Free Republic

http://www.sonofthesouth.net/texas/texas-republic-gonzales-flag_small.jpg

A road doesn’t have deep pockets. At least here.

Grandstanding politicians are nothing new. Smokers are the minority in America. I’ll use the electric cigs from Europe. Then the politicos can figure out has to raise the tax money they’ve lost. Maybe Rush was right with his “It’s time to tax the users of the government benefits...” Only now it’s banks, GM, Chrysler and AIG.

Dallas, Texas has a lot to offer. Economically and Socially it's diverse, but usually goes conservative in total. Great food, good sports and year-round fun things to do. You fly anywhere else cheap from here for the occassional beach, mountains or family needs.

Whoops! Here is the corrected/missing text.

Most vehicles give satisfactory performance on the recommended octane-rated fuel. But in some cases, using the fuel specified will not guarantee that a vehicle will operate knock-free, even when properly tuned. There can be signifi-cant differences among engines, even of the same make and model, due to normal production variations.

The actual loss of power and damage to an automobile engine, due to knocking, is generally not significant unless the intensity becomes severe. Heavy and prolonged knocking, however, may cause damage to the engine.

Whether or not an engine knocks is dependent upon the octane quality of the fuel and the Octane Number Requirement (ONR) of the engine. The ONR is affected by various engine design factors and in-use conditions. (See Table 1-1) Engines experience increased octane number requirement when the ignition timing is advanced.

The air/fuel ratio also effects ONR with maximum octane requirement occurring at an air/fuel ratio of about 14.7:1. Enriching or enleaning from this ratio generally reduces octane requirement. Combustion temperatures are also a factor with higher combustion temperatures increasing ONR. Therefore, intake manifold heat input, inlet air temperature, and coolant temperature have an indirect affect on octane requirement. Additionally the Exhaust Gas Recirculation (EGR) rate can affect ONR.

Here is the best info I've found...Couldn't help it, I used to be in the oil business...I may get back into it if things continue looking good for the industry. From the Manual: Changes in Gasoline III is the latest in the ongoing series of Changes in Gasoline manuals.

The first manual, entitled Changes in Gasoline & the Automobile Service Technician, was originally published in 1987. Over a four year period it was periodically updated to focus on fuel related areas of greatest interest to automobile service technicians. The first version of the manual achieved a circulation of 345,000 copies. Specifications&Standards In order to understand fuel quality standards and how they affect the automobile, it is important to have a basic understanding of gasoline, how and why quality standards are set, and what significance they have on the driveability, performance and durability of an automobile engine and related systems.

Gasoline is not a single substance. It is a complex mixture of components which vary widely in their physical and chemical properties. There is no such thing as pure gasoline. Gasoline must cover a wide range of operating conditions, such as variations in fuel systems, engine temperatures, fuel pumps and fuel pressure. It must also cover a variety of climates, altitudes, and driving patterns. The properties of gasoline must be balanced to give satisfactory engine performance over an extremely wide range of circumstances. In some respects, the prevailing quality standards represent compromises, so that all the numerous performance requirements may be satisfied.

By properly controlling specifications and properties, it is possible to satisfy the requirements of the hundreds of millions of spark ignition engines in the marketplace with just a few grades of gasoline.

The most commonly used gasoline quality guidelines are established by the American Society for Testing and Materials (ASTM). ASTM specifications are established by consensus based on the broad experience and close cooperation of producers of motor gasoline, manufacturers of automotive equipment, users of both commodities, and other interested parties such as state fuel quality regulators. ASTM Standards are voluntary compliance standards. However, the United States Environmental Protection Agency (EPA) and some states have passed regulations and laws which, in some cases, require gasoline to meet all, or a portion of, the ASTM gasoline guidelines. Currently, ASTM D 4814 is the standard specification for automotive spark ignition engine fuel. There are several test methods encompassed in the D 4814 specification. It should also be noted that in addition to ASTM standards, some petroleum companies and pipeline operators may have specifications which go beyond the ASTM guidelines. For instance, some refiners may specify a higher minimum motor octane or use of a specific deposit control additive. Recently more attention has been focused on the environmental requirements that gasoline must meet. However even with adjustments in composition to comply with environmental standards, gasoline should still meet the performance standards established by ASTM.

This chapter addresses ASTM specifications and other fuel quality parameters and their importance. OctaneQualityandVehicleOctaneRequirement Gasolines are most commonly rated based on their Antiknock Index (AKI), a measure of octane quality. The AKI is a measure of a fuel’s ability to resist engine knock (ping).

The AKI of a motor fuel is the average of the Research Octane Number (RON) and Motor Octane Number (MON) or (R+M)/2. This is also the number displayed on the black and yellow octane decal posted on the gasoline pump. Optimum performance and fuel economy is achieved when the AKI of a fuel is adequate for the engine in which it is combusted. There is no advantage in using gasoline of a higher AKI than the engine requires to operate knock-free. The RON and MON of fuels are measured by recognized laboratory engine test methods. Results of these tests may generally be translated into approximate field performance.

In general, the RON affects low to medium speed knock and engine run-on or dieseling. If the Research Octane Number is too low, the driver could experience low speed knock and engine run-on after the engine is shut off. The MON affects high speed and part-throttle knock. If the Motor Octane Number is too low, the driver could experience engine knock during periods of power acceleration such as passing vehicles or climbing hills.

The antiknock performance of a fuel, in some vehicles, may be best represented by the RON, while in others it may relate best to the MON. Extensive studies indicate that, on balance, gasoline antiknock performance is best related to the average of the Research and Motor Octane Numbers, or (R+M)/2. This formula is continuously reviewed for its accuracy in predicting gasoline performance in new automobiles.

The RON of a fuel is typically 8 to 10 numbers higher than the MON. For instance, an 87 octane gasoline typically has a MON of 82 and a RON of 92. Most vehicles give satisfactory performance on the recommended octane-rated fuel. But in some cases, using the fuel specified will not guarantee that a vehicle will operate knock-free, even when properly tuned. There can be signifibustion temperatures are also a factor with higher combustion temperatures increasing ONR. Therefore, intake manifold heat input, inlet air temperature, and coolant temperature have an indirect affect on octane requirement. Additionally the Exhaust Gas Recirculation (EGR) rate can affect ONR. Combustion chamber design affects octane requirements. However the effect of various designs is difficult to predict. In general, high swirl (high turbulence) combustion chambers reduce ONR, thus permitting the use of higher compression ratios. The compression ratio itself is one of the key determinants of octane requirement. As compression ratio increases, so does the need for greater octane levels (Figure 1-3).

Excessive combustion chamber deposits can increase the octane requirement of an engine due to increased heat retention and increased compression ratio. There are also atmospheric and climatic factors which influence ONR. Increases in barometric pressure or temperature increase octane requirement. Increases in humidity will lower octane requirements. Octane requirements decrease at higher altitudes due to decreases in barometric pressure. Many of the variables related to octane and octane requirement can be totally or partially compensated for by the engine control systems in most late model vehicles. For instance, vehicles equipped with knock sensor devices allow the engine control system to advance or retard the ignition timing in response to engine knock. Other vehicles with electronic engine controls employ the use of a barometric (baro) sensor to compensate spark timing and air/fuel mixture in response to barometric changes. The effect of altitude on octane requirement in these late model vehicles is about onethird that of engines not so equipped.

A number of myths about octane have grown over the years. There is a widespread perception that the greater the octane the better the performance. However, once enough octane is supplied to prevent engine knock, there is little, if any, performance improvement. One exception to this would be in vehicles equipped with knock sensors. In these vehicles, if octane is insufficient, the computer will retard the timing to limit engine knock. If the vehicle is operating in the “knock limiting” mode (retarded timing), using a higher octane fuel will allow timing to be advanced, resulting in some level of performance increase. However, even in these vehicles, tests have shown that there is no perceptible performance improvement from using a fuel of higher octane than that recommended by the vehicle manufacturer.

Another myth is that using a higher octane fuel will result in improved fuel economy (increased miles per gallon). Octane is nothing more than a measure of anti-knock quality. Fuel economy is determined by a number of variables including the energy content of the fuel. Some premium grades of fuel may contain components which increase energy content. In those cases, fuel economy may improve slightly as a result of higher energy content, but not as a result of the higher octane. Two fuels of identical octane could have different energy content due to compositional differences. Consumers need only use a gasoline meeting the vehicle manufacturer’s recommended octane levels. If engine knocking occurs on such fuels and mechanical causes have been eliminated, then the consumer should purchase the next highest octane gasoline (above the manufacturer's recommendation in the owners manual) that will provide knock-free operation.

Also has all you ever wanted know about additives, oxygenates (ethanol, MTBE, etc.)

Full pdf here: http://www.ethanolrfa.org/pdf/Gasoline.pdf

I've driven this highway thousands of times. It does take more concentration than a Sunday drive in the country because it's a major trucking route. The Hit-and-Run aspect is inexcusable.

There is a fire station not more than 2 miles from the scene of the accident. They should have been able to get there is less than 5 minutes. Stopping in the middle of this highway at night is not a good idea. I applaud the heroics of the rescuers. I hope they tried to do it as safely as possible, and Goodrich gets the harshest penalty available.

Rock Chalk Jayhawk!

Let's consider the facts:

The Libs don't get the help of taxpayer funded spindoctors in the White House to write their stories and talking points anymore.

Instead of wishy-washy congress people, who are too PC to stand up for a principle with facts, the networks have been putting more articulate and resolute speakers and columist up who wipe out the liberal spin with reason.

The model for this success was a little watched but loyally followed and long-running/privately underwritten, show called Firing Line on PBS, with the unslayable Conservative William F. Buckley Jr.

The commercial success of this equation is what scares the s--t out of them - If this continues, they are sunk forever.

Excellent advice. Your experience covers the options.

My doctor also recommended swimming in a lap pool. Low stress on muscles, yet targets the right ones...just choose the lane next to edge in case you get a cramp, or use a snorkle & mask.

I herniated the L5 disk in 1984 while waterskiing. Like you I thought I could just go easy on it and it would go away. Most of the advise I've read is very good.

First the regular doc gave me pain pills. Three weeks later not better...Couldn't stand up long enough to get dressed in the morning. Called the doc...Left leg numb...MRI...Herniated disk...not a rupture...The muscles start tensing up from spasms in your lower back...can't move without pain.

Wife drove me to the neurosurgeon the same day...He did an epidural shot (morphine & cortisone, apparrently they give this same shot to women in labor)...gave me knockout pills and told me to stay in bed on my back with a pillow under my knees for three days, then go to Physical Therapy and learn the right stretching exersises and other things.

Two years went by before all the soreness/tenderness went away.

Chiropractors are useful now when I feel a little tight in the lower back. After a while you learn how to relax and/or "pop" your back yourself. Exersise is essential, just walking daily will help (I play golf, but still swing more controlled than before.) If surgery is medically necessary, don't delay.

You are an intruder. the link is to a anti-O'Riely message board

You are right.

The point is to have those who agree with them to pay more, as they demand. NOT everybody else.

It's the American way!

For all I know the spirit of God/Christ is with me everyday.

He is with the plumber who gives the woman in Idaho the price to fix her leak based on the 45 minutes it will actually take him, the bus driver in New Jersey who waits for the rider to cross a busy street, even the lawyer who goes to court truly believing their client is innocent and wants to prove it.

This debate is immaterial to the issue of whether Islam is anti-Christian/Judism.

The fact that this article tries to paint Islam as a Jesus sympathetic relegion is propostoruous.

Jesus didn't suggest that if you were to die in his quest for phophetism you would get 72 virgins or young boys to serve you in Heaven. Nor did he suggest that you should kill "infidels" (non-Jesus believers) "Wherever you find them". Or solicit and condone the killing of non-mohamad believering women and children then say, "two goats won't butt there heads about her," to a self confessed killer.

Like it or not this is a relegious war, based on the beliefs of the FUNDLEMENTALIST, NON-TOLERANT Muslims.THEY HAVE DECLARED WAR ON ALL NON-ISLAMIC PEOPLE ON EARTH.

IMO th Quaran is like the bible in reverse, soulful at the beginning, punitive and regulatory at the end. Martydom and the like is a fantasy reward based on sex, fruit an water. Maybe a 1000 years ago it made sense in the desert community when Mohammed went shopping for support as a prophet.

The extemist view of the Islamic terrist is the same as the Nazi's.

Until the Islamic relegion answers these difficult question regarding their prophets call for killing infidels and innocent people, this will nerver end.

Unlike the Christian relegion, Mohamadism begins and ends with Mohamad. Christ lives in the heart and soul of everone forever, whethter as the Son of God, Messenger, or "Good Man".

Commandos using Bill Murry's tactics in Caddy Shack can handle this situation..."How'bout a couple 100,000 gallons of diesel down there?... Oh you need a match?"

This was great!

I only wish they had told the nutty organist to play "Hail to the Chief" or maybe even the silly "ta daa-da-da- dat-ta-da...Charge!" "Deep in the heart of Texas" is OK but the thrill of millions of Americans about this moment must have been tremendous.

Former Presidents pitchs?

Clinton: Spitball

Bush Sr.:Knuckle ball

Reagan: Fast ball

Carter: Screw ball

Ford: Slider

Nixon: Fork ball

LBJ: Curve ball