Fuel Economy Tune Up

Charlotte Motor Speedway-The Beginning

BW2417 — Thu, 17 May 2012 13:52:22 +0000

CHARLOTTE MOTOR SPEEDWAY

The Beginning-

Roberts' 134.328 Speed May Fall In 600 Trial Runs

Thursday June 16, 1960

•Record & Landmark Sports Editor

The roar of powerful motors and the squeal of tires biting into asphalt on the turns was scheduled to take over today at the Charlotte Motor Speedway as time trials opened for the first World 600 race Sunday. Drivers have been familiarizing themselves with the newest racing oval in the country since last Sunday when Curtis Turner, president of the Charlotte track, turned a 127.962 miles per hour lap before some 8,000 racing fans who witnessed the first official runs over the mile and a half track. Time trials for the starting positions were scheduled to begin at 1 p.m. today and last until 4:30 p.m. A 10-lap Speedway Dash will follow each day's qualifying runs today, Friday and Saturday, with the field limited to the fastest 55 qualifiers.

Who will win the pole position? That's the biggest question right now among stock car racing fans The dopesters figure Glen (Fireball) Roberts, the speedster from Daytona Beach, Fla. and a hard man to beat in the big races, und Jack Smith, the Atlanta, Ga., speed demon, have the inside shots. Both will be pushing 1960 Pontiacs. Turner also figures to be right in the top spot. Lee and Richard Petty, with the younger Petty currently pacing the point race in the NASCAR Grand National division and Bobby Johns, who will drive the third Petty Plymouth in the event, figure high, along with Joe Weatherly, the winner of the recent Rebel 300 race at Darlington. "I'm sure I'll be able to go faster than that, and I know there are a lot of other drivers who can do the same thing." Turner said Sunday after his rapid ride around the oval. Turner hit the nail right on the head.

Roberts turned the course yesterday in a practice run at 13-1.328 miles per hour and Smith was

clocked at 131.707. Turner turned in a 129.807 timing. Both Roberts and Smith piloted 1960 Pontiacs and Turner drove a 1960 Ford. The speculation is that a speed of better than 135 miles per hour

will be needed to win the coveted pole position. The answer should come today when trials for the 600-mile even which carries a record$106,775 purse open up.

First place money will carry over $25,000 for the winner, with another $6,000 in bonus money available from manufacturers. What do the drivers think about the newest addition to stock car racing facilities? I'd hate to predict the speeds, but I do know the competition will be something out of this world. And skill? Well, a fellow without a lot of skill and confidence would do himself and everybody else a big favor by buying a seat in the grandstand" is the way Doug Yales, an 11-year veteran of racing, put it. "There's no question about it. Driving on this speedway will take more skill than Daytona, more skill than any place I can think of," says Glen Wood, who will be in the pits working with Turner's car. "Those turns are gonna make some fellows wish they'd stayed home.

Turner, having helped lay out the track and more familiar with it than the most, is stacking up all the odds ho can in his own favor One of his ace's in the hole is Wood. "Glen, in addition to being a top-notch driver, is a pretty level-headed fellow. I'll be glad to have him around," says Turner Wood, on the other hand, was solid on Turner. "Curtis can take any body's car, on anybody's race track and run it better than the next man." Wood related.

Indianapolis veteran Duane Carick said the track "certainly will have high speeds, but at the same

time there will also be a premium of skill on this track, particularly along the homestretch." " It's a definite asset to racing, is the way Ned Jarrett of Newton puts it. "I especially like the turn banked 24 degrees). And while I can't say right now whether I like it in front of the grandstands banked only five degrees, it definitely will prove interesting. I can say that it's gonna take a mighty good man and near-perfect equipment to be around at the end if those 600 miles."

And what does young Petty, NASCAR's rookie of the year last ear, and the Grand National circuit leader in points think? "It will take all the skill anybody has just to maneuver those turns correctly. The whole course will be tricky, and will call for a mighty good driver and mighty good equipment, but the turns, that's where the drivers will be separated from the duds. I just hope that 1960 Plymouth is as ready as I am." They start shooting for the biggest purse on the newest track in stock car racing history today. Who'll be on the pole? Friend, that's the $64 question in the racing world today.

Hendrick Motorsports-The Birth Of A Dynasty

BW2417 — Wed, 16 May 2012 20:52:09 +0000

Sunday December 7, 1986

WINSTON-SALEM, N.C.-The 1986 Winston Cup season will be remembered as one of records and first-time occurrences. A record 13 drivers won Winston Cup events during the 29 race, ten month, coast-to-coast season, including the youngest and oldest ever to enter the Winston Cup record book. Three drivers won their initial NASCAR Winston Cup races and track and event qualifying records fell to the Rick Hendrick Motorsport blitzkreig.

Seven-time champion Richard Petty made his 1,000th start at Michigan International Speedway. Several teams gained entrance to the "pleasant surprise" category while others were at the top of the "unpleasant surprise" list. Other teams showed signs of jelling at the end of the season, marking them as potential winners of the 1987 Winston Cup. Miller American Buick teammates Bobby Allison (49) and Bobby Hillin, Jr. (22) shared the distinction of becoming the oldest and youngest drivers ever to win Winston Cup races. Allison won the Winston 500 at Talledega in May and Hillin emerged from the pack in the July Talladega 500 to score his initial Winston Cup win.

In addition to Hillin, Rusty Wallace took his first Winston Cup victory early in the season at Bristol and then nailed victory number two at Martinsville. Kyle Petty, picking his way through the debris and wreckage at Richmond when Earnhardt and Darrell Waltrip wrecked while duelling for the lead (taking Joe Ruttman and Geoff Bodine with them), became the third driver to win his first Winston Cup race in 1986.

The "pleasant surprise" list includes the Winston Cup winning Wrangler/Goodwrench team of Earnhardt and car owner Richard Childress. Although considered a front-line, contending team, few thought the group would win the Winston Cup. In a pre-season media contest to pick the Winston Cup titlist, Earnhardt gathered only 21 votes from the hundreds of media members who participated. Also in that category was the Wallace-driven, Raymond Beadle owned Alugard team. Led by Barry Dodson, the team kept Wallace consistently in the top ten throughout the season, finishing sixth in the final standings and earning more than $550,000.

A third entry was the Hendrick owned, Harry Hyde-led Folger's Coffee Chevrolet driven by Richmond. Not many gave this effort much of a chance for success in 1986, and called Richmond and Hyde "The Odd Couple" because of the obvious differences in age and lifestyle. All the team did was win seven races, eight poles and finish third in the Winston Cup standings, after not receiving a single vote in the media's champion contest. Drivers disappointed with their performance this year included Cale Yarborough, in his final year with Harry Ranier and J.T: Lundy, Cale did win one pole position but failed to win a race for the first time since 1972.

Another entry in the "unpleasant surprise" category was Harry Gant and his Travis Carter-led, Hal Needham-owned Skoal Bandit team. Gant not only failed to win during 1986, but failed to make the top ten in the final standings, a long slide from his 1985 third place. Neil Bonnett, fourth in the 1985 final standings, fell,to 13th this year but succeeded where Gant and Yarborough failed. Bonnett won at Rockingham in the 27th race of the year.

Three 'teams appeared to be sorting out early-season problems as the 1986 year came to a close. Buddy Baker had solid top five performances with his Crisco Oldsmobiles after hiring crew chief Doug Richert late in the year, Richard Petty and Dale Inman appeared to be working their old magic toward the end of 1986, with a second place at Atlanta and other strong runs. Could the team be laying the groundwork for Petty's eighth Winston Cup in 1987.

Kenny Bernstein's Quaker State Buick, with Joe Ruttman behind the wheel, finished the season with a flourish, running regularly in the top ten. Bernstein's new engine program scored a fifth place in its first outing at Riverside and with front-running Shepherd replacing Ruttman for 1987, this could be a team to watch. -Hendrick's teams shattered qualifying records throughout the season at Winston Cup tracks. They didn't win the poles at the headline grabbing tracks like Daytona and Talladega-Bill Elliott and Cale Yarborough's Fords took care of that-but Hendrick stable mates Richmond and Geoff Bodine claimed 16 of the 25 other pole positions.

The two Chevrolet drivers occupied the front ,row seven times during the season and the $30,000 Busch Pole bonus for the driver with the most pole positions went to the final race before Richmond claimed the money* The award was decided by the number of second-place qualifying positions after Richmond and Bodine. tied with eight poles each, In a year of speed, 17 new track •records were set in qualifying while an additional six event records were set during the season.

One of the. new track records was set at Watkins Glen, where the Winston Cup Series saw competition for the first time since 1965. More than 85,000 fans turned put to see the NASCAR .stars compete on the 2.3-mile road course. Richmond won both the pole and the race in the inaugural Budweiser at The Glen. No driver was able to win the Winston Million, the $1 million bonus claimed by Elliott in 1985. In fact, no driver won the $100,000 consolation bonus posted by R.J. Reynolds Tobacco Co. for the first driver to win two of the four Winston Million events.

But Elliott thrashed the cream of the crop to win The Winston at Atlanta in May and take home $240,000. Benny Parsons won the Atlanta Invitational, an event staged for 14" drivers selected by popular vote by racing fans. Although ho one won the Winston Million, the top-20 drivers in the final point standings shared motorsports's largest point fund, $2million.

Dale Earnhardt won the .mid-:season leader bonus of $150,000 and then claimed the season-ending jackpot of an additional $400,000 awarded to the Winston Cup champion. It was his second championship and his winnings for 1986 totaled $1,768,880.

For the first time in history, three drivers went over the $1 million in winnings. Darrell Waltrip won approximately $1.1 million while Elliott ended the season over $1,049,000. Richmond missed becoming the fourth driver on that plateau by less than $27,000.

FUEL INJECTION-Lower Fuel Consumption,Improve Fuel Mileage, Longer Engine Life,Fewer Mechanical Failures Getting: Most EfficientUse of Fuel Weighed

BW2417 — Wed, 16 May 2012 13:16:49 +0000

FUEL INJECTION-Lower Fuel Consumption, Improve Fuel Mileage, Longer Engine Life,

Fewer Mechanical Failures Getting: Most Efficient Use of Fuel Weighed

Because of the current interest, in energy, this column will tend to concentrate on significant future possibilities and/or advances which the average wan can utilize to improve his situation. A knowledgeable consumer is more important today than ever, particularly with respect to transportation.

Fuel injection — one normally associates the term with big horsepower and fierce race cars Indy 500 etc. One also must re member that nearly all of our long neglected buses use fuel injection. Many trucks, large and small use fuel injection. These auto producing countries of the outside world produce no fewer than 56 separate passenger car models with fuel injection.

The U.S. auto industry in model year 1973 offered not one auto mobile with fuel injection. Very odd. Fuel injection has been with us for a number of years. Various experiments were tried in the early days of the century but it was not until 1932 that series production of gasoline injected engines was accomplished. Diesel engines, of course, have used fuel injection exclusively for- many years.

In 1952, series production of mechanical fuel injection for gasoline powered automobiles began. In anticipation of the forth coming air – pollution rules. Volkswagen fitted the first mass-produced electronic fuel injection to certain models in 1967'. ("VDT-UBE 761 by Robert Bosch GMBH.) Since that time many models have been introduced in several countries using various different types of fuel injection systems.

What Is Fuel Injection? Today, it is important that the consumer understand just how his hard-won fuel it utilized in his car engine. Fuel can be either diesel oil — as used by most buses and trucks and a few automobiles — or gasoline as used by most automobiles. Diesel engines generally use only fuel injection. U.S. autos have generally used only carburetors. The few attempts by Chevrolet, Chrysler and American Motors to use fuel injection in place of the standard carburetor have been only for increased horsepower, and generally were too expensive. In the spark-ignition engine the gasoline is compressed together with the intake air in a proper ration suited for ignition by the spark plug. The mixing process starts by introducing the fuel to the air being drawn into the engine. The air is controlled by one's accelerator pedal linked to the engine throttle.

The fuel metering system —carburetor or fuel injection —is designed to properly match the fuel quantity to the air drawn Into each engine cylinder. The carburetor uses suction or vacuum powered .means of pulling the fuel from the carburetor into the engine (.manifold for distribution to many cylinders. Fuel injection squirts measured quantities of fuel directly into each cylinder entrance — much like a hypodermic syringe. As a result, fuel injection is more precise and therefore can utilize available gasoline much more efficiently.

In the past — particularly in the U.S. — cost pressures and the design and production of automobiles as “consumer" appliances have precluded the use of fuel injection (which is more complex than the simple pre 1970 carburetor). Whereas the latter utilizes a low-pressure fuel pump feeding into- the carburetor float bowl, fuel injection requires a high pressure pump return lines to the fuel tank, cylinder timing and distribution system, individual injection nozzles and various sensors to tell the timing system what to do From 1921 to 1967, the normal injection methods employed were fundamentally all mechanical systems; using linkages, gears ,cams, etc. to coordinate the injection.

By 1967, low-cost availability of solid-state electronic components made possible the design of small computers to electrical ly sense and operate the injection system. There is little doubt toay that electronic injection will be a major influence on future engine design. With electronics, the injection system has been greatly simplified while the old reliable carburetor has been increasingly burdened with gadgets and gimmickry meet the ever-changing emission rules.

Advantages of Electronic Fuel Injection (EFI) In a prior article of this series it was mentioned that large V8 engines, were relative gas hogs— particularly at idle and start stop town driving — due to their high internal friction and throttling losses. It cannot be emphasized enough that these off-design driving conditions entail not only severe fuel penalties but reliability may once again be selling also equally severe emission mobile, it is faintly possible that a trend to non disposable, efficient, and reasonably sized cars may have begun. Cheap energy is obviously, no longer possible. For Americans who really value their mobility and independence the time has come where efficiency may override considerations of extreme comfort and social prestige. Technical excellence and long-lived reliable control penalties.

Perhaps the hardest single job Detroit has had recently is to satisfy the emission regulation under the idle-start-stop condition without effecting driveability. Whereas, for steady 70 mph interstate driving, the pollution rules are relatively easy to satisfy for both carburetor and EFI automobiles. With EFI, it is a simple matter to feed many off-design variables into an electronic black box which, in turn, issues very accurate instructions to the fuel injection nozzles for all driving conditions. Fuel consumption is greatly improved along with minimizing exhaust emissions.

At the same time, driveability and engine smoothness are vastly superior to carburetor systems. Starting is simplified and that eternal menace the stalled or flooded engine in traffic, is virtually impossible with EFI. On comparison with the various hoses, pipes, linkages, etc. "estooning the once simple carburetor, EFI begins to look competitive and will undoubtedly offer superior reliability with only one exposed moving part, the throttle position sensor. The 1970 Clean Air Act antipollution requirements have made the metering requirements so crucial so that only fuel injection can offer: Lower fuel consumption —particularly in city driving. Improved flexibility and low end torque.

Compliance with existing emission standards.

Efficient starting and idling under various weather conditions.

Disadvantages

The sole disadvantage can be quite simply stated: cost. With very high volume production, the precision nozzles and necessary electronic components may still be more expensive in material cost than today's carburetor. It is likely, however, that ease of installation and uniformity of operation could offset these material costs in the future. Available Fuel Injection Systems Not all of the 50 odd injected auto models are available for purchase in the U.S. due to the very stringent federal regulations, that must be satisfied by all auto manufacturers desiring to sell in the U.S. However, the following models are available, at present, for those who want the advantages of fuel injection: Volkswagen (various>electronic Mercedes (various) -electronic BMW 2002 Two -mechanical Porsche 914 -electronic Porsche 911 -constant flow mechanical Citroen SM -electronic Volvo 164E -electronic Saab 99EMS -electronic and not to forget, of course, two diesel-engineered cars: Mercedes 220D -mechanical Peugeot 504 -mechanical and one limited production American car to be available in early 1974: Chevrolet Cosworth Vega -electronic.

With the exception of the larger Mercedes sedans, all of these cars can average better than 20-miles-per-gallon fuel economy. At present there are six different types of fuel injection systerns in high volume production. The two electronic (EFI) systems based on a 1957 Bendix patent are supplied by Robert Bosch along with their mechanical system (which is extensively used on diesel engines). Bosch also has a mechanical-constant flow system in limited production. Another German company, Kugelfischer supplies mechanical injection systems as does Joseph Lucas Ltd. in England. Longer Car Life With the pending introduction f the first U.S.-built EFI auto points for the automobile. The car will no longer be a throwaway appliance.

Increase Engine Efficiency, Preventive Maintenance, Prolonged Engine Life-Replace Those Cooling System Hoses

BW2417 — Tue, 15 May 2012 12:08:18 +0000

Increase Engine Efficiency, Preventive Maintenance, Prolonged Engine Life-Replace those Cooling System Hoses

Your body's blood vessels are very important to you, carrying life-sustaining blood throughout your body. Your car's heater hoses perform a similar function, carrying cooling antifreeze and water throughout the engine to keep it from overheating. If a cooling system hose ruptures, your engine can overheat and seize. That's another way of saying some of the engine's moving parts get so hot they expand and lock together, causing the engine to stop running. Murphy's law (anything that can go

wrong will) being what it is, a cooling system hose will probably choose rush hour traffic to burst, or, perhaps even worse, a dark night on a deserted highway.

Regardless, there's no reason for you to have to worry, about cooling system hoses falling down on the job, Regular inspection and replacement of radiator and heater hoses (both types of hoses are referred to as cooling system hoses) virtually eliminates the possibility of a hose problem, Hoses should be inspected when the engine is not running, The engine should be cold too, If it's hot, you may bum your hand if you accidentally touch a hot part of the engine, With the parking brake on and the transmission in park (low or reverse if it's a manual shift) raise the hood and begin your inspection, First, determine the location of each hose, The radiator will have two hoses, an upper hose and a lower hose, There will also be two heater hoses, These are smaller in diameter than the radiator hoses. They carry coolant through the better to provide heat when you want it, It might seem a bit of misnomer to refer to coolant ph the provider of heat-But actually the coefficient is quite hot.

UPPER RADIATOR HOSE

absorbs a lot of the heat from the engine (which prevents it from seizing) then flows through the radiator where it gives off much of that heat to the air. Even so, it's still plenty hot for humans. So routing that hot coolant through the heater core provides heat for the passenger compartment. The two heater hoses carry the coolant to and from the heater core.

Some engines may also have a bypass hose — a short small hose at the front of the engine. And some engines may have a coolant-controlled choke. In this case there'll be a hose running from the engine to the choke. Any hose that has coolant flowing through it is a cooling system hose and should be inspected, Squeeze each hose, None should be brittle or hard like china. This doesn't mean that a hose won't be firm. It should be, If a hose is so soft it can be squeezed together, it's bad. But aged hoses, can become hard, brittle, and cracked. These are prime candidates for the rupture of 'the year award, And they should be replaced.

Look at each hose thoroughly, If a hose is starting to break around the edges of its clamp, even though the hose isn't leaking, it's time to replace If a hose is swollen, it's pad. By swollen I mean If it looks like it's, got a big egg inside, it's bad. Swollen hoses aren't about to reproduce, they're about to burst, leaking the engine's precious coolant all over the roadway.

One cheerful word, if you replace all coolant hoses once every two years, then you don't have to worry about chipped, cracked, or swollen hoses. When you replace those hoses, replace the clamps too. They're inexpensive. There's no sense putting a new hose on with an old clamp that might break later on every two years also. A good habit to get into is to change hoses, belts, and coolant at the same time every year, it saves hassle. And it'll keep your cooling system in good shape.

Fuel Economy Tune Up to increase your fuel efficiency

BW2417 — Mon, 14 May 2012 12:51:00 +0000

Phase 1

For the next week or so, drive as you normally would, recording the number of kilometers (miles) you drive, and how much fuel you use.. Create you own chart that will help you keep a record.

Phase II

During the second week of the test, take your car in for a professional tune-up, being sure to have your tire pressure, wheel alignment, and brake drag checked. Use Phase II to practice driving according to the energy saving driving techniques listed below.

Phase III

During the third week, in your tuned-up car using energy efficient driving habits, keep a record of distances driven and fuel consumption. Then, calculate the amount of gas you've saved, and the dollars you can start saving by comparing the fuel consumption for phases I and II. Weather can significantly affect fuel consumption. So if the temperature and weather conditions are drastically different between Phase I and III, you may want to start over again.

ENERGY-SAVING DRIVING TIPS1. Try to maintain a constant highway speed of 90 km/h (55 mph). Most cars use about 20% less fuel when being driven at 90 km/h instead of 110, km/h (70 mph)2. Avoid jack rabbit starts.

3. Accelerate smoothly when passing or merging with fast traffic.

4. Watch traffic well ahead of you so you can change lanes and/or adjust speed smoothly.

5. Anticipate stops ahead of time so that you can slow down gradually.

6. Drive in the highest appropriate gear if you have a manual transmission. This gives you adequate acceleration without "lugging" the engine.

7. Don't rest or use your left foot on the brake pedal. It decreases brake efficiency, increases fuel consumption, and can be dangerous.

8. Turn off the motor if you are waiting for someone or caught in a traffic jam.

9. After starting, drive away as soon as your engine is running smoothly. Long periods of idling to warm up the engine are unnecessary and harmful to the engine.

10. Try to avoid traffic jams by staggering your work, hours and/or listening to traffic reports.

11. Don't store- heavy items in your trunk. Remove roof racks when not in use.

12. Don't say "filler-up" Attendants will top off the tank to the brim, causing spillage and wasting gas. Fill only to the 1^st “click-off".

13. Minimize the use of air conditioners. They can increase fuel consumption by as much as 20% when they are operating.

14. Maintain your car properly. Make sure that you get thorough Fall and Spring tune-ups.

The Southern 500 Darlington, South Carolina September 6, 1965

BW2417 — Mon, 07 May 2012 22:49:18 +0000

Sunday September 5, 1965

BENNY PHILLIPS

Enterprise Sports Writer

DARLINGTON, S.C. — Tomorrow morning 44 tense men will join 90,000 others and listen to bands play "Dixie." Afterwards they will separate themselves from the throng and nestle down into brightly emblazoned stock cars and wait for four words: "Gentlemen . . . start your engines!" Bob Colvin. speaker of the house for that moment and president of the Darlington International Raceway, will leap into the pace car as these select 44 answer him with a ferocious bellow of roaring exhausts. Moments later, starter Johnny Bruner Jr., resplendent in his striped shirt, will greet the rainbow-colored field by feverishly waving the Confederate flag which signals the start to the Southern 500, the granddaddy of them all.

THAT SELECT 44 will answer again; this time by the pounding of accelerators and an awesome roar. This one instant—those few seconds when the green flag (but in this case the Confederate flag) is blown wildly by the onrush of tons of men and precision-tuned race cars —is one of sports' greatest moments. It's as thrilling as the clang of the bell in the opening round of a heavyweight championship fight, as exciting as the first kickoff in a pro football title game and as breathtaking as the final moments of a do-or-die World Series.

The Southern 500. Whether you call it the South's largest picnic, the biggest sports attraction in the South, a circus of people, four-odd hours of spine-tingling action or anything else, it is the most grueling 500-mile test of machinery, men and tires on the face of this earth.

THE CARS are as splendid as the men who will drive them. They rolled in the first of the week with a sole purpose: make the starting field and try to win the race and the giant's share of over $100,000 in purse. There's something about Darlington and its Southern 500 race that no other track on the NASCAR circuit offers. Perhaps it's legend, because Darlington and its 500 was the first and longest race in the South. Perhaps it's because the 1.366 mile track is the most treacherous of them all. Perhaps it's even because the track is so unpredictable.

Many will argue about what makes this place so special, but none can give you a surefire answer. It's a mysterious place, but ask any driver who ever came down the pike which race he had rather win, and he'll tell you the Southern 500. Many of NASCAR's best have tried and failed here, but they keep returning, hoping that, one Labor Day lady luck ..will smile upon them. TAKE, for example, Junior Johnson and Freddie Lorenzen, the two drivers who will start Monday's event side by side on the front row. They are two of the greatest the sport has to offer, but neither have scored in a Southern 500. You have to go all the way back to eighth position before you find, a previous winner. Curtis Turner, who is starting eighth, is one of the two drivers in the field who has won the grueling 500-rniler. Further back in the field is the old -veteran, Buck Baker, who is a three-time winner here. It's not likely that either will win here tomorrow, but in this race no one is sure about the winner. Darlington is a place where the unexpected happens.

The odds, however, favor either Johnson or Lorenzen, but this is one place where the odds mean little,

It's the little things that mean the most. Like, for example, who gets the breaks. Who stays out of trouble, and who wins.

Tiny Lund was second fastest yesterday and was among the 20 drivers who made the field. Ten of the 54 cars here for Monday's event were bumped. Only the 44-fastest cars will, race Monday. Lund averaged 132,052. Behind him were

Bob Wawak 131.351,

Bud Moore 12S.887,

Larry Hess 129.496,

Bud Strickle 129.165,

Stick Elliott 129.02-3,

Don Hume 128.897,

Roy Mayne 128.839,

Bud Harless . 128.746,

Doug Cooper 128.238,

Burt Robbins 127.774,

Jimmy Helms 127.282,

Gene Black 127.282.

Wayne Smith 128.720,

E. J. Trivette 126.195,

Frank Warren 125.181,

Bob Derrington 125.110,

Henly Gray 124.137,

Lionel Johnson 123.912,

Pee Wee Ellwanger 123.510

Wendell Scott 122.539.

An afternoon shower washed, out the scheduled Airlift Dash, which each day follows qualifying. The long-range forecast for Monday calls for partly cloudy skies with a very slight chance of rain.

Following afternoon activity Gasoline Alley was closed and the cars were impounded until Monday morning. Big Junior Johnson, reportedly getting ready to retire, will lead a field of 44 stock cars Monday in the 16th renewal of the oldest of the South's auto racing classics. Johnson, who admits he got his early training as a driver running moonshine in the hills around Ronda, N.C., has never won a Southern 500 and he won't say definitely that he will quit if he wins one.

MOST CREWS and drivers are expecting to make four pit stops, some are saying five, but no one knows for sure just how many the winner will make. It could be. and most likely will be, a race of many caution flags. Then, on the other hand, it could be a reenactment of the 1963 500 in which

there were no yellow flags—but it's doubtful.

Here at Darlington anything can happen, and picking a winner is a major task. This could likely be the place that Ford's factory cars suffer their first defeat on one of the super speedways of the South this year, but at the same time the factory cars of Ford would have to carry the favored role, But there's one thing -— the Southern 500 has proven before that, it's anybody's race, and this year is no exception.

Improve Fuel Efficiency, Prolong Engine Longevity, Your Cooling System should be routine maintenance

BW2417 — Mon, 07 May 2012 19:38:14 +0000

Your car's engine is like a furnace on wheels. Its combustion chamber can reach temperatures of 4,500 degrees F—producing enough heat to warm a six room house in zero degree weather. Unfortunately, that's also enough heat to destroy the engine, which is one reason it's so essential to keep your car's cooling system in good condition, according to the Automotive Cooling System Institute. The cooling system protects against damage by keeping the engine operating within the correct temperature range. But it can't do its job without proper maintenance—which explains why cooling system failure is the number one cause of mechanical breakdown on the road today. To keep your car from becoming a roadside statistic, start taking preventive steps right now. First and foremost, have your entire cooling system professionally inspected at least once a year. That means a thorough check of everything from hoses, belts and water pump—to the radiator, pressure cap and thermostat.

Also, check your anti-freeze/coolant levels on a regular basis (but never open or remove the radiator's pressure cap when the engine is hot!). Forty-five percent of the levels checked by the Auto Club of Ohio (AAA) were on the low side. Lack of maintenance isn't the only cause of cooling system failure. During the cold months ahead, your cooling system will need plenty of freeze protection. That's why it's so important to check anti-freeze/coolant levels all year 'round. The ideal mix for winter is a 50/50 blend of water and ethylene glycol (permanent antifreeze)—which provides freeze protection to 34 degrees F. Don't exceed 75 percent ethylene glycol; if you do, your engine may freeze.

Anti-freeze is one of today's most neglected car care items. During National Car Care Month two years ago, 43 percent of the vehicles inspected had inadequate freeze protection. This might have been the result of consumer resistance to the rising cost of anti-freeze. And you, too, may be tempted to be "penny wise and pound foolish"—by postponing your anti-freeze purchase for another season, hoping for a lower price. But it's not worth the risk. You could end up saving a few cents now, only to have to replace a costly cracked engine block later.

During warm weather, your cooling system can fall victim to an ordinary traffic jam. If the air conditioning is on while the car is idling it's only a matter of time until the radiator boils over. Instead, shift into neutral, increase the engine idle speed, and turn off the air conditioner. That way, only you will be overheated.

If you forget how to handle a traffic jam and end up with an overheated engine, remember this: removing the pressure cap while the engine's hot can cause a blast of dangerous, scalding steam to escape. Don't touch the pressure cap until you do these two things: 1) turn off the ignition, and 2) wait for the engine to cool down (you can hurry this along by squirting a fine mist of water on the radiator, but do not put a stream of cold water on the engine or radiator). When the engine is cool, activate the pressure release device (if any) that's built into the cap. Then slowly turn the cap counter-clockwise until you feel the seal give way. (To avoid burns, wear a thick glove when you do this, or use a wad of heavy rags.) After the hissing sound stops, you may remove the cap and add water to the radiator—but do it slowly. Adding water too quickly to an engine that is not yet cool enough will cause the engine block to crack.

You depend on your car's cooling system more than you may know. Every hour you're on the road, it handles 7,500 gallons of anti-freeze/coolant at 235 degrees F. Isn't it time for you to start showing your appreciation? Make cooling system maintenance part of your car's routine care.

Improve Fuel Economy, Enhance Engine Performance, Better Gas Mileage-Make Your Wallet Happy

BW2417 — Fri, 04 May 2012 12:41:11 +0000

Get better gas mileage

The following tips may help you save money at the pump

"No matter how much money you've got, you've got better things to spend it on than gasoline," said Sue Elliott-Sink, director of content for enjoy the drive.com, the consumer Web site from SEMA, the Specialty Equipment Market Association. Following are some useful suggestions to help you save money at the pump.

Make life easier for your engine. Engines hate friction, so anything you can do to reduce it will make your motor and your wallet happier. For starters, be sure to change your oil regularly, and use a high-quality or synthetic motor oil to further reduce internal friction. You also can use oil additives to reduce friction.

Breathe deeply. If you've tried to drink a thick milkshake through a straw, you know how hard it is to pull fluid through an opening that's too small Your engine may feel the same way, if it's trying to gulp air through a small intake system. Something as simple as changing to a high-flow air filter can help your engine inhale more easily. So can a larger throttle body and a performance intake manifold.

Let it out If your engine is trying to exhale through an exhaust system that's too small, a high-flow muffler and performance exhaust system will really help. Also, make sure your catalytic converter isn't clogged (you will know, because your exhaust will smell like rotten eggs). When it's time to change, a high-flow "cat" will increase your fuel economy.

Light a fire. Is your engine overdue for a tune-up? New spark plugs and wires will make a huge difference-Even if you're not behind in maintenance, an upgrade to high performance spark plugs and It is relatively easy to get better gas mileage if you're witting to make a few improvements. Modifications that enhance fuel economy will also improve your vehicle's performance and reduce missions.

Low-resistance plug wires can improve fuel economy. High performance coils and ignition boxes make it easier for an engine to burn air and fuel, so it can make more power from the same amount of gasoline.

Shift quicker.

If you have an automatic transmission, a shift improver kit will enhance gas mileage and power. This kit reduces slippage, so your transmission shifts quicker and harder.

Improve aerodynamics.

Pickup trucks can get the biggest gains when it comes to aerodynamics because, in many cases, air flows into a pickup's bed and runs smack into the tailgate. To reduce wind resistance, you can drive around with the tailgate down, or remove a solid metal tailgate and replace it with a tailgate net,so the air can flow through. An "air gate" operates under the same principle, but it's made from metal tubing or mesh, instead of vinyl netting.

Check your tires.

Do you need to add air to your tires? Tires that are running low not only reduce fuel economy, they also wear out faster. If you're not diligent about using a tire pressure gauge, you might consider installing a tire monitoring system to alert you whenever it's time to add air.

Add overdrive.

If your vehicle didn't come with an overdrive transmission, you

can make a huge improvement in your highway mileage by changing to an overdrive unit, which allows your engine to spin more slowly at cruising speeds. You also can add extra overdrive gears to a transmission by installing a "gear splitter." It enhances acceleration and towing abilities, too.

Don't idle while you're waiting.

It takes more gas to sit around with your car running than to restart it, so shut off the engine while you're waiting for passengers to arrive.

Don't floor it.

It may be fun to see how fast your vehicle can accelerate, but it's definitely not the way to optimize your fuel economy.

Improve Fuel Efficiency, Eliminate Premature Engine Failure, Increase Engine Performance-Replace Timing Belt

BW2417 — Thu, 03 May 2012 12:46:38 +0000

Improve Vehicle Performance, Increase Fuel Efficiency, Reduce Mechanical Failure and Breakdowns-Replace Your Timing Belt

The expression "timing is everything" certainly applies to your car's engine. Valves and pistons must coordinate perfectly with the spark plugs and fuel injectors. It all happens with microsecond accuracy until something goes wrong, say the Car Care Council.

With today's computerized and solid state systems, the weak link in the chain can be the mechanical component that's supposed to control this precision timing. An engine's valves admit fuel into the combustion chamber and allow burned exhaust gases to escape. Their opening and closing, in perfect coordination with other engine functions, is actuated by a camshaft. On OHC (overhead cam) engines, the shaft is driven by a flat rubber belt with notches that engage teeth on camshaft pulleys.

This timing belt, as opposed to the conventional timing chain or gears, is quieter, lighter and requires no lubrication. It is, however, susceptible to wear and should be checked and adjusted (or replaced) periodically. Unlike a spark plug or windshield wiper, which gives some warning before total failure, a timing belt usually fails without notice, usually disabling the engine on the spot. In some cases the result will be severe engine damage.

For this reason, car manufacturers recommend replacing timing belts at specific intervals, usually every 50,000 to 75,000 miles. While some engines will go considerably longer than that with no trouble, there is not a way to know whether or not you've waited a little too long, other than by inspection. The best time to inspect a timing belt, is when other bells are being replaced since they, and other components may have to be removed to gain visual access. For details on timing belt replacement (including warranty information), concludes the council, check your owner's manual.

Improved Fuel Economy, Increased Fuel Consumption, Failed Fuel Injectors and Low Quality Fuel

BW2417 — Wed, 02 May 2012 12:58:53 +0000

Dear Scot:

My 2000 Pontiac Grand Am has had a rough running problem along with the "check engine" light coming on for the past year and a half. The shop has reset the light and cleaned the fuel injectors three times. I was told the problem is. with poorly designed fuel injectors that are

prone to failure. It will cost about $1,100 to replace all the fuel injectors. How often should fuel injectors be cleaned and how long do they last? My Pontiac has the 3.4-liter V-6 engine with 65,000 miles and has been well cared for. T.B. Mt Prospect

Dear T.B.:

This problem has been a hotly debated subject in the repair industry for some time now. The manufacturers, gasoline makers or government agencies can not agree on what is causing a rash of complaints concerning illuminated "check engine" lights and rough running

cars. The problems seem to be primarily with General Motors V-6 engines but some Honda vehicles have experienced problems as well. The manufacturers contend that fuel quality is the primary problem and that mere is no design flaw with their fuel injectors. The manufacturers are pushing for better detergent additives to be added to the fuel.

The government testing agencies say they are testing fuels at the depot facilities per requirements and are not allowing low-grade fuel into the distribution network. The petroleum marketers say their product meets or exceeds all current government regulations so nobody can say for sure why so many motorists are having problems with sticking or failed fuel injectors. I have seen my share of vehicles that exhibit this problem. I believe the fuel is to blame because most of the time this problem shows up on vehicles whose owners use only 87 octane fuel. As far as I understand, the lower-octane fuels contain the least amount of detergents and this causes injector deposits and sticking. Due to the design of the fuel injectors used on General Motors vehicles, they seem to be the most sensitive to low detergent fuel. I would recommend having the fuel injection system professionally cleaned every 30,000 miles on your 3.4-liter V-6.1 would also recommend putting a good quality fuel injector cleaning additive into the gas lank every oil change. The other option is to use 89 or 91 octane fuel from a major supplier.

The fuel injectors are designed to last well over 100,000 miles and with proper maintenance they should last at least this long. I have a General Motors car with the 3.8-liter V-6 and have not experienced any fuel injector problems in 57,000 miles of driving, but I have always used 89-octane fuel. Use good quality fuel or perform more preventive maintenance, the choice is yours.