 215 V8 345 (170) 1962, 2bbl, dry weight
Olds 304 "Rocket" V8 671 (2) first Olds V8, 1949

Olds 304 Rocket V8 680 all accessories, no flywheel
Olds straight-8 614 (2) '40s motor
Olds 330 J2 700 (first generation V8)
Olds 330-400 560 (5) low deck, w/accessories, no flywheel
Olds 394 725 (1) ('59)
Olds 371, 394 760 (5)
Olds 400-455 620 (5) high deck w/accessories, no flywheel
Olds 455 605 (10)
Olds 262 V6 Diesel 590 (4) (from GM SAE paper)
Olds DOHC 4.0 V8 463 (80)(dressed) Olds variant of Cad Northstar

Opel 2.8-3.0 CIH L6 395 (2)
Opel MAXX 973cc 3cyl 182 (132) also used by Vauxhall

Orbital 2.0 L6 220 (82) "dressed" 2 stroke, all aluminum

Otto "Atmospheric" 2600 (56) 1hp, 15 feet tall, model of 1867

Peugeot 204 Diesel 272 (11) SOHC, 45hp
Peugeot Douvrin 2.0 4 263 (2)
Peugeot 104 1400 260 (2) includes transaxle
Peugeot Indenor XD-90 415 (16) Diesel, aluminum head and sump

Pierce-Arrow V-12 1,130 (2) (1932)

Pininfarina 181 (61) Ethos show car, Orbital 3 cyl

Plymouth 361 640 (1) ('59)

Polimotor DOHC 2.0 L4 150 (53) mostly plastic, development motor
Polimotor L4 179 (106) inc. starter, no clutch or flywheel)
Pontiac L4 350 Iron Duke, Tech IV
Pontiac Tempest slant 4 470
Pontiac SOHC 6 450
Pontiac SOHC 6 550 (100)
Pontiac 389 V8 650
Pontiac 389 V8 590 (1) ('59)
Pontiac 301 V8 452
Pontiac 301 V8 451 complete with air cleaner and starter

Porsche 914/4 265 (109)
Porsche 911/6 280 (109)
Porsche 4.7 SOHC V8 574
Porsche 4.7 SOHC V8 582 (57)
Porsche 901 6 401 (2) (1963)

Pratt & Whitney ST6B-62 260 (135) 550hp, '67 STP Turbine Car

Rambler 327 V8 600
Rambler 327 V8 670 (1) ('59)

Rover 3500 V8 318 (same as Buick)
Rover 3.0 SOHC L6 432 (2)
Rover 2000 four 312 (36) 1960s engine

Renault 2.0 4 Douvrin 263 (2)
Renault 2.8 V6 375 (2) (also DeLorean, Peugeot, Volvo)
Renault EF-1 395 (2) (racing version of P-R-V V6)
Renault V10 308 (23) 67 degree bank angle, F1
Renault V10 331 (52) 67 deg
Renault RS3B V10 301 (70) 67 deg
Renault D7F 1.1L 180 (123)
Renault E-series 1.2L 238 (123)

Rolls-Royce 6.5 Wankel 930 (51) tank engine

Rover KV-6 2.5L 335 (117, 123) "fully equipped"

SAAB V4-60 206 (2) (also Taunus, Ford)
SAAB slant-4 290 (2) (also Triumph TR-7)

Studebaker 289 650

Subaru 2.2L 269 (139) aero conversion
Subaru flat-12 F1 331 (52) Formula 1, Moteri Moderni

SuperLight 180 SL 210 (114) Mazda 13B-based, aircraft, alloy housings

Suzuki Cultus 3 cyl 139 (7,38) (Geo Metro, Chevy Sprint)

Toyota 1G-EU 2.6 L6 340 (27) with oil and coolant (SOHC)
Toyota 1G-GEU 2.0 L6 355 (140) with oil and coolant (DOHC)
Toyota 4M Hemi L6 400 (27)
Toyota V6 469 (81) '92 Camry iron V6
Toyota V6 3.0L 401 (81) '94 Camry aluminum V6 1MZ-FE
Toyota RV8A Indy V8 225 (116) '96,as used in Gurney Eagle
Toyota R32V GT1 V8 352 (144) twin turbo DOHC race engine, 1988

Triumph slant-4 290 (2) (also SAAB 99)
Triumph 2000 L6 403 (2) (Spitfire, 2.5 TRs)
Triumph Stag V8 446

VW flat-4 air cooled 200
VW flat-4 air cooled 215 (109)
VW flat-4 Type IV 311 (109)
VW flat 4 Type 1 250 (163) 1600cc dual port, stock flywheel,
clutch, doghouse oilcooler, Monza
muffler, Bosch alternator, twin
Solex/Kadron carbs with manifolds and
linkage, heater boxes, all sheet metal,
without oil

Vauxhall Calibra 245 (75) 24v, 2.5L V6
Vauxhall Swindon 230 (106) race motor, 2.0L

Vertemati 62 (169) SOHC 4 stroke single, 503cc, 56HP

Volvo B20E 340 (104)
Volvo B21F&B23F 365 (104)
Volvo 3.0 L6 DOHC 401 (56) all aluminum

Wright Flyer flat-4 170 (126) original 1903 Kitty Hawk engine 14hp
Wright R3350 Cyclone 3029 (87) aircraft radial

Yamaha OX66 75 deg V6 230 (44) 16.5" long, 21.5" wide
Yamaha OX88 75 deg V8 320 (40,52) Formula 1, 3.5L, 22.0L x 22.4W
Yamaha OX99 70 deg V12 308 (70) F1
Yamaha FJ600 135 (101) MC, without intake or exhaust
Yamaha YZ400F 59 (169) DOHC 4 stk. single, 5 valve, 426cc, 57HP
Yamaha XS650 twin 170 (172) 1981 model, with oil

=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=

Sizes: These figures can be *very* misleading! Shape is usually more
important than maximum dimensions.

ref Length Width Height
Alfa 155 V6 TI (75) 500mm

Allison V12 (160) 44* 30 36 *62 w/acc drives

BRM "290" V12 (74) 650mm
BRM V12 1965? F1 (87) 29

Buick 3.8 V6 (60) 22.0 24.0 24.2

Chevy LT1 (1994) V8 (60) 27.2 24.8 23.0
Chevy Sprint 993cc L4 (55) 24 20 25
Cosworth V8, 1965? (87) 21.5
Cosworth 75 deg V8 (52) 23.4 23.3 20.5
Cosworth HB 75 deg V8 (52,63) 23.4 23.3 20.5
Cosworth HB Series 6 (70) 595mm
Cosworth MBA V6 (67) 26.25 20.5 27.75
Cosworth XB V8 (89) 22.2 21.7 21.9
Cosworth ED 75 deg V8 (103) 23.4 21.3(*) (*) inc Air filter
Cosworth V8, 1967 (136) 21.4 27.0
Cosworth CR-1 V10 (144) 569mm 509mm 375mm

Drake Indy V8 (1978) (138) 25 25 22

ref Length Width Height
Ford-Cosworth DOHC V8 (60) 22.2 21.7 21.9
Ford Mod V6 2.5L 60deg (81) 22 24 24
Ford CDW27 460mm

HS Performance 2.0 V8 (63) 488mm 552mm 478mm
Hart V10 F1, 72 deg V (63) 622mm 560mm 535mm

Honda 3.5L 72 deg V10 (40,52) 24.4 21.7 21.3
Honda 3.0 VTEC V6 (129) 486mm 627mm 647mm "fully dressed"

Honda Civic 1200, 1974 (151) 26.8 18.4 24.6
Honda Civic 1500, 1974 (151) 21.4 20.2 25.5
Honda CVCC 1500, 1974 (151) 21.7 20.4 26.6

Ilmor 2175A 72deg V10 (59) 592.5mm 519mm 555mm
Ilmor DOHC V8/C (60) 22.0 22.0 22.8
Ilmor V-8-C (75) 22.1 22 22.8

Judd GV 72 deg V10 (70) 630mm

Lamborghini F1 80degV12 (70) 719mm
Lycoming 36 cyl radial (87) +10 feet

Mazda 2.5V6 452mm

Mercedes-Ilmor OHV V8 (60) 22.1 20.1 25.7
Mercedes-Ilmor DOHC V8 (89) 22.05 21.85 22.44
Mercedes F0110 75dg V10 (103) 590mm 485mm 472mm
Mercedes IC108C V8 (130) 560mm 550mm 570mm

Mugen V10 72 deg (70) 620mm

Mundy Trident W-12 (85) 20.5

Nissan VRT35 GTP V12 (66) 660mm 577mm 533mm

Renault G-ser. 2.2 12v (107) 515mm 598mm (1996)
Renault V10 (52) 26.3 21.7 17.3
Renault RS3B V10 (70) 620mm

Subaru flat-12 F1 (52) 29.3 28.5 15.7

Suzuki H20A V6 (92) 650mm 620mm 815mm 60deg V6, 2L

Yamaha OX66 75 deg V6 (44) 16.5 21.5
Yamaha OX88 75 deg V8 (40,52) 22.0 22.4
Yamaha OX99 70 deg V12 (70) 725mm


=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=

Transmissions

maker weight gears type source comment

Alfa Romeo 195 manual (166) '76 Alfetta GT transaxle

Borg Warner 101 4 speed manual Ford Super T-10 iron/aluminum
Borg Warner 92 4 speed manual Chevy Super T-10 iron/aluminum
Borg Warner 130 4 speed manual (158) 1927 model T-4, for 1927 Paige 8 (dry)
rated to 175 ft-lb
Borg Warner 78 5 speed manual (85) T-5, Ford pattern

Ford 48 4 speed manual (85) '71 Capri/Pinto 1600 light duty
(iron case, aluminum tailshaft housing)
iron bhsg 23#
Ford C6 ~202 3 speed auto (152) Big block C-6, 165 lbs, Transmission
weight, drained, without torque
converter 37 lb, Torque converter
weight, mostly drained
Ford C6 ~171 3 speed auto (154) no fluid

Ford C4 ~185 3 speed auto (152) Small block C-6, 150 lbs, Transmission
weight, drained, without torque
converter 35 lb, Torque converter
weight, mostly drained
Ford AOD 184 4 speed auto (154) (without fluid)
Ford AOD 195 4 speed auto (159) including torque convertor

Ford FMX ~195 3 speed auto (154) cast iron case
Ford FMX 195 3 speed auto (159) iron case
Ford 228 3 speed auto (154) Ford-O-Matic (pre-FMX), cast iron
case (early '60s)

Jerico 72 4 speed manual (145) mag. case with integral coolant pump
Jerico 68 4 speed manual (145) mag. case w/o integral coolant pump
Jerico 52 2 speed manual (149)

Mitsubishi 110 5 speed manual (146) '91 VR4 transaxle, less transfer

Porsche 89 5 speed manual (147) 901 transaxle
Porsche 109 5 speed manual (147) 915 transaxle

Saginaw 149 4 speed manual (147) Corvair IRS transaxle
Saginaw 82 4 speed manual (85)

VW 71 4 speed manual (147) Beetle IRS transaxle
VW 79 4 speed manual (147) Bus IRS transaxle

ZF 135 5 speed manual (147) Pantera transaxle

=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=

Sources:

unattributed data: from my paper notes of yesteryear
otherwise:

(1) Handbook of Engine Swapping, John Thawley, 1960
(2) Complete Handbook of Automotive Power Trains, Jan Norbye, 1981
(3) Passenger Car Engines, papers, IMechE, 1975
(4) New Light Duty Engines, SAE 510, 1982
(5) Hot Rod Engines, Hot Rod, 1967
(6) Aspects of Internal Combustion Engine Design, SAE 582, 1982
(7) Popular Science, May 1984
(8) Automotive Industries, June 1993
(9) Cycle Magazine, Cook Neilson, "TDC" Feb 1990
(10) Street Rodder, Neal Muyleart, "Aluminum Manifold", Aug 1993
(11) Popular Science, March 1974
(12) Popular Science, September 1982
(13) Popular Science, May 1972
(14) Popular Science, April 1974
(15) Popular Science, December 1977
(16) Popular Science, November 1973
(17) Automotive Industries, July 1992
(18) Ford SVO V-6 Racing Engine Builder's Guide, 1992
(19) "Streamlining and Car Aerodynamics", Norbye, 1977
(20) "The New Mazda RX7 and Mazda Rotary Engine Sports Cars",
Jack Yamaguchi, 1985
(21) Popular Science, April 1979
(22) Autotech, April 1988
(23) Racecar Engineering, V2 N6 1993
(24) Sports Car International, October 1992
(25) Road & Track, February 1994
(26) Collectible Automobile, January 1986
(27) Road & Track, December 1970
(28) Road & Track, August 1980
(29) Road & Track, February 1992
(30) Car and Driver, March 1992
(31) Superauto Illustrated, October 1986
(32) Sports Car International, January 1993
(33) Sports Car International, June 1992
(34) Automobile, November 1991
(35) Motor Trend, September 1993
(36) Road & Track, April 1980
(37) Road & Track, August 1993
(38) Car and Driver, January 1984
(39) Popular Mechanics, June 1981
(40) Road & Track, January 1989
(41) Road & Track, December 1993
(42) Motor Trend, August 1990
(43) Sports Car International, July 1990
(44) Road & Track, May 1985
(45) Automotive Industries, May 1994
(46) Machine Design, May 23 1994
(47) Automotive Industries, April 1994
(48) Hot Rod Ford High Performance 1985
(49) Road & Track, May 1989
(50) Road & Track October 1979
(51) Motor Trend, September 1972
(52) Road & Track, June 1989
(53) Road & Track, September 1984
(54) Motor Trend, June 1985
(55) Motor Trend, August 1984
(56) Motor Trend, August 1987
(57) Road & Track, July 1987
(58) Car Craft, July 1994
(59) Racecar Engineering, Summer 1991
(60) Circle Track, August 1994
(61) Car Design & Technology, July 1992
(62) The World's Fastest Cars, Publications International Ltd 1989
(63) Racecar Engineering, Vol 2 Number 5
(64) Racecar Engineering, Vol 3 Number 1
(65) Car Design & Technology, November 1992
(66) Racecar Engineering Vol 2 Number 2
(67) Car Design & Technology, March 1992
(68) Car Design & Technology, June/July 1991
(69) Car Design & Technology, September 1992
(70) Car Design & Technology, June 1992
(71) Car Design & Technology, May 1992
(72) Motor Trend, September 1993
(73) Car Design & Technology, October 1992
(74) Racecar Engineering, Vol 2 Number 3
(75) Racecar Engineering, Vol 3 Number 3
(76) Racecar Engineering, Vol 2 Number 4
(77) Automotive Industries, November 1992
(78) Sports Car, March 1994
(79) Automotive Industries, July 1992
(80) Automotive Industries, December 1992
(81) Automotive Industries, October 1993
(82) Automotive Industries, February 1994
(83) Super Cars, December 1978
(84) Racer, September 1994
(85) dave.williams@chaos.lrk.ar.us, on scales
(86) Automobile Design: Great Designers and Their Work (1970)
(87) Some Unusual Engines, LJK Setright, 1975
(88) Corvette Quarterly, Spring 1995
(89) Machine Design, May 11 1995
(90) Automotive Engineering, July 1995
(91) Machine Design, June 15, 1995
(92) Automotive Engineering, April 1995
(93) Car Craft, October 1990 (via thaxton@kscdm6.cad.ksc.nasa.gov)
(94) Design News, October 5 1992 (via thaxton@kscdm6.cad.ksc.nasa.gov)
(95) Haynes International Race Engine directory, via: Eric Verschuur

(96) The Wankel Engine by Jan P. Norbye (Chilton, '73, ISBN 0-8019-5591-2)
via: Eric Verschuur
(97) Automotive Quarterly, vol 22, no 1 via: Jim Davies
(98) Jim Davies
(99) 1955 Chrysler Service Manual - Imperial, Windsor, New Yorker, 300
(100) dale@wyvern.wyvern.com (Dale Maurice)
(101) David Alan Clemens
(102) LLOYD ROBERT C
(103) Dan Jones
(104) Haynes manuals, via: jcatford@rsvs.ulaval.ca (Jean-Guy Catford)
(105) jcatford@rsvs.ulaval.ca (Jean-Guy Catford)
(106) Cars & Car Conversions, February '95, via: amm@tremas.dct.ac.uk
(Angus Marshall)
(107) Automotive Engineering, November 1995
(108) Automotive Industries, January 1995
(109) Kit Car, March 1995
(110) Automotive Industries, February 1995
(111) Exotic Cars Quarterly, Summer 1991
(112) Hot Rod Engines 1992
(113) Kitplanes, April 1994
(114) Kitplanes, September 1995
(115) Hot Rod, April 1996
(116) Machine Design, May 9, 1996
(117) Automotive Industries, March 1996
(118) Automotive Industries, June 1996
(119) SAE 890877, "Honda Formula One Turbo-Charged V6 1.5L Engine"
(120) SAE 640252, "The Ford D.O.H.C. Competition Engine"
(121) SAE 660742, "The Coventry Climax Racing Engine 1960-1965"
(122) Popular Hot Rodding, October 1988
(123) Automotive Engineering, May 1996
(124) Peterson's Complete Book of Ford, 3rd Edition, 1973
(125) Surplus Center, 1997 catalog
(126) Kent's Mechanical Engineer's Handbook, 12th Ed. 1950
note: many utility Diesel and aircraft engines listed in this book
(127) Automotive Industries, March 1997
(128) Automotive Industries, October 1996
(129) Automotive Industries, September 1996
(130) Automotive Engineering, December 1996
(131) Automotive Engineering, January 1996
(132) Automotive Engineering, June 1997
(133) Automotive Industries, October 1996
(134) Fast Car, August 1996
(135) Motor Trend, August 1967
(136) Road & Track, July 1967
(137) Road & Track, August 1967
(138) Hot Rod, May 1978
(139) Vari-Prop ad, Sport Aviation February 1995
(140) Automotive Engineering, December 1982
(141) Machine Design, April 3 1997
(142) Design And Development Of The Indy Car, Roger Huntingdon
(143) Ward's Auto Reports Online September 1999
(144) RaceTech Magazine web site January 2000
(145) Jerico 1994 catalog
(146) Jay Klahr, February 1997
(147) Kit Car March 1995
(148) "Jaguar: Performance and Pride" by Pete Lyons and the Auto Editors of
Consumer Guide, published 1991, via "VanOeveren, Ron"
March 1996
(149) Jerico ad, Circle Track August 1996
(150) Jack Chesley 14 March 1996
(151) Road & Track April 1974 via Craig Blome
September 1996
(152) "S. Grossen" January 1997
(153) "Sparkman, Jeffrey" 13 February 1997
(154) "Dan. Jones" January 1997
(155) Machine Design, June 11 1992
(156) The Complete Official 948cc and 1098cc Sprite/Midget: 1961-1966
Robert Bentley ISBN 0-8376-0023-5 via Craig Blome
October 1999
(157) Frederic Breitwieser 24 September 1999
(158) Automotive Industries July 1996
(159) Popular Science, August 1979
(160) jfross@ix.netcom.com (John Ross), rec.crafts.metalworking,
17 November 1996
(161) Ed Raden June 1997
(162) Brian Knowles 29 August 1997 (his scale)
(163) "Leavitt, David R" September 1999
(his scale)
(164) Stephen Wilson 22 September 1997 (his scale)
(165) Joel Koenigs 23 May 1997
(166) Brian Knowles November 1997
(167) Will Klopfenstein May 1997
(168) Car Craft March 1998
(169) Hugo van Waaijen 11 Aug 1999
(170) Brian Knowles 25 Jun 1997 (his scales)
(171) Dvbai@aol.com 21 Aug 1997 (his scale)
(172) RWa11@aol.com 30 Jun 1998 (his scale)
(173) Hopkinsmik@aol.com 01 Oct 1998




I don't know Mr. Williams. But we should all (especially the fabricators/swappers) be most grateful to him for compiling this handy list. Perhaps it should be made into a wiki?
 
Wednesday, May 10, 2006
 
Creative Way To Fill A Need

While, over at the Volokh Conspiracy, Orin Kerr is concerned about well-heeled college applicants gaining an "unfair" advantage by hiring admissions consultants, this self-described "cute college grad" feels her chances for success in her journalism career would be better if she had bigger breasts. So she is advertising for the $3000 for augmentation surgery. Think she'll get it?



Update: I see Craigslist has removed the ad. Well, tough luck, chickie. :)
 
Monday, May 08, 2006
 
This is the second installment of what I intend to be a series of posts on alternative vehicle fuels if you are new, check here for inst. #1.

Biofuels: Ethanol
The great promise - the big lie


I had initially intended to do a single post on liquid biofuels (ignoring, for the moment, such things as biomass methane, which really stinks as a vehicle fuel). The three main contenders here are biodiesel, which is basically deesterified vegetable oil, from various sources, methanol, which, like methane, comes from sundry biomass sources, and ethanol, which, currently, comes from sugars and starches. (Also cellulose, but that's another matter - see below.) But even a brief treatment of all these would become feature article length in a heartbeat. As such, let us just concern ourselves with ethanol, which seems to be the current darling of both the pols and the MSM, for the moment...

Ethanol is created from the fermentation of sugar. That is important to keep in one's mind when contemplating ethanol production. Ethanol doesn't come from corn, at least not directly. First the starch has to be milled from the corn, and then converted to sugar, but let's worry about that later. Avoiding, for the present time, a course in basic organic chemistry, consider this: What we consider basic "table sugar" - disaccharide sucrose - consists of the constituent sugars: glucose and fructose. every molecule of ethanol from fermentation of glucose or fructose (C6H12O6) also yields a molecule of carbon dioxide:

C6H12O6 ====> 2(CH3CH2OH)+ 2(CO2)

This is important to remember, if one is to consider one's total carbon footprint. This came up a decade ago, with the short-lived electric car craze: as the electricity was frequently produced from the burning of fossil fuels, driving an electric car simply changes the point of production. So it is with ethanol, except now, rather than CO (ozone), it's CO2. Whatever, the production of ethanol produces massive amounts of CO2.

But that's sugar. And, here in the United States, with exception of Hawaii, and, to a lesser extent, Florida, we simply don't have the climate to grow sugar cane. Sugar also comes from other plants, most notably beets. And, while I haven't investigated the exact economics of this, I know we used to have a large sugar beet industry here in Orange County. I also know that, where beet sugar cheap to produce here in the US, we wouldn't have all those product labels listing "high fructose corn sweetener."

And don't you think, if we could produce sugar here in the US economically, we'd have been doing it long ago? Any student of the colonial period should know this: We owe our independence largely to the sugar industry in Latin America.

Well, now we are on to one of America's great staple crops: corn. Some have been saying that corn-based ethanol can "save us from foreign oil dependence." Some are even saying we can "replace gasoline with ethanol>"

Well, as for the latter, that is just absurd. Even President Bush has said, "You just got to recognize there are limits to how much corn can be used for ethanol. After all, we got to eat some." The fact is, if we converted our entire national corn production over to ethanol (and all our gasoline vehicles could handle it), we would just replace the gasoline supply. And that says nothing about diesel, home heating oil, etc.

Now, add to this the massive cost of creating sugar from corn. To create that ethanol requires an even greater fossil fuel input than it's worth. Coal producers are salivating at the new ethanol fad. And the enviro-leftists are starting to get this. But still, they don't get it. On the most recent installment of HBO's Real Time: Bill Mahr pronounced that since it costs us "nine times" as much to produce ethanol from corn as it does for Brazil to produce it from sugar cane, the fact that we are not buying ethanol from Brazil on "the corn lobby" (read: ADM).

Well, perhaps that's true. And man, I am no fan of Archer Daniels Midland. But we have to look at all these things in perspective. And that is being lost here. That was evident in tonight's episode of ABC's World News Tonight, where they unquestionably celebrated Brazil's "energy independence".

But wait a minute! Wasn't it just 5-10 years ago that we were deriding Brazil's destruction of the rain forest? And why was the rain forest being chopped down? To grow sugar cane, of course. The same can be said of Costa Rica, and most of the world's other sugar producers. And, of course, the cane fields are not nearly as good a carbon sink as the rain forest they supplanted. This says nothing about lost biodiversity.

So, we can't produce sugar cane economically in the temperate regions, and increasing cane production elsewhere in the world be an ecological catastrophe. And, we would just be switching dependence upon one set of questionable regimes for another. So, we are stuck with corn. But can't we just increase corn production? Well, perhaps. But we also have to consider that agricultural runoff has already turned Iowa's rivers to poison.

Then there's cellulose ethanol - which President *Switchgrass" Bush has brought to the forefront. This has some promise, as it can be made from biomass that is currently being discarded. But it is still an unproven technology. And, if this were the golden ticket that some make it out to be, then the question is begged, why is so much investment being in corn mills?
 
Thursday, May 04, 2006
 
Ducks Skunk Calgary

3-0 This is like duuuuuuuuuuuude, too cool.
 
 
Freedom of the Seas Launched

Royal Caribbean's Freedom of the Seas has just taken to the seas, as the world's largest Passenger Ship, eclipsing the Cunard (Carnival) Queen Mary II.

As I had noted in this TDB post, the Passenger Ship label is important, as FotS cannot be considered an Ocean Liner.

I had trivialized the differences in my earlier post; but they are actually significant. Indeed, the most notable differences are those of speed and endurance. And, should the FotS be confronted with a hurricane, before it could make it safely to port, it would likely endure, with minimal damage, and no hazard to it's passengers or crew. But a true Ocean Liner, like the QM2, is designed to do five days in 40' seas, restock in port, and go back to do the same over again.

As such, a true Ocean Liner must be built a bit heavier than a Cruise Ship. But, more importantly, it must have more of its mass closer to the center (notice how relatively short the superstructure of the QM2 is). This means that, despite the QM2 being slightly longer than the FotS, she displaces a bit less, and carries far fewer passengers.

None the less, two very grand ships.
 
 
DARPA Grand Challenge 3

I would like to go on record here as saying that I would be interested in participating in, or forming, a team to compete in DARPA's "urban" Grand Challenge 3 (2 pages PDF). Instead of a course through the desert, this one is to be run through a mock city. It would seem that I was breed for this: My background as an engineer is in sensor and control systems. And I was brought up a car guy. Combine that with my organizational and sales skills - I think I'm a shoe-in.

Let's make no mistake: I have no intention of undertaking this as a hobby-shop project. Many of the entrants in the previous two Grand Challenges have been almost comically contrived shoestring affairs. I intend to make it my profession for the next eighteen months. This is to be approached as a coordinated, multi-disciplined development effort, with the added problem of fund-raising. Oh, and that $1 millon DARPA is offering is chump change, and likely not worth giving up "partial" rights. Anyone who's been involved in these sort of things knows a mil is a typical sort of budget for a factory to buy a major machine tool, or piece of processing equipment. Which is why we also need an attorney on board.

So much more to think about: my next step will be to review the actual PIP. The 10 mph standard seems like a cake-walk. But 10 mph in LA rush-hour traffic is good time; what are the exact parameters? The urban environment should be much easier than the desert of the past two challenges. But so much of this can be dealt with existing technology - GPS and collision avoidance - a major manufacturer tie-in would be helpful. All things in time.

This is just a feeler for interest. If you think you've got something to offer, please respond in comments or email.
Update: I've read the PIP, and a lot of my trepidations are settled. The requirements don't seem too daunting. Although I do have some questions about negotiating parking lots. More will be learned at the online conference on the 20th.
 
Wednesday, May 03, 2006
 
Entertainment Trivia For 05/03/06

Correlate these two people: Ida Lupino, Otto Preminger. And the answer isn't an actor, director, or other crew member with whom they both have worked (of which there are many).

Hint #1: Opera

Hint #2: Family Guy: Brian Wallows and Peter's Swallows

The Answer! They both directed take-offs on Georges Bizet's opera Carmen. For Preminger, it was the cinema classic Carmen Jones, starring the lovely Dorothy Dandridge. For Lupino, it was the TV classic, Gilligan's Island: The Producer, guest starring Phil Silvers.
 
 
May Day, 2006: Let me just go on record here as noting this as the day the tables tipped against Islamofascism.

How, exactly, I divined this prophecy, will have to wait for another day, as I am about to turn-in. But, mark my words: today is the tipping point.
 
Monday, May 01, 2006
 
Into the Twilight Zone: On tonight's installment of Hardball, Chris Matthews tried to equate today's unrest over immigration to the Iraqi campaign. What's with that?
 
A blog dedicated to the personal musings of Kevin L. Connors - a pragmatic libertarian, engineer, businessman, and journalist.

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