Today's Message Index:
----------------------
1. 05:37 AM - Re: Certified IO-360-A1B6 vs. Experimental XIO-360-A1B6 (N395V)
2. 06:51 AM - Re: Certified IO-360-A1B6 vs. Experimental XIO-360-A1B6 (Rhonda Bewley)
3. 10:14 AM - Re: SLICK MAGS (Paul Rice)
4. 03:26 PM - Re: SLICK MAGS (RV6 Flyer)
5. 06:14 PM - Re: SLICK MAGS (RICHARD MILLER)
6. 07:54 PM - Re: SLICK MAGS (Dale Walter)
7. 08:53 PM - Re: Certified IO-360-A1B6 vs. Experimental XIO-360-A1B6 (William Gill)
8. 10:09 PM - Re: SLICK MAGS (Vanremog@aol.com)
9. 10:16 PM - Re: SLICK MAGS (RICHARD MILLER)
Message 1
| INDEX | Back to Main INDEX |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Certified IO-360-A1B6 vs. Experimental XIO-360-A1B6 |
Lycoming is a big company and certainly has deep enough pockets to get the attention
of trial Lawyers. Certified or not if ever there is an accident the ends
up in court they will be held to the same standard as if it were a certfied engine.
I am relativelypositive the engine is just as good if not better than
certified.
--------
Milt
2003 F1 Rocket
2006 Radial Rocket
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=190854#190854
Message 2
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Certified IO-360-A1B6 vs. Experimental XIO-360-A1B6 |
Responses to this thread have been right on target, the Silverhawk
system is just like the RSA-5. The thing to keep in mind is that if you
get the certified or XIO engine from the factory, that's what you get --
an assembly line engine built at the factory with no options on
accessories (starter, fuel system, or ignition.) None of the extra
touches like balancing, port work, etc. will be done on the engine.
Cylinders will come straight out of the box and put on the engine. The
engine will be run on a test stand for around 30 minutes with no
information delivered to you about how the engine performed during test.
All of our customers get the dynamometer data with the engine, so you
know what the engine was doing during the initial 1.5 hours of test
time.
One of the biggest differences when you go with one of the quality
experimental kit shops is the follow up customer service. If you are at
installation and have a problem, someone who is familiar with your
engine and airframe is available to answer questions or help you trouble
shoot your problem. 10-15 hours in the air and you have questions about
CHT or oil temps, you call and we're there to help. You simply won't
get that personal level of service if you purchase a factory engine,
certified or otherwise.
On a personal note, Matt, if you are considering the -A1B6 for an
airframe, I would really encourage you to look at the -390. Same
footprint as the -A1B6, 10-15 additional hp with stock compression, 9
extra lbs. and about the same cost from us as the XIO-360-A1B6 from the
factory.
Rhonda Barrett-Bewley
Barrett Precision Engines, Inc.
2870-B N. Sheridan Rd.
Tulsa, OK 74115
(918) 835-1089 phone
(918) 835-1754 fax
www.barrettprecisionengines.com
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Kelly McMullen
Sent: Tuesday, July 01, 2008 5:06 PM
Subject: Re: RV-List: Certified IO-360-A1B6 vs. Experimental
XIO-360-A1B6
I'd bet Lycoming is using the Precision "Silver Hawk" fuel injection
unit, which is their experimental version of the tried and true RSA
series of certified injection systems.
Compare Lycoming's price( or Van's price) against what the independent
shops assembling Lycoming kits charge:
Barrett Precision, AeroSport, Mattituck, etc. The latter shops I believe
can offer you choices on fuel and ignition systems that are not
available on the factory engine.
Kelly
Dave Saylor wrote:
>
> Matt,
>
> Precision Airmotive gave a big lecture at the last IA seminar about
the
> difference between the certified injector and the experimental
version:
> the label and the price.
>
> Even if Lyc is using an Airflow injector, which I doubt, I'd save the
money
> in a heartbeat (Airflow makes great systems too).
>
> Dave Saylor
> AirCrafters LLC
> 140 Aviation Way
> Watsonville, CA
> 831-722-9141
> 831-750-0284 CL
> www.AirCraftersLLC.com
>
>
> -----Original Message-----
> From: owner-rv-list-server@matronics.com
> [mailto:owner-rv-list-server@matronics.com] On Behalf Of Matt Dralle
> Sent: Tuesday, July 01, 2008 10:19 AM
> To: rv-list@matronics.com
> Subject: RV-List: Certified IO-360-A1B6 vs. Experimental XIO-360-A1B6
>
>
>
> So Lycoming is now making a non-certified "X" version of the IO-360
and the
> claims are "its exactly the same engine, just without the paperwork
and its
> cheaper". But is this really all true? I read that the X model has a
clone
> injector instead of the Bendix injector as on the cert version. That
seems
> like a pretty big difference. Does it matter? What else about the X
model
> is "almost" the same?
>
> Am I just being too cynical about the X model? Is it just as good an
engine
> as the cert version? Should one just save some money, or is the extra
$6k
> worth it even in an RV application?
>
> Matt
>
>
>
Message 3
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
I have the slick mags on my TMX IO-360 as well as the ECI cylinders and had
the Superior Ryton sump. The ryton sump I can understand being taken off t
he market=2C it was truely experimental=2C but the other parts are 1920's t
echnology and they still can't get it right. I use to always buy American
=2C but purchesedmy first Jap car last year after a bad experience with an
American type. Now all this too. I just doesn't seem to stop. Maybe we h
ave lost all our engineering and manufacturing ability here. Maybe Honda o
r Toyota will start to make an engine for our RV's Paul RiceRV8 85 hours so
far.
Message 4
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
Paul:
We have a problem with our industry in US. Not only did Slick issue two ser
vice bulletins in May=2C they revised one to SB2-08A on July 1. IMHO=2C to
o many US industries are interested in a quick profit and not looking at th
e long term.
DO NOT ARCHIVE
Gary A. Sobek
"My Sanity" RV-6 N157GS O-320 Hartzell=2C
2=2C114 + Flying Hours So. CA=2C USA
From: rice737@msn.com
Subject: RE: RV-List: SLICK MAGS
I have the slick mags on my TMX IO-360 as well as the ECI cylinders and had
the Superior Ryton sump. The ryton sump I can understand being taken off t
he market=2C it was truely experimental=2C but the other parts are 1920's t
echnology and they still can't get it right. I use to always buy American
=2C but purchesedmy first Jap car last year after a bad experience with an
American type. Now all this too. I just doesn't seem to stop. Maybe we h
ave lost all our engineering and manufacturing ability here. Maybe Honda o
r Toyota will start to make an engine for our RV's Paul RiceRV8 85 hours so
far.
_________________________________________________________________
Do more with your photos with Windows Live Photo Gallery.
http://www.windowslive.com/share.html?ocid=TXT_TAGLM_Wave2_photos_022008
Message 5
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
i have spent three days doing inspections and talking to others that have d
one it. so far after speaking with twenty shops i have a confirmation of th
irty mags failing, the problem with slicks is if they fail you pull them an
d send them in for exchange, nobody takes them apart.-unison is not repor
ting these as failures. and most of the shops are not either. myself includ
ed. the chicago aco claims that there are only 29 incidents of these mags f
ailing this way. i would like to know how many of those are slick taking ap
art their returned mags. i would bet zero .the aco engineer that is reponsi
ble for slick told me " but you have two mags so what is the problem" the p
roblem is that if both mags are high time you replace both of them. and mos
t of us fly low for the hundred dollar burger. but when we want to go some
where like oskosh we have to fly over mountains. and then the carbon proble
m will take out both mags at the same time. the next shall i say
"bitch", is that the have refused to recall any of the mags out there even
though they have a fix inplace for sb2-08 cam problem. this includes distr
ibutor stock. so you have to check any new mag to check if sb2-08 applies.
is slick paying any money for these inspections/repairs, no! unison stand u
p and admit that you have a problem. faa issue an ad for the inspection. ad
should not mean another death but i will guarenty, we will have a death fr
om this durring the oskosh season just due to the altitudes involved. by th
e way the engineer that is responsible for this product is not a pilot, i w
onder what would happen if he actually flew with the product i question. or
if his family flew.
-
rick
r@hotmail.com> wrote:
From: RV6 Flyer <rv6_flyer@hotmail.com>
Subject: RE: RV-List: SLICK MAGS
#yiv1750764704 .hmmessage P
{
margin:0px;padding:0px;}
#yiv1750764704 {
FONT-SIZE:10pt;FONT-FAMILY:Tahoma;}
Paul:
We have a problem with our industry in US. Not only did Slick issue two ser
vice bulletins in May, they revised one to SB2-08A on July 1.- IMHO, too
many US industries are interested in a quick profit and not looking at the
long term.
DO NOT ARCHIVE
Gary A. Sobek
"My Sanity" RV-6 N157GS O-320 Hartzell,
2,114 + Flying Hours So. CA, USA
From: rice737@msn.com
Subject: RE: RV-List: SLICK MAGS
#yiv1750764704 .ExternalClass .EC_hmmessage P
{padding:0px;}
#yiv1750764704 .ExternalClass body.EC_hmmessage
{font-size:10pt;font-family:Tahoma;}
I have the slick mags on my TMX IO-360 as well as the ECI cylinders and had
the Superior Ryton sump. The ryton sump I can understand being taken off t
he market, it was truely experimental, but the other parts are 1920's techn
ology and they still can't get it right. I use to always buy American, but
purchesedmy first Jap car last year after a bad experience with an America
n type. Now all this too. I just doesn't seem to stop. Maybe we have los
t all our engineering and manufacturing ability here. Maybe Honda or Toyot
a will start to make an engine for our RV's-Paul RiceRV8 85 hours so far.
http://www.matronics.com/Namatronics.com/contribution" target="_blank">h
ttp://www.matronics.com/cont===============
Do more with your photos with Windows Live Photo Gallery. Get Windows Live-
Free
=0A=0A=0A
Message 6
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
Good points. I suggest before anyone takes a trip with possible altitudes
above their normal. Do a test flight before hand, at or above the trip
altitude. Or be extra ready in case of double failure. I have one slick and
one electronic. One of my (not so) slick's from year 2000 died at 500 hrs.
The other is still fine at 1060 hrs. I had a 1974 slick with 2500 hrs as of
1992 (times change).
Good luck to all and be careful,
Dale
RV6a
_____
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of RICHARD MILLER
Sent: Wednesday, July 02, 2008 9:12 PM
Subject: RE: RV-List: SLICK MAGS
i have spent three days doing inspections and talking to others that have
done it. so far after speaking with twenty shops i have a confirmation of
thirty mags failing, the problem with slicks is if they fail you pull them
and send them in for exchange, nobody takes them apart. unison is not
reporting these as failures. and most of the shops are not either. myself
included. the chicago aco claims that there are only 29 incidents of these
mags failing this way. i would like to know how many of those are slick
taking apart their returned mags. i would bet zero .the aco engineer that is
reponsible for slick told me " but you have two mags so what is the problem"
the problem is that if both mags are high time you replace both of them. and
most of us fly low for the hundred dollar burger. but when we want to go
some where like oskosh we have to fly over mountains. and then the carbon
problem will take out both mags at the same time. the next shall i say
"bitch", is that the have refused to recall any of the mags out there even
though they have a fix inplace for sb2-08 cam problem. this includes
distributor stock. so you have to check any new mag to check if sb2-08
applies. is slick paying any money for these inspections/repairs, no! unison
stand up and admit that you have a problem. faa issue an ad for the
inspection. ad should not mean another death but i will guarenty, we will
have a death from this durring the oskosh season just due to the altitudes
involved. by the way the engineer that is responsible for this product is
not a pilot, i wonder what would happen if he actually flew with the product
i question. or if his family flew.
rick
r@hotmail.com> wrote:
From: RV6 Flyer <rv6_flyer@hotmail.com>
Subject: RE: RV-List: SLICK MAGS
Paul:
We have a problem with our industry in US. Not only did Slick issue two
service bulletins in May, they revised one to SB2-08A on July 1. IMHO, too
many US industries are interested in a quick profit and not looking at the
long term.
DO NOT ARCHIVE
Gary A. Sobek
"My Sanity" RV-6 N157GS O-320 Hartzell,
2,114 + Flying Hours So. CA, USA
_____
From: rice737@msn.com
Subject: RE: RV-List: SLICK MAGS
I have the slick mags on my TMX IO-360 as well as the ECI cylinders and had
the Superior Ryton sump.
The ryton sump I can understand being taken off the market, it was truely
experimental, but the other
parts are 1920's technology and they still can't get it right. I use to
always buy American, but purchesed
my first Jap car last year after a bad experience with an American type.
Now all this too. I just doesn't
seem to stop. Maybe we have lost all our engineering and manufacturing
ability here. Maybe Honda or Toyota
will start to make an engine for our RV's
Paul Rice
RV8
85 hours so far.
http://www.matronics.com/Namatronics.com/contribution"
target="_blank">http://www.matronics.com/cont===============
_____
Do more with your photos with Windows Live Photo Gallery. Get Windows
Live-Free
<http://www.windowslive.com/share.html?ocid=TXT_TAGLM_Wave2_photos_022008>
Message 7
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Certified IO-360-A1B6 vs. Experimental XIO-360-A1B6 |
Perfect response Rhonda!
I called BPA many times during the FWF process and flight testing and
spoke with Allen Barrett to get my questions answered. BPA even shipped
miscellaneous parts at premium shipping to supply needed
material/hardware. I can't say enough...they do what they say and they
are there for the customer...period! The 390 is a beast when it comes to
speed & power, yet extremely smooth. No regrets here and already
thinking about the next project and a BPA engine...HRII maybe.
Bill Gill
RV-7 N151WP IO-390
Lee's Summit, MO
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Rhonda Bewley
Sent: Wednesday, July 02, 2008 8:51 AM
Subject: RE: RV-List: Certified IO-360-A1B6 vs. Experimental
XIO-360-A1B6
Responses to this thread have been right on target, the Silverhawk
system is just like the RSA-5. The thing to keep in mind is that if you
get the certified or XIO engine from the factory, that's what you get --
an assembly line engine built at the factory with no options on
accessories (starter, fuel system, or ignition.) None of the extra
touches like balancing, port work, etc. will be done on the engine.
Cylinders will come straight out of the box and put on the engine. The
engine will be run on a test stand for around 30 minutes with no
information delivered to you about how the engine performed during test.
All of our customers get the dynamometer data with the engine, so you
know what the engine was doing during the initial 1.5 hours of test
time.
One of the biggest differences when you go with one of the quality
experimental kit shops is the follow up customer service. If you are at
installation and have a problem, someone who is familiar with your
engine and airframe is available to answer questions or help you trouble
shoot your problem. 10-15 hours in the air and you have questions about
CHT or oil temps, you call and we're there to help. You simply won't
get that personal level of service if you purchase a factory engine,
certified or otherwise.
On a personal note, Matt, if you are considering the -A1B6 for an
airframe, I would really encourage you to look at the -390. Same
footprint as the -A1B6, 10-15 additional hp with stock compression, 9
extra lbs. and about the same cost from us as the XIO-360-A1B6 from the
factory.
Rhonda Barrett-Bewley
Barrett Precision Engines, Inc.
2870-B N. Sheridan Rd.
Tulsa, OK 74115
(918) 835-1089 phone
(918) 835-1754 fax
www.barrettprecisionengines.com
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Kelly McMullen
Sent: Tuesday, July 01, 2008 5:06 PM
Subject: Re: RV-List: Certified IO-360-A1B6 vs. Experimental
XIO-360-A1B6
I'd bet Lycoming is using the Precision "Silver Hawk" fuel injection
unit, which is their experimental version of the tried and true RSA
series of certified injection systems.
Compare Lycoming's price( or Van's price) against what the independent
shops assembling Lycoming kits charge:
Barrett Precision, AeroSport, Mattituck, etc. The latter shops I believe
can offer you choices on fuel and ignition systems that are not
available on the factory engine.
Kelly
Dave Saylor wrote:
>
> Matt,
>
> Precision Airmotive gave a big lecture at the last IA seminar about
the
> difference between the certified injector and the experimental
version:
> the label and the price.
>
> Even if Lyc is using an Airflow injector, which I doubt, I'd save the
money
> in a heartbeat (Airflow makes great systems too).
>
> Dave Saylor
> AirCrafters LLC
> 140 Aviation Way
> Watsonville, CA
> 831-722-9141
> 831-750-0284 CL
> www.AirCraftersLLC.com
>
>
> -----Original Message-----
> From: owner-rv-list-server@matronics.com
> [mailto:owner-rv-list-server@matronics.com] On Behalf Of Matt Dralle
> Sent: Tuesday, July 01, 2008 10:19 AM
> To: rv-list@matronics.com
> Subject: RV-List: Certified IO-360-A1B6 vs. Experimental XIO-360-A1B6
>
>
>
> So Lycoming is now making a non-certified "X" version of the IO-360
and the
> claims are "its exactly the same engine, just without the paperwork
and its
> cheaper". But is this really all true? I read that the X model has a
clone
> injector instead of the Bendix injector as on the cert version. That
seems
> like a pretty big difference. Does it matter? What else about the X
model
> is "almost" the same?
>
> Am I just being too cynical about the X model? Is it just as good an
engine
> as the cert version? Should one just save some money, or is the extra
$6k
> worth it even in an RV application?
>
> Matt
>
>
>
Message 8
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
In a message dated 7/2/2008 10:16:28 A.M. Pacific Daylight Time,
rice737@msn.com writes:
I use to always buy American, but purchased
my first Japanese car last year after a bad experience with an American type.
Now all this too. I just doesn't
seem to stop. Maybe we have lost all our engineering and manufacturing
ability here.
We're surely graduating more business types than engineers these days due to
the wage gap. Engineering used to be a valued profession and American
Industry WAS the best in the world. Nowadays, not so much.
Mech Engr now looking forward to retirement,
N1GV (RV-6A, Flying 897hrs, O-360-A1A, C/S, Silicon Valley)
**************Gas prices getting you down? Search AOL Autos for
fuel-efficient used cars. (http://autos.aol.com/used?ncid=aolaut00050000000007)
Message 9
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
mags will fail at altitude due to the lower pressure around the distributor
block. that is why high flying pistons have pressurized mags from the turb
os. the lower density of the air allows for a more ready ionization and the
refore allowing for a carbon track jump. we have a problem with high perfor
mance singles that-normally fly at ten or better that are not boosted. th
e mags will arc. and any lower performance aircraft that has to climb the h
ills will have the same problem. massive electro's are a contributing facto
r. to fly high pressurize the mag, next fine wire, the slick problem will b
ecome a serious problem when we have 2000 aircraft trying to cross the hill
s. mags that won't cross fire when they are at 4000 feet for the hundred do
llar hamburger, will cross fire at 10,000, when you are trying to get acros
s the hills to go to Oshkosh, with no place to land. i have spent about six
ty hours so far with this problem, if you are going over the hills
you need to do the inspection. without tear down you have no idea what the
condition is, failures have been documented from five hours to 450 hrs. i
count any failure after 500 hrs as owner stupidity. a slick should be pulle
d at five hundred hours period.-look at the may faa maintenance report i
think #358 for a twin mag failure at 450 hrs on cirrus. if that does not te
ll you we have a problem then i don't know what will.
rick
--- On Wed, 7/2/08, Dale Walter <dale1rv6@comcast.net> wrote:
From: Dale Walter <dale1rv6@comcast.net>
Subject: RE: RV-List: SLICK MAGS
Good points. I suggest before anyone takes a trip with possible altitudes a
bove their normal. Do a test flight before hand, at or above the trip altit
ude. Or be extra ready in case of double failure. I have one slick and one
electronic. One of my (not so) slick=A2s from year 2000 died at 500 hrs. Th
e other is still fine at 1060 hrs. I had a 1974 slick with 2500 hrs as of 1
992 (times change).
Good luck to all and be careful,
Dale
RV6a
-
From: owner-rv-list-server@matronics.com [mailto:owner-rv-list-server@matro
nics.com] On Behalf Of RICHARD MILLER
Sent: Wednesday, July 02, 2008 9:12 PM
Subject: RE: RV-List: SLICK MAGS
-
i have spent three days doing inspections and talking to others that have d
one it. so far after speaking with twenty shops i have a confirmation of th
irty mags failing, the problem with slicks is if they fail you pull them an
d send them in for exchange, nobody takes them apart.-unison is not repor
ting these as failures. and most of the shops are not either. myself includ
ed. the chicago aco claims that there are only 29 incidents of these mags f
ailing this way. i would like to know how many of those are slick taking ap
art their returned mags. i would bet zero .the aco engineer that is reponsi
ble for slick told me " but you have two mags so what is the problem" the p
roblem is that if both mags are high time you replace both of them. and mos
t of us fly low for the hundred dollar burger. but when we want to go some
where like oskosh we have to fly over mountains. and then the carbon proble
m will take out both mags at the same time. the next shall i say
"bitch", is that the have refused to recall any of the mags out there even
though they have a fix inplace for sb2-08 cam problem. this includes distr
ibutor stock. so you have to check any new mag to check if sb2-08 applies.
is slick paying any money for these inspections/repairs, no! unison stand u
p and admit that you have a problem. faa issue an ad for the inspection. ad
should not mean another death but i will guarenty, we will have a death fr
om this durring the oskosh season just due to the altitudes involved. by th
e way the engineer that is responsible for this product is not a pilot, i w
onder what would happen if he actually flew with the product i question. or
if his family flew.
-
rick
r@hotmail.com> wrote:
From: RV6 Flyer <rv6_flyer@hotmail.com>
Subject: RE: RV-List: SLICK MAGS
Paul:
We have a problem with our industry in US. Not only did Slick issue two ser
vice bulletins in May, they revised one to SB2-08A on July 1.- IMHO, too
many US industries are interested in a quick profit and not looking at the
long term.
DO NOT ARCHIVE
Gary A. Sobek
"My Sanity" RV-6 N157GS O-320 Hartzell,
2,114 + Flying Hours So. CA, USA
From: rice737@msn.com
Subject: RE: RV-List: SLICK MAGS
as well as the ECI cylinders and had the
Superior Ryton sump. The ryton sump I can understand being taken off the m
arket, it was truely experimental, but the other parts are 1920's technolog
y and they still can't get it right.- I use to always buy American, but p
urchesedmy first Jap car last year after a bad experience with an American
type.- Now all this too.- I just doesn't seem to stop.- Maybe we have
lost all our engineering and manufacturing ability here.- Maybe Honda or
Toyota will start to make an engine for our RV's-Paul RiceRV8 85 hours s
o far. http://www.matronics.com/Namatronics.com/contribution" target="_bl
ank">http://www.matronics.com/cont=============
==
-
Do more with your photos with Windows Live Photo Gallery. Get Windows Live-
Free - - -
-
=0A=0A=0A
Other Matronics Email List Services
These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.
-- Please support this service by making your Contribution today! --
|