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Don't need. Just read the dec 04 issue of MM&FF. They have a full comparaison report of eaton vs KB vs Vortech vs twin turbo on a same 03 cobra engine at equal 11psi for all 4 systems. They have dyno HP/TQ and boost curve plots for each one. The next issue shows same test at 15psi. That report is a bible and reference for all comments. Similar results should be expected on the 3V engine....
Here you are. Its quite long but well worth a read. PRESENT-DAY SUPERCHARGING - EXPEDIENCY OR EFFICIENCY? It is a constant source of amazement to the writers that companies such as Jaguar and Mercedes, the latter especially in view of its reputation for precision and efficiency, should market supercharged engines for which the supercharger selected, a Roots device, is probably the least efficient of the types available. It is undoubtedly well engineered and produced in large numbers at an attractive price by the Eaton Corporation but it cannot escape the limitations of its working principles. The engineers at Jaguar and elsewhere must know about the relative efficiencies of the different types of supercharging devices and how much engine performance can be affected, or are they shackled by the accountants into accepting ready availability and low price as the overriding factors? The supercharged Jaguar V8 is obviously an outstanding power unit - but it could be so much better! Its performance can be easily beaten by supercharging the humble pushrod Rover V8 - as long as it is done with high efficiency. We all probably understand supercharging at a basic level - take air at atmospheric pressure and pump it into an engine in greater quantities than would normally be the case and quite obviously the power output of the engine will be increased, assuming that fuel is added in proportion. The point which few people seem to realise, and text books devoting space to the subject seem to miss, is that the efficiency of the supercharger is a vital factor in how a supercharged engine system will perform. Efficiency of the supercharger, and here we are talking about adiabatic, or compressive efficiency, determines 2 key factors - firstly, the power the process will consume and secondly, the temperature of the air it will deliver to the engine. In essence, adiabatic losses within the supercharger appear as raised delivery air temperature, thus causing a higher boost pressure, without increasing charge density, and also predisposing the engine to the evils of detonation. Every enthusiast who ever tinkered with an engine knows that cool air is better for power simply because of its greater density. The same is true of supercharging. The trouble is that any act of compression must heat up the air involved so the trick is to keep this heating effect to the absolute minimum. The best way to achieve this is to compress the air to the pressure required as efficiently as possible. The delivered air will still be quite hot so unless the level of boost is going to be less than about 6 lbs (0.4 bar) charge-cooling (inter-cooling) will usually be necessary to bring the temperature down further for best effect, but an efficient compressor is the ideal starting point. If any proof is needed of how important supercharger efficiency is we only need to look back to the dark days of World War 2 and consider the tremendous development effort applied to the legendary Rolls-Royce Merlin aircraft engine, a 27 litre V12. Starting out with 790 b.h.p. in 1933, redesigned cylinder heads and many detail improvements lifted it to 1030 b.h.p. by 1939, yet by 1945 the in-service output had more than doubled to 2385 b.h.p. with experimental engines giving 2620 b.h.p. at 36lbs of boost!!! Whilst the availability of high octane fuel was an essential factor the major power gains were almost entirely due to improvements in the supercharger and induction system. Aircraft superchargers were virtually all of the centrifugal type and Rolls-Royce installations started out with an efficiency of around 37% rising to nearly 80% by the end of the war. The final 10-15% which made the real difference came about largely through the efforts of Stanley Hooker (later Sir Stanley) who became a key figure in the British jet engine business (he was even called out of retirement to knock the RB211 into shape after it had bankrupted Rolls-Royce in 1971). Aircraft piston engine superchargers were the ancestors of jet engine compressors, which have since evolved to the point where the (axial) compressors of modern jet or turbofan engines approach 90% efficiency and achieve pressure (i.e. compression) ratios near to 50:1. Unfortunately the axial compressor, which can be thought of as a sequence of fans interspersed by rings of fixed blades to direct the flow, is at its best working with far greater amounts of air than even the most powerful piston engine would require and does not seem to work so well when scaled down. It is known that an axial compressor was designed by Rolls-Royce in the early 1980s for an unspecified motor racing application but it never reached fruition. In the long term such a device might become viable, possibly with ceramic technology, but it will have to fight hard against other developments of more obvious potential. Centrifugal superchargers are aerodynamic devices using a rotating impeller to accelerate the incoming air to high velocity which is then converted into pressure as the air slows down in the surrounding diffuser. The delivery is proportional to the square of the speed of rotation of the impeller, which is fine for an aircraft engine designed to run at a set speed, with the throttle controlled barometrically, but not so useful for a motor vehicle power unit with the usual wide range of operating speeds. To illustrate the point the boost at 6000 r.p.m. would be 4 times that at 3000. The impeller must rotate at very high speed to do anything useful and therefore has a great deal of inertia which can subject a gear or belt drive to very high loads with changes of engine speed. Indeed aircraft engine supercharger drives always incorporated some sort of cushioning device to absorb these loads. A turbocharger gets round these problems by driving the impeller via an exhaust turbine to achieve the necessary high speed of rotation, simply dumping excess exhaust through a 'waste-gate' when the required amount of supercharge is achieved, thus being able to function over an acceptably wide range of engine speeds. Inertia of the impeller and turbine give rise to what is known as turbo-lag which can never be entirely eradicated even though there are ways of making it far less noticeable. Obviously, a centrifugal supercharger driven from the engine will normally only provide useful boost at high engine speeds, so if top end power is the only requirement it might suffice, but the history of centrifugal blowers in racing has not been very impressive. The V16 BRM of the early 1950s, like the Novi V8 Indy engine dating from the same period, promised much but found success to be elusive. To be make any contribution to mid-range torque, some sort of variable drive is needed, or the wasteful alternative of dumping excess charge at high speed. There is a type of epicyclic friction drive that seems quite popular at present which works rather like a viscous coupling - slippage occurs at a certain torque loading so the impellor speed can only continue to rise as long as the engine is able to consume more air. Not surprisingly such an arrangement works quite well with fairly wild camshafts to keep the engine breathing at higher speeds, but this must be at the expense of having poor torque low down. It seems there is also a problem achieving consistent slippage behaviour from car to car so this essentially simple solution is not without its drawbacks. One might reasonably conclude that the centrifugal supercharger, despite its appealing compactness and simplicity, is therefore still not very promising as a supercharger for a motor car. The popular Roots blower consists of a pair of intermeshing lobed rotors which carry volumes of air between the lobes from the intake port to the delivery port in similar fashion to a gear oil pump. It has a very significant drawback in its method of operation - there is no change of volume and therefore no compression in its action. The pressure of the charge can therefore only increase at the point of discharge as it becomes exposed to the higher pressure beyond, so flow reversals and considerable turbulence occur, rather than a steady delivery at the required pressure. Let us consider how the action of a displacement device like the Roots blower differs from that of a true compressor. Imagine a simple hypothetical reciprocating piston compressor in 2 versions, both delivering air through a valve into a chamber in which the pressure is significantly above atmospheric. Both inhale a fresh charge of air on the piston down-stroke but in one version the delivery valve opens at the commencement of the up-stroke whilst in the other the delivery valve opens only when the charge of air has been compressed to the same pressure as the chamber. Both convey the same amount of air into the chamber but the way in which it is done is quite different. In the first case the higher pressure air in the chamber will initially flow back into the compressor cylinder until pressures are equal and then it will be driven out again along with the new charge as the piston approaches the top of the stroke. Clearly unnecessary work is involved in this rather turbulent process but a further disadvantage is that the full pressure from the chamber is acting against the piston throughout the up stroke. In the second case no such back-flow from the chamber occurs and the pressure acting against the piston rises gradually as the up stroke proceeds and only reaches that of the chamber towards the end of the stroke, at which point the valve opens allowing the charge to be expelled into the chamber. It must be obvious that this involves considerably less pumping work and can be carried out with less power. In fact the excess power required by the first device is converted into heat which is added to the air transferred to the chamber. So this device not only consumes more power for the same job but it also heats up the air more as it does so. Hardly ideal for a detonation prone internal combustion engine - yet that is more or less how the Roots blower works, with adiabatic efficiency of barely 60%. There are a great many examples of true compressors analogous to our second hypothetical device but the most viable for use as an engine driven supercharger is the screw compressor devised in the 1930s by a noted Swedish engineer called Lysholm. It has two helical rotors, male and female, which intermesh very closely without ever making contact. The helix action is of a continuous movement from the entry port towards a closed face adjacent to which is the delivery port. Air is drawn in normally at the open end of the rotors and is trapped as the rotors mesh together, gradually compressed between the rotor lobes and the closed end face as it is propelled along, then expelled from the delivery port at the required pressure. An important point is that the area of the rotor lobes acting on the charge diminishes as compression takes place therefore the power requirement remains more or less constant throughout the process. This is a significant advantage over our hypothetical piston compressor where increasing effort is required to drive the piston against the rising pressure. Of course the Roots device fares badly in this respect having the entire lobe area exposed to the higher pressure as delivery takes place. Adiabatic efficiency of a screw compressor can be in the region of 75 - 80% and the delivery pressure can be matched to the engine by the drive ratio and delivery port geometry. This efficiency gain compared to an equivalent roots device has been found to correspond to a reduction of air delivery temperature of 30-40 C and 25-30% less power consumption over a range of test conditions. Since prewar days the screw compressor has been waiting in the wings threatening to make a grand entrance but the main problem for the cost-conscious motor industry has always been the relatively high cost of manufacturing the precision rotors. That has not stopped the type being widely adopted as a highly efficient industrial compressor. Hopefully, with enlightenment maybe the price will become unimportant in the same way that the complication of multi-valve cylinder heads has been rendered unimportant by the clear advantages. In any event, once an innovation is established, volume production always seems to bring the price to an acceptable level. This is perhaps a good point to dispel a widely held belief that positively driven superchargers like the Roots, or the superior screw compressor, deliver air at constant pressure over the entire speed range. They do not. Consider the case of a supercharged road engine with a wide torque spread and developing peak power around 5500 r.p.m. Starting at zero r.p.m. there cannot be any boost at all but as the engine speed rises so will the boost pressure until a speed is reached where any leakage and valve overlap blow-through will become insignificant. From that point on, maybe around 2000 r.p.m., the boost pressure will remain more or less constant as long as the flow capacity of the supercharger and the engine are well matched. Even then the system will be subject to harmonic effects which will have more influence on the flow capacity of the engine than that of the supercharger so the boost pressure will tend to rise or fall accordingly. In many after-market applications the engine and its exhaust system will not have sufficient spare capacity to handle the increased flow as the speed rises so perhaps around 4500 r.p.m. the boost pressure will start to rise, only slightly at first but becoming steeper, as the breathing limitations of the engine system are reached. In fact, although the boost pressure will be rising torque will now be falling off, gently at first but ever more sharply as the point of maximum power is exceeded. Going much beyond this speed is pointless because the boost pressure, air delivery temperature and power losses will all be rising savagely. Now perhaps the problem for the positively driven centrifugal compressor becomes glaringly obvious, doomed as it is to reach its best just as the engine reaches its limitations. Theoretical Supercharging. Whilst efficient supercharging certainly generates impressive performance there is a minor drawback with regard to thermal efficiency. In most engine systems the compression process is balanced by a similar ratio of expansion after combustion has taken place, during which the heat energy is converted into work on the piston. Although it is common to talk of compression ratio, it is in fact the expansion ratio that is important for extracting work from the engine cycle and the simple supercharged engine can be a little disadvantaged in this respect. The problem is that if the supercharger delivers air at, for example, twice atmospheric pressure, which the engine then compresses in the normal way, then the effective compression ratio will be double the expansion ratio. Consequently a lot of heat energy will remain in the exhaust gas, subjecting the exhaust valves to higher temperatures with the potential to promote pre-ignition. The turbocharged engine is slightly better off in this respect because the expansion process continues via the turbine but the exhaust valves will still have to withstand high temperature gases. The supercharged aircraft engine had another way of making use of this unspent energy - ejector exhausts which added forward thrust. This was why companies like Rolls Royce were never keen to embrace the turbocharger even though it has significant advantages for high altitude flight. They knew that the gains in shaft horsepower from turbo-charging came at the expense of thrust from the exhaust, which they had already harnessed very successfully, and which was more significant at high speeds. Of course, exhaust thrust has little relevance for road cars but fortunately the solution to the efficiency question is simple - just alter the valve timing so the inlet valve closes later by about 20 degrees or so. The compression process then becomes more equally shared between the supercharger and the piston so the compression / expansion balance is restored. This arrangement has been referred to as the 'Miller Cycle' after having been first proposed by an engineer called Miller back in about 1947. Without wishing to take anything away from Mr Miller, the idea of retarding the inlet cam by 20 degrees hardly justifies equating his name with Otto or Diesel, but he certainly had the right idea. There is an often-overlooked advantage which supercharging can provide - preheating of the air charge in off-boost conditions to obtain significant emission and economy benefits during warm up and cruise. It is fortuitous that this takes place automatically because the losses from pumping against a vacuum appear as heat in a smaller volume of air which therefore becomes much hotter. Even a screw compressor can deliver air at around 150 C when off-boost. However, the effect does need to be controlled by some sort of by-pass or the pumping losses within the supercharger can outweigh the gains. Another drawback is that when the throttle is suddenly opened after a short period at light throttle the boosted charge is initially heated up as it extracts the latent heat that has built up in the system. This can give rise to a brief period of detonation - usually harmless but still undesirable. The same effect explains why supercharged engines often require minimal temporary fuel enrichment as the throttle is opened. For highly boosted engines it can be better, not only to employ a bypass system, but also to place the throttle after the supercharger so there is no heat build up off-boost. A throttled supercharger on a racing engine, in the light load, high revving, condition during the seconds before the start of a race, can heat up nearly to the point of seizure, so as the car gets off the line both the blower and the engine (as the excess heat dissipates into the system) are under extreme stresses that do not apply at other times. Reliability is much improved with a bypass and throttling after the supercharger. Practical Supercharging. First let us briefly consider the airflow tract. It seems to be a common belief that when an engine is supercharged there is no need for careful attention to equalising flow through the individual manifold tracts because the air is being blown through the system and will therefore find its own way. That this is a fallacy is easy to demonstrate. If balancing of flow is less necessary when the charge density is increased by supercharging then it must follow that at light throttle with low density, flow balance becomes more critical. Experience shows this to be most certainly not the case. It seems even now to be a little recognised fact that adding just a proportion of the fuel before the supercharger is a very effective method of lowering charge temperature by evaporation during compression, as well as being a good method of mixture preparation. There is an efficiency gain here which is not immediately obvious. Cooling the charge as it is compressed is of more benefit than any form of cooling after the event (by an inter-cooler for instance, although further charge-cooling may still be beneficial) because the work consumed by the compressor will be reduced. Water or water/methanol injection can be used for the same purpose. This important advantage is denied to the Roots device because of its lack of internal compression. Stanley Hooker estimated that adding fuel ahead of the supercharger dropped the air temperature by 25 degrees C on the Merlin, enabling it to consistently outperform the larger and supposedly more advanced German engines with direct fuel injection into the cylinders. Fuel has to be added anyway so why not add it where it will do most good? There is still another fallacy that needs to be dispelled. The idea that a supercharged engine must have a low compression ratio. Lower perhaps, but not by much. The old idea that compression must be reduced dramatically merely produces an engine that is unresponsive and thirsty in the off-boost condition. A much better approach is to use the highest practical compression ratio, then control the delivery temperature and ignition timing when on boost. In fact the high pressures and greater charge turbulence speed up the combustion process anyway so it all comes back to the air delivery temperature being the critical factor. The Future. Of course the racing fraternity are never slow to use something that gives an advantage and nowhere in motor sport are superchargers used to such good effect as in Dragsters. In recent years the screw compressor so dominated the upper echelons of Drag racing that its users had to accept a performance handicap so that the traditional GMC Roots blower could remain competitive. Incredibly, in this sport of spectacularly powerful engines, the power needed to drive a Roots blower is over 300 b.h.p. more than that required to drive the equivalent screw compressor, which incidentally also displays much better reliability. Superiority indeed! How long will it be before this kind of supercharger dominates the high performance car market? So finally, what difference would it make to the Jaguar XJR V8 if it had a screw compressor instead of a Roots blower, had more effective intercooling and injected some of the fuel on boost ahead of the compressor. Quite a few people have tried changing the drive pulley ratio to speed up the blower but have found that the results are disappointing. Certainly torque goes up as one might expect but the blower efficiency just gets worse with rising speed so it becomes a struggle to get beyond about 410 - 420 b.h.p. A clue to the potential of a screw compressor is provided by the application of one (an Opcon Autorotor) to an Aston Martin DB7 engine - in standard form basically a Jaguar 3.2 AJ6 engine with a Roots blower. The standard DB7 produces 335 b.h.p. but the Opcon version delivers nearly 100 b.h.p. more, aided admittedly by some exhaust improvements but with the engine itself remaining just the same. For the Jaguar 4 litre V8 we can estimate that torque would rise from 387 lbs. to about 440-450 lbs. and power would go up from 370 b.h.p. to somewhere around 475 b.h.p. Such a project is already in progress! In the years to come it is likely that political pressure will force high performance cars to be extremely fuel efficient if they are to survive. However, small supercharged engines will have the advantage of faster warm up and therefore reduced exhaust emissions for a given level of performance. Watch out for the screw compressor - its day is not far off!
Here's some more info - it covers racing fuels too Dennis Priddle, a well known name from the world of Dragster racing, 'IS' AJ6 Superchargers and uses his considerable engineering skills to produce the special high torque manifolds for V12, AJ6 and XK engines. This work entails precision machining and aluminium welding to a very high standard such that it is hard to distinguish the modified parts from standard just by looking at the exterior. Peering inside tells the real story of how extra bell-mouths have been added onto the individual tracts - all rather reminiscent of the old "ship in the bottle". There are a number of photographs of this work in the appropriate engine sections on this site. Returning to the main subject, AJ6 Superchargers evolved from an earlier company that manufactured the highly regarded Sprintex supercharger. Now it is the agent for the Swedish OPCON AUTOROTOR superchargers - a range of high efficiency screw compressors, of more modern design than the Sprintex, suitable for engine powers up to 1200 b.h.p. The efficiency of these devices (meaning the boost available for a given power absorption) is considerably better than the Eaton roots blower which owes much of its popularity to low price and ready availability. The act of compressing air must always add heat but the way to minimise this is to raise the efficiency of the process. To put numbers on it, the Eaton blower used on the Jaguar V8 operating at 700 c.f.m and 1 bar boost consumes about 84 b.h.p. and delivers air at 139 C. A comparable screw compressor at the same airflow and boost pressure consumes 59 b.h.p. and delivers air at 98 C. Substitution of a screw compressor for a roots blower can therefore be expected to increase performance by a considerable margin. Replacing the Eaton supercharger on an Aston Martin DB7 (based on the 3.2 Jaguar AJ6 engine) with an Opcon unit boosting at nominally 0.8 bar (12 p.s.i.) along with revisions to the exhaust system and engine management produced 430 b.h.p. at 7000 r.p.m. It produced 300 lbf of torque at 2000 r.p.m. and 390 lbf of torque was available from 3500 to 6000 r.p.m. So for the same boost this 3.2 engine with standard camshafts and standard sized valves outperformed Jaguar's supercharged 4 litre XJR V8! What makes the difference is the lower air delivery temperature and reduced power absorption of the more efficient supercharger. Anyone wishing to know more about the technicalities of supercharger efficiency and why one type is superior to another might care to look at the article linked to this page which provides a detailed explanation of the technology. Dennis Priddle learnt about supercharging in the hotbed of Top Fuel Dragster racing where there is no margin for error. Getting it wrong usually means either coming home second or shoveling up the remains of a very expensive engine. Engines that swallow nitromethane fuel (see footnote) at a rate of about 2 gallons per second and produce around 7000 b.h.p. have more affinity with an unexploded bomb than with most other forms of racing engine. Detonation takes on a whole new meaning here. Although the dragster engine is an extreme example the rule about supercharging is no different from any other engine. The charge temperature needs to be as low as possible which means an efficient compressor correctly matched to the engine is the best starting point. Every single degree of heat added to the charge by the supercharger represents a double deficit in that less power will be produced and more of what is produced will be wasted. Hot air provokes detonation so the ignition timing must be retarded to keep the engine safe. Intercooling certainly helps and will be necessary for any more than moderate boost, but is really only a way of getting rid of heat that ideally shouldn't have been there in the first place. Of course at higher levels of boost intercooling becomes necessary to remove the heat produced by even the most efficient supercharger. In times past it was usual for supercharged engines to have a much reduced compression ratio to avoid detonation at full throttle. Such engines generally gained a reputation for heavy fuel consumption and poor response. These days supercharged engines run at compression ratios that would have been considered normal for naturally aspirated engines a few years ago and detonation is avoided by electronic control of ignition timing. Fuel efficiency and responsiveness in off-boost operation is therefore much improved. As an example the naturally aspirated Jaguar V12 of the 1970s ran at 9:1 compression ratio, produced 285 b.h.p. and required 97 octane fuel, yet the Jaguar XJR-V8 runs at the same compression ratio with 0.8 bar (12 p.s.i.) boost and needs only 95 octane fuel to produce nearly 100 b.h.p. more from 1.3 litres less capacity. That's progress. Dennis Priddles's forte is the design and manufacture of specialist engine components. A lot of people know how to use modern NC machine tools but not so many also understand engines. With expertise in both fields AJ6 Superchargers can undertake projects and prototype work to standards that only the best can match using an in-house 3D cadcam system. Past projects have included prototype supercharged engines for major motor manufacturers as well as special purpose competition engines. Some photographs follow that clearly illustrate the high standards which prevail at AJ6 Superchargers. Prices and quotations are available on request. Racing Fuels - Gasoline, Alcohol and Nitromethane. The key to high power fuels is the specific energy that is available during combustion. This is not something that should be confused with the heating or calorific value (the heat generated by burning a test sample). For instance normal gasoline has a typical heating value of about 43 whereas for methanol the figure is only around 19.9. Taken at face value methanol is therefore obviously a very poor fuel so there must be other reasons why it can produce more power than gasoline from an engine. The answer is that the specific energy, not the heat value, determines the potential for a fuel to generate power. If more fuel can be burnt effectively with a given amount of air then more power will result, but this should not be taken as meaning that just adding more fuel necessarily always means more power. The stoichiometric (chemically correct) air/fuel (A/F) ratio for gasoline is approximately 14.7:1 but best power is achieved at richer A/F ratios around 12-13:1. This is partly because of the charge cooling effect of the extra fuel and also because the presence of slight excess fuel means all the air in the charge will be burnt. Further enrichment beyond this point will cause power to fall. If gasoline were treated to contain oxygen then the stoichiometric A/F ratio and that for best power would reduce because the fuel would then need less air to form a combustible charge. It would therefore then be possible to burn more fuel and the specific energy of the charge would increase accordingly. Oxygenated compounds such as MTBE (18.2% O2 by weight) are sometimes blended into racing gasoline for this purpose as well as for the increased resistance to detonation. It should be remembered that air contains only 23% oxygen by weight so quite modest additions of oxygenates to the fuel can make a measurable difference. Whilst it is not actually a fuel, Nitrous Oxide is relevant in this respect having an oxygen content of 36% so its addition permits more fuel to be burnt. Apparently adding 5% Nitrous Oxide to a charge with appropriate fueling could produce up to 9% power gain. Alcohol, usually in the form of Methanol, is an oxygenated compound (50% O2 by weight) which has a stoichiometric A/F ratio of 6.45:1 and an octane rating in excess of 115 RON permitting use of higher compression ratios. Maximum power is obtainable at the very rich A/F ratio of around 4:1 so the usable specific energy (3 x 19.9 = 59.7) is much higher than gasoline, although of course fuel consumption will be dramatically increased. Still more extreme is Nitromethane. Most people know that "nitro" is some sort of "super-fuel" but not so many know why, so perhaps a brief explanation is called for. It is an oxygen bearing compound with an energy content (specific energy) 2.3 times that of gasoline. Not only that but its stoichiometric A/F ratio is 1.7:1. What this means is that a charge of nitromethane mixed with air in the perfect ratio contains about 20 times as much energy as a comparable gasoline charge. Best power is at richer A/F ratios than stoichiometric, as with gasoline and methanol, so a nitro burning dragster engine might run at an A/F ratio of around 1:1. Detonation resistance is not particularly good but is offset by the extremely rich A/F ratios. Nitromethane can even be used as what scientists call a "monopropellant" - which means it will combust without need of any air at all but for practical reasons it is usually blended with about 10% methanol for use at a unity A/F ratio as stated. A useful side effect of introducing liquid fuel in these vast quantities is the cooling effect on the engine internally through evaporation - but just one misfire can mean a hydraulic lock and a wrecked engine in an instant. Finally there is a really wild fuel additive called Hydrazine (N2H4) which can be blended with methanol or nitromethane. Adding just 1% by volume gives a significant power increase BUT it is extremely unstable and after a number of what might be called 'violent incidents' had to be banned from use.
don't think it was closed, think it and many others including my memership details where lost when the server crashed. Bascially every thing that was posted on this site since January was lost.
No, it was closed by Duner because you and I were discussing how centrifugal blowers are used on aircraft, and when I blew off his commentary he got mad and closed it.
I agree... I know from experience supercharger manufacturers will not release a kit that makes more power than will be reliable for a daily driver. With that said, I expect the included calibration (Regarding the '04-'05 Mustang and F-150 kits) to be conservative (Pretty rich and not alot of timing advance). The latest EEC V systems have no service port (Require a reflash instead of a chip), use fly by wire, and are wired so tight that modifying them without code changes is dangerous. This is why tuning and larger injectors are included with the system, where an FMU and supplemental fuel pump are used on the earlier (Vehicle year model) systems. I firmly believe intercooling is the key to power. As quoted above I would not even consider spending $5 K on a kit unless I can gain 150 RWHP, and I firmly believe this. For example... With the Procharger P-1SC, we routinely see 150 RWHP even with the out of the box intercooled kits, and that was the 2-valve engine with a 2-core IC and NO TUNING! With the 3-core, charge temps were at ambient under FULL boost! Hell, you can spend $600 on a good N20 system and have that, and adjustability down to a 35-50 shot. In my mind, I just cannot justify ANY brand system that only offers 50-75 HP and maybe another 40 HP once you intercool it. Sure, the intercooler can be added; for another grand (Optional). It makes no sense. All of the intercooled systems will be competitive, both in gains and cost. This means Procharger, Whipple, and Saleen are the best choices. By the way, the KB and Whipple are both screw types. The tuning and inlet configurations are the differences. Knowing Ford is tuning the Whipple, it is the best choice of the two.
I dont think they wanted that to get out. I called them once last year for technical information and a FORD Engineer picked up the phone... LOL! Art is contracted to supply blowers for the GT already, and you can bet the Whipple will end up in the Ford Racing catalog.
crash.. is it true the procharger wont kick in until 4500rpm?? If thats true.. then maybe KB would be a better buy.. you said somewhere else that we call could by from you.. do you have any prices on thise units?. I think KB is still not out yet.. but in all the mags..hahah
OH Hell no. Just another rumor. That comes from the die hard old school types... THERE IS NO BOOST LAG on these V-8 engines! You WILL see gains before you even see boost. I KNOW. We have done dozens a year... Even the F-150s get instant boost. Not many can claim they have USED a Roots, Centrifugal, and a TURBO... ALL ON THE SAME ENGINE in the same vehicle; to prove these facts. I can. After superimposing a Roots type and a Procharger graph (Same 4.6, different blower... Allen vs Procharger), our dyno graphs proved a Roots type makes more power in only the lowest 500 RPM. Just enough time to hook and launch, then wax! When the Roots falls off on the top end, the Procharger just keeps pullin' and pullin'. The faster you spin it, the more power it makes! I proved today I can light em up through 2nd in a powerslide... Stock. I just want to see you guys get the best bang for the buck! Just the facts...
Does anyone have any new (besides what is posted on their respective websites) or inside information on the Kenne Bell or Whipple?
Information not yet released. I will post more as I get it. I am all over it. I have yet to receive the new 05 dealer packets. Expect months on the Whipple though. I do know this much. That and it will cost $5500.
haha.. I dont know how many times I have to say thanks to you Crash.. I try to get all the info I can.. but I hear things that worry me.. you said in another post that you can sale these kits.. 1) how soon can you get your hands on these hotties 2) do you have an e-mail that people can send requests or comments too 3) any idea what the cost will be 4) how many chicks will hop in a 525hp mustang? ;-)
That's funny I don't know where you got your graph from, but if you look at the magazine dyno charts (ex MM&FF issue on a 03 cobra engine & 11psi boost, that one is real...) The centri (vortech in that case, but procharger ain't better<--that is also compared on another issue) is more like 1000rpm behind . But look at it that way: at 2500rpm up to 4500rpm the roots still makes ~100rwhp more at same rpm, from 4500rpm to 5500rpm the roots still have a ~50rwhp advantage, power curves cross between 5500 and 6000rpm... Unless you only drive your stang at the track and never on the street, I don't call it a best bang for the buck By the way, they also test the turbo on the same engine... doesn't make you want a centri blower anymore At 4500rpm the cobra is already at 550rwhp while the centri is at still only making 350rwhp
My Kenne Bell If you look at all of the data Kenne Bell makes a stronger unit in every way in every part. Kenne Bell is the only company that designed a unit with a true cold air intake (cold air is brought in just behind and below the front bumper. All other kits take the air from the engine bay and a stupid piece of metal plate will not stop hot air from entering. For every 10 degree of tempature increse you lose 1% horsepower. You also cause problems maybe detonation and engine stress. A very simple concept that makes me wonder if others just put somthing together fast to get it to the market and miss one of the most important concern HEAT.
Kenne Bell frist choice 2005 Mustang GT The parts on the KB are made with better materials and stronger parts all the way around. KB uses a true cold air intake as in brings cool air from below and behind the bumper. All others draw hot air from the engine bay some right by the headers, and the stupid sheet metal plate does not stop any hot air. For every 10 degrees of heat you may loose 1% horsepower. Can't others get it right or do they buit thier kits as fast as possible and send it out the doo. Everyone know heat could cause detonation and additional engine stress. Bottom line when a company can't build a kit with a quaility design up front could you expect and better from the enternal parts. My KB was the first production serial number unit and it is awsome in everyway.
Whipple emailed me... Subject: Now taking orders for whipple ford racing musting kits. Body: Power from tip into redline, the new Whipple SC system makes over 50% power across the entire RPM range, while maintaining industry leading drive-ability. The incredible HO system produces nearly 80% more power across the entire RPM range! See the attached document for more details! Call our office to order MORE POWER today! Sales staff Whipple Superchargers 9am-5pm PST Monday through Friday, closed from 12pm-1pm
yea.. KB is much better then procharger. Thats why in the MMFF test the KB won by .001 of a sec. and only for 1500+ more then the procharger


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Jungle Action
Jungle Action is the name of two comic book series published by Marvel Comics and its 1950s precursor, Atlas Comics. The latter-day version is the first series starring the Black Panther, the first black superhero in mainstream comics, created by the writer/artist team of Stan Lee and Jack Kirby in Fantastic Four #52 (July 1966).
Atlas Comics[edit]
Publication history[edit]
Jungle Action | |
Jungle Action #2 (Dec. 1954). Cover art by Joe Maneely.
Publication information | |
Publisher | Atlas Comics |
Schedule | Bimonthly |
Format | Ongoing series |
Genre | |
Publication date | Oct. 1954 - Aug. 1955 |
Number of issues | 6 |
Main character(s) | Lo-Zar, Jungle Boy, Leopard Girl, Man-Oo |
Creative team | |
Writer(s) | Don Rico, others |
Artist(s) | Joe Maneely, John Forte, Al Hartley, Paul Hodge |
The first series — published during a time of few superheroes, when comics featured an enormous assortment of genres — was a multi-character omnibus that ran six issues (Oct. 1954 - Aug. 1955). Each starred the blond-haired, Tarzanesque Lo-Zar, Lord of the Jungle (renamed "Tharn" in 1970s reprints, presumably to avoid confusion with Marvel's modern-day Ka-Zar);[1] Jungle Boy, the teenaged son of a renowned hunter;[2] Leopard Girl, created by writer Don Rico and artist Al Hartley;[3] and Man-Oo the Mighty, the jungle-protector gorilla hero of naturalistic, narrated nature dramas. The giant snake Serpo was an antagonist common to most, lending some tangential geographic continuity.[4][5]
Leopard Girl — a scientist's assistant named Gwen who was never given a last name — wore a full-body leotard which, though skin-tight, was more demure than the barely there bikini of archetype Sheena.
The four series' attractive art, which generally transcended stories one critic called "painful to a modern eye, racist, ridiculous and old-fashioned",[6] was drawn by Joe Maneely, John Forte, Al Hartley, and Paul Hodge, respectively.[5]
Additional Atlas jungle titles[edit]
Two brethren titles were published by Atlas. The seven-issue Jungle Tales (Sept. 1954 - Sept. 1955) introduced Marvel's first African hero — Waku, Prince of the Bantu, who predated the Black Panther by nearly a dozen years.[7] It was renamed and continued as Jann of the Jungle from #8-17 (Nov. 1955 - June 1957).[8]
The second title, Lorna, the Jungle Queen, renamed Lorna, the Jungle Girl with issue #6, ran 26 issues (July 1953 - August 1957).[9]
Marvel Comics[edit]
Publication history[edit]
Jungle Action | |
Publication information | |
Publisher | Marvel Comics |
Schedule | Bimonthly |
Format | Ongoing series |
Genre | |
Publication date | Oct. 1972 - Nov. 1976 |
Number of issues | 24 |
Main character(s) | Black Panther |
Creative team | |
Writer(s) | Don McGregor |
Artist(s) | Rich Buckler, Gil Kane, Billy Graham |
Inker(s) | Klaus Janson, P. Craig Russell |
The company's second series of this name premiered with an issue cover-dated October 1972 and containing reprints of the same-name Atlas Comics title, with stories of white jungle adventurers. There was little market for these types of stories at the time, and the new Jungle Action was simply one of a wave of low-cost series that Marvel pushed out in the 1970s in a bid to capture shelf space from competing comics publishers.[10]
Don McGregor, who was then proofreading all of Marvel's publications, complained to the editorial staff that the series's preponderance of white protagonists in African settings was culturally outdated to the point of being incongruous.[10] Marvel responded by assigning McGregor to write original material for Jungle Action, with the only creative restriction being that the stories must be set in Africa.[10] Thus an actual African protagonist, the superhero the Black Panther, took over the starring feature with issue #5, a reprint of the Panther-centric story in the superhero-team comic The Avengers #62 (March 1969). A new series began running the following issue, written by McGregor,[11] with art by pencilers Rich Buckler, Gil Kane, and Billy Graham, and which gave inkers Klaus Janson and Bob McLeod some of their first professional exposure. Comics historian Les Daniels noted that "The scripts by Don McGregor emphasized the character's innate dignity."[12] The critically acclaimed[13] series ran in Jungle Action #6-24 (Sept. 1973 - Nov. 1976).[14]
One now-common innovation McGregor pioneered was that of the self-contained, multi-issue story arc.[6] The first, "Panther's Rage", ran through the first 13 issues,[15] initially as 13- to 15-page stories. Starting with Jungle Action #14, they were expanded to 18- to 19-page stories; there was additionally a 17-page epilogue. The length of the story arc coupled with the series' bimonthly schedule made it difficult for readers to keep characters and subplots fresh in their memories, but Jungle Action nonetheless maintained passable if modest sales and was popular with the desirable college-student demographic.[10] Two decades later, writer Christopher Priest's 1998 series The Black Panther utilized Erik Killmonger, Venomm, and other characters introduced in this arc.
Critic Jason Sacks has called the arc "Marvel's first graphic novel", saying,
[T]here were real character arcs in Spider-Man and the Fantastic Four [comics] over time. But ... 'Panther's Rage' is the first comic that was created from start to finish as a complete novel. Running in two years' issues of Jungle Action (#s 6 through 18), 'Panther's Rage' is a 200-page novel that journeys to the heart of the African nation of Wakanda, a nation ravaged by a revolution against its king, T'Challa, the Black Panther.[6]
The second and final arc, "Panther vs. the Klan", ran as mostly 17-page stories in Jungle Action #19-24 (Jan.-Nov. 1976), except for issue #23, a reprint of Daredevil #69 (Oct. 1970), in which the Black Panther guest-starred.[14] The subject matter of the Ku Klux Klan was considered controversial in the Marvel offices at the time, creating difficulties for the creative team.[16]
Writer-artist Dwayne McDuffie said of the Jungle Action "Black Panther" series:
This overlooked and underrated classic is arguably the most tightly written multi-part superhero epic ever. ... It's damn-near flawless, every issue, every scene, a functional, necessary part of the whole. Okay, now go back and read any individual issue. You'll find seamlessly integrated words and pictures; clearly introduced characters and situations; a concise (sometimes even transparent) recap; beautifully developed character relationships; at least one cool new villain; a stunning action set piece to test our hero's skills and resolve; and a story that is always moving forward towards a definite and satisfying conclusion. That's what we should all be delivering, every single month. Don [McGregor] and company did it in only 17 story pages per issue.[13]
Due to low sales and deadline problems, Jungle Action was cancelled with issue #24.[10] "Panther vs. the Klan" was abandoned mid-story and Marvel relaunched the Black Panther in a self-titled series, with Jack Kirby — newly returned to Marvel after having decamped to rival DC Comics for a time — as writer, artist, and editor starting January 1977. Marvel reasoned that though Jungle Action wasn't selling well, the starring character might still be successful if given a new approach.[17] "Panther vs. the Klan" was later picked up as a subplot in Black Panther #14-15 before finally being concluded in Marvel Premiere #51-53. However, these later chapters were written not by McGregor but by Ed Hannigan. The original conclusion to "Panther vs. the Klan" was never completed, though work had started on what would have been Jungle Action #25, and in a 2008 interview McGregor said that he still has Rich Buckler's layouts for the issue.[10]
In 2010, Comics Bulletin ranked McGregor's run on Jungle Action third on its list of the "Top 10 1970s Marvels".[15]
Collected editions[edit]
- Marvel Masterworks: Jungle Adventure
- Volume 2 includes Jungle Action #1-3, 272 pages, June 2011, ISBN 978-0785150121
- Volume 3 includes Jungle Action #4-6, 280 pages, February 2013, ISBN 978-0785159278
- Marvel Masterworks: The Black Panther collects Jungle Action vol. 2 #6-22 and #24, 352 pages, July 2010, ISBN 978-0785141983
- Essential Black Panther collects Jungle Action vol. 2 #6-22 and #24 and Black Panther #1-10, 528 pages, May 2012, ISBN 978-0785163237
- ^ Lo-Zar at An International Catalogue of Superheroes
- ^ Jungle Boy at An International Catalogue of Superheroes
- ^ Leopard Girl at An International Catalogue of Superheroes
- ^ Nevins, Jess. "Man-Oo the Mighty". A Guide to Marvel's Pre-FF #1 Heroes.
- ^ a b Jungle Action, Marvel, 1954 Series at the Grand Comics Database
- ^ a b c Sacks, Jason. "Panther's Rage: Marvel's First Graphic Novel". FanboyPlanet.com. Archived from the original on July 4, 2008. Additional WebCitation archive.
- ^ Jungle Tales #1 (Sept. 1954) at the Grand Comics Database
- ^ Jungle Tales at the Grand Comics Database.
- ^ Lorna, the Jungle Queen and Lorna, the Jungle Girl at the Grand Comics Database.
- ^ a b c d e f Stewart, Tom (April 2008). "The Blackest Panther: Don McGregor in the Jungles of Wakanda". Back Issue! (TwoMorrows Publishing) (27): 57–61.
- ^ Sanderson, Peter; Gilbert, Laura, ed. (2008). "1970s". Marvel Chronicle A Year by Year History. Dorling Kindersley. p. 160. ISBN 978-0756641238.
Marvel assigned Don McGregor, a uniquely talented writer, to write this series. McGregor's initial idea for this Black Panther series was an ambitious thirteen-part storyline.
- ^ Daniels, Les (1991). Marvel: Five Fabulous Decades of the World's Greatest Comics. Harry N. Abrams. p. 158. ISBN 9780810938212.
- ^ a b McDuffie, Dwayne. "To Be Continued". (column #3) Dwayne McDuffie official site. Archived from the original on February 26, 2010.
- ^ a b Jungle Action, Marvel, 1973 Series at the Grand Comics Database
- ^ a b Sacks, Jason (September 6, 2010). "Top 10 1970s Marvels". Comics Bulletin. Archived from the original on February 3, 2013. Retrieved February 3, 2013.
Running in two years' issues of Jungle Action (#s 6 through 18, cover-dated Sept. 1973 - Nov. 1975), "Panther's Rage" is a 200-page novel that journeys to the heart of the African nation of Wakanda, a nation ravaged by a revolution against its king, T'Challa, the Black Panther.
- ^ McGregor, Don (2010). "Panther's Chronicles (introduction)". Marvel Masterworks: The Black Panther. Marvel Comics. pp. xii–xii (unnumbered). ISBN 978-0785141983.
- ^ Stewart, Tom (April 2008). "Jungle Adventure! Jack Kirby Arrives". Back Issue! (TwoMorrows Publishing) (27): 62.
External links[edit]
- Jungle Action at Atlas Tales
- Jungle Action vol. 2 at the Unofficial Handbook of Marvel Comics Creators

subset: commoncrawl


text:
Welcome to the Monastery | |
PerlMonks |
Re: The youngest monkby Fingo (Monk) |
on Aug 28, 2001 at 06:37 UTC ( #108334=note: print w/ replies, xml ) | Need Help?? |
One day, when you enter the sacred order of the Monastery, you will dress in the ceremonial robes. Orange represents the majestic camel while green represents Perl Golf. Here our young recruit ponders the meaning of JAPH.
In Section


text:
Answers to your questions about gardening, energy, homesteading and other sustainable living topics.
By Garn Wallace
Tags: garden
Is it safe to plant a garden in galvanized stock tanks?
Zinc from new galvanized metal can sometimes leach into soils at levels high enough to inhibit good plant growth. An old metal stock tank would probably be fine, but a new one would not make a good planter unless you lined it with plastic.
— Garn Wallace, Soil Scientist, Wallace Laboratories
Find out the risks of growing food plants on galvanized wire, and what precautions you should take w...
Moms, protect your baby's health with this safe, homemade sunscreen.
While garden hoses may leach some chemicals into the water flowing through them, there's little reas...
Using permaculture principles with rabbits to ensure their living space is as natural as possible.
Grist's Ask Umbra Slate's The Green Lantern Ask MetaFilter The Straight Dope
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At MOTHER EARTH NEWS, we are dedicated to conserving our planet's natural resources while helping you conserve your financial resources. That's why we want you to save money and trees by subscribing through our earth-friendly automatic renewal savings plan. By paying with a credit card, you save an additional $5 and get 6 issues of MOTHER EARTH NEWS for only $12.00 (USA only).
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SGA on Twitter
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College Soccer Reporter
> Wednesday, Nov. 18, 2009
Wofford's West Coast plans bumped up
by Paul Kennedy
[NCAA DIVISION I MEN] Of the teams playing on the road in Thursday's first round of this year's NCAA Division I Men's Tournament, none will have to travel as far as Wofford, which opens at UC Santa Barbara on Thursday. The Terriers might as well be headed to the Orient. ...
Read the whole story
Sacramento State takes huge step
by Paul Kennedy
[NCAA DIVISION I MEN] There's no doubt Sacramento State was deserving of its first ever NCAA Tournament bid. The Hornets came back from 1-0 and 2-1 deficits in regulation and 4-3 down in the shootout to beat New Mexico and win the MPSF title. They earned a trip Thursday to ...
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Bunbury follows in Zakuani's footsteps
by Soccer America
[LEADING SCORERS] A year after Akron's Steve Zakuani won the national scoring title, another Zip sophomore, Teal Bunbury, is in line to win the Division I goal-scoring crown. Bunbury is tied with Adelphi's French freshman, Issa Tall, for the national scoring lead with 16 goals.
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SOCCER AMERICA POLL: 2009 Men's college champion
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Akron aims to become the first team to unbeaten and untied in 35 years but faces a host of serious challengers. Who do you like to win the Men's College Cup?
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NCAA Division I Tournament Schedule
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[MEN'S DRAW] The NCAA Division I Men's Tournament begins with 16 games on Thursday. For the complete schedule ...
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Unbelievable run keeps Oregon State on the road</span
by Paul Kennedy
[NCAA DIVISION I WOMEN] Oregon State was so excited about its first run to the Sweet 16 in program history it decided to stay on the road. The Beavers pulled back-to-back upsets at Ohio State (3-1) and against regional No. 3 seed Florida (1-0) and then immediately headed to Michigan, ...
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Frias steps down as Nevada coach
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[COACHING MOVES] Jaime Frias has stepped down as Nevada women's coach after two years for family reasons.
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Yavapai sets sights on three in a row
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text:
CLASS NAME: P-3 (Caladan) |
Port view |
Bow view |
BRAD'S COMMENTS: I must admit I hardly ever play cutters, especially Romulan cutters. What's the point? They last about fives seconds in a firefight with anything larger than a class V vessel. Yeah, midget fights are fun on occasion, but even then they are quick. Any ship with under 10 superstructure points is bound to have a horribly short lifespan.
From the FASA Star Trek ROMULAN SHIP RECOGNITION MANUAL, circa 1985
P-3 (Caladan) Class II Cutter
Built to supplement the P-2s, the P-3s are used in groups of two or three in the more hostile areas of the Empire.
Unlike the P-2s, however, the P-3s have no warp drive capability, but rely on a powerful impulse engine for their
maneuver power. These ships are transferred from one system to another by a special carrier designed to carry up to nine at one time, which can be
transported freely.
The Type 1 was found to be under gunned.
This fault was corrected by adding slightly more powerful weapons in the Type 3.
By Stardate 2/0612, all Type 1s and Type 2s in service were refitted with the newer weapons.
Of the approximately 960 P-3s built, about 650 are in active service, about 50 are in reserve fleets, and about 130 have been lost or destroyed.
Intelligence estimates show about 100 Type 1/Type 2s and 30 Type 3s in use in the civil sector; of these, two Type 1s, two Type 2s, and one Type 3 are based in the Triangle.
The class is reportedly named for the Caladan Mountains of Remus, which are reputed to protect the city-states on their leeward sides from the constant and violent winds and also from marauders.
Construction Data: Model Numbers- Ship Class- Date Entering Service- Number Constructed |
Type 1 II 1/95 210 |
Type 3 II 2/04 745 |
Hull Data: Superstructure Points- Damage Chart- Size Length- Width- Height- Weight- Cargo Cargo Units- Cargo Capacity- Landing Capability- |
2 B 45 meters 32 meters 12 meters 5,100 tons 10 units 500 tons yes |
3 B 45 meters 32 meters 12 meters 7,050 tons 10 units 500 tons yes |
Equipment Data: Control Computer Type- Transporters- Cloaking Device Type- |
R1M None None |
R1M None None |
Other Data: Crew- Troops- Passengers- Shuttlecraft- |
12 None None None |
12 None None None |
Engines and Power Data: Total Power Units Available- Movement Point Ratio- Impulse Engine Type- Number- Power Units Available- Stress Charts- |
Weapons and Firing Data: Beam Weapon Type- Number- Firing Arcs- Firing Chart- Maximum Power- Damage Modifiers +3 +2 +1 |
RB-2 2 in two banks 1f/s, 1f/p K 2 - - - |
RB-2A 2 in two banks 1f/s, 1f/p K 3 (1 - 4) (5 - 9) (10 - 14) |
Shields Data: Deflector Shield Type- Shield Point Ratio- Maximum Shield Power- |
Defense Factor- Weapon Damage Factor- |
38.3 1.6 |
39.8 4.2 |


text:
2007 Mercedes-Benz SLK-Class Summary
The 2007 Mercedes-Benz SLK-Class is a 2-door, 2-seat Convertible, available in 3 trims, ranging from the SLK280 RWD Roadster to the SLK55 AMG RWD Roadster. Upon introduction, the $43,350 SLK280 RWD Roadster is equipped with a standard 3.0L, 6-cylinder, engine that achieves 20-mpg in the city and 27-mpg on the highway. a Manual transmission is standard. The $62,500 SLK55 AMG RWD Roadster is equipped with a standard 5.4L, 8-cylinder, engine that achieves 16-mpg in the city and 22-mpg on the highway. an Automatic transmission is standard.


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I'm looking for information on fair chase gemsbok hunting in Africa? I know fair chase can have lots of meanings, but for me I am looking for no feed troughs and no fences no matter how large the containment area is. Game cameras are fine, waterholes fine, but spot & stalk is preferred. Is this even possible with a bow? thanks and happy hunting, dv
Its possible but you will need a lot of time your biggest problem is the words no fences on open land no one maintain water holes and if you are going to go on free range land like Damara in Namibia you will have a hell of a time getting close to gemsbuck so ambush will be the best and that is where you will need plenty of time to kill. Now if would consider fences there is some places in the kalahari dunes that you could stalk your gemsbuck and use the dunes as cover. I think Zimbabwe has some gemsbuck with limited quota as well in the South West corner but dont know if its on privae land or not. Realistically go find a large place in the kalahari of 20 000 acres plus I have never heard of a farmer there feed gemsbuck ever.
I've seen lots of places in Namibia (cattle farms) where there are plenty of gemsbok and no high fences or feeders. I will be a very tough challenge to get close enough with a bow but as long as you take enough time it will be possible.
I hunted in Namibia last year with Reveille and they have several low fence farms with tons of gemsok. Both of our gemsbok were taken on low fence farms, but not with bow. It could have been done, but we were hunting so hard for a leopard we didn't have the time to put in. He also had great red hartabeast, springbok, steinbok, warthog, and kudu on these low fence farms.
Eden Wildlife Safaris near Grootfontein, Namibia was pretty well set up for bow hunters and they had lots of gemsbuck when I was there in 2007. The area is fenced however only on the perimeter of the 60,000 acres. The only time you see a fence is going in and going out. Its a fantastic place and Jamy Traut is a fun guy to hunt with. Gemsbuck is along with eland perhaps the best tablefare in Africa or anywhere else for that matter.
Dusty The no fence bit could present a problem, but any thing is possible. I harvested a 42" old nag in south africa. After the cape was in the salt we went up the mountain to view the concession, and were able to see hundreds of a ClownFace feeding in the plains and foothills. I am a wheelchair user and hunted over a water hole. However an able body could walk stalk a dandy. As far as fences I would like to mention this conssesion is 70000 Hca. Is that a fence worth worrying about? If you would like to give it a shot, I can hook you up? Piet
There certainly are places and outfitters who do cater towards the bow hunter looking to stalk game and hunt by fair chase asopposed to sitting over a waterhole. I was very fortunate to take the (unofficial) new SCI world record Gemsbuck with FM Safaris. Pleae click the link below for the full review. http://www.africahunting.com/bowhunting-africa/3651-hunting-report-fm-safaris.html Regards, Engee Potgieter African Outfitter Magazine
Hallo i am an Namibian PH with bow hunting license in the country and can help you to get and Gemsbok with a bow on fair chase. You can contact me by email. Thank you Gert van der Walt
Thank you to all the offers of hunting services on this thread, but it was actually meant as an information request on methods and experiences vice a solicitation of services - hence its original posting in the bowhunting section. If anyone does have any specific experiences, methods or stories about fair chase gemsbok with a bow I sure would like to hear them. thanks and happy hunting, dv


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Pick your favorite shed plan below and click the link to view the plan details.
Firewood sheds are designed to season your firewood. This prepares it for and keeps it ready to burn when you need it. Seasoning your firewood is done by keeping the stacked firewood covered with the shed roof while at the same time allowing air to move in and around the firewood. This method of covering and protecting the wood from moisture while allowing air to move through it is critical to protect your investment in the firewood and assuring it is ready to burn.
Most of our Firewood sheds are designed to be either 4 feet or 8 feet deep to both econimically use the construction materials as well as help you keep track of how much of a cord of firewood you have. Firewood is sold by the "Cord" or fraction thereof. A Cord is defined as a stack of wood that is 128 cubic feet. That works out to a stack of wood 4 feet deep by 4 feet tall by 8 feet long.
Three rows of 16 inch logs creates a 4 foot deep stack. If you make the stack 4 feet tall and the shed is 8 feet long you will have one cord of firewood.
When you are choosing the firewood shed plans to build your firewood shed you will want to make sure that it is properly sized to store the amount of firewood you will use each burning season.
Lean To Firewood Shed Plans
One of the best ways to build a firewood shed is to use lean to firewood shed plans. Many of our firewood shed plans are built with a modified lean to roof with the modification being the addition of a short sloping roof on the front side to keep the water drips away from the shed opening. The lean to shed works well for a firewood shed because most of the water or snow running off the roof goes to the back side of the shed away from the main access into the wood bin storage area.
Seasoning and is done by cutting, splitting, stacking and storing the firewood. Seasoning firewood by allowing it to dry takes about a year so you will want to have two years supply of wood in the fall. One years worth that you have seasoned for a year and the new wood that you will stack and season for next year.
Proper stacking of firewood is another important factor to get the air to move through the firewood stack. If the stack is too tight then the air will have a hard time flowing through it and if it is too loose the space inside the firewood shed will be wasted. Try to stack the wood in even rows with the pieces of wood laying parallel to each other. Randomly throwing wood into a pile wastes the available protected space inside the firewood shed.
Cutting Firewood to the proper length is important so that the firewood easily fits into your fireplace of wood stove when it is time to burn. It is not fun to bring the firewood into the house and then realize that it will not fit into your stove. After cutting you may want to let the firewood dry a bit so it is easier to split.
Splitting firewood is important to speed up the seasoning process for the firewood and getting it ready to stack. When firewood is split it increases the surface area of the wood which allows it to dry faster. There are many ways to split firewood from using an wood cutting ax to a hydraulic wood splitter with the latter making your life much easier if you are splitting and storing a large amount of firewood.
Keeping the air moving around the wood is very a very important part of seasoning firewood. When there is no air movement around stacked firewood the wood will retain moisture for a longer period of time which promotes mold and rot as well as lengthens the time before you can burn it. So providing a way for air to move through the wood pile is as important to properly stacking firewood as keeping it from getting wet from rain or snow. A well built firewood shed will keep rain and snow from landing directly on top of the wood every time it rains. Use these three practices to keep the air moving around your wood:
When buildIng a firewood shed it is important to consider the location of the shed in relation to the house since you will be traveling out to it often. If burning firewood is the main source of head during the winter you will want the wood shed to be close to the house. If you build fires occasionally then it is not as important to have the firewood storage bin so close to the house.
Because the fronts of the firewood sheds are open you will want to face the shed away from prevailing winds so that the open side of the shed does not easily allow moisture in. Although it is ok for rain or snow to occasionally blow in the front of the shed you do not want the wood to become drenched and be continually wet.
Using a firewood storage shed that has been designed to season and store firewood is one of the best ways to prepare and store your firewood. We have many sizes and styles of firewood sheds to choose from. So view the different plans above and start building today!
Large View Of Firewood Sheds
4x12 Firewood Shed Built in Leland, MI
4x8 Firewood Shed built in Eljay, GA
4x8 Firewood Shed built in Lapeer-MI
4x8 Firewood Shed built in Tualatin, OR
What Customers Say
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The wife thanks you all because now she can park her truck in the garage for the winter!"
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Very easy to read the plans, very easy to make by following the steps in the "how to build a shed book" that comes with the plans. Overall, a very satisfied customer." Martin
"I just purchased your shed plans for the 6x8 Lean To Shed. The quality of the plans is top-notch... Thanks for the quick reply! The quality to price ratio of your shed plan products is incredible. Not to mention your awesome support. I will most certainly be recommending icreatables shed plans to anyone I know who is interested in having a shed! Thanks again,"
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"Hi Guys, I built this shed as a well house and it is terrific, even though I have never been anything close to a carpenter. I have arthritis so I used screws everywhere but the roof, and I believe it will be stronger for it.
"Our shed looks great, thanks to your plans." Donald
"I had already paid out twelve dollars and change to another do it yourself website and was totally unhappy with the plans I got. Luckly I found your website and paid less for somthing ten times better. Thanks." Allen
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"BTW - so far after reviewing I'm thoroughly impressed with what you've done here in the attachments. For someone like me who isn't "handy" you've made it very easy for me to tackle." Fran
"Yes I did (receive the plans) ...freakin awesome! Thanks again!!" Jessi
"I finally finished my 8x12 shed! The plans worked out great. I deviated from the plans slightly on roof edge and the door. I plan to put gutters and down spouts on it and we wanted a little more of a country barn door look. I really appreciated the templates for cutting the notches for the rafters. Detailing which nails I needed for each phase of the build was also very helpful. Thanks again," Dale
"I really like the instructions, they are much more than I expected." Randy
"Thank you for your input. I just purchased the 4x4GN-generator-shed-plans. Wow. The plans look fantastic. And the parts list is very nice! I plan to modify it with 2 or 3 side doors for extra ventilation as needed. Thanks again for your time." Vern
"I like the idea of constructing the unit from scratch, what I call stick building it piece by piece - we've seen the lightweight think plastic walled units from (a home store), ok I guess but the heavier wooden unit with permanent roofing will last longer and give better service. It was a good plan and easy to build from, I don't think the contractor had any difficulties with it." Gary
"I purchased your plans for a 12 x 12 shed w/garage door. Your plans were great and I'm very pleased with the results.
I also used your free "how to build a ramp" plans which were very helpful." Regards, Donald
"Hello! Our Shed project went swimmingly well this weekend! The only thing you'll notice we did different was to order the doors from a lumberyard rather than building them…. Which worked out pretty well. Thanks for your help!" Maureen
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"I recently helped a family member build an 8x12 shed using plans he bought from your site and found the plans and materials list to be very helpful. I'm about to start a project building my own storage building, a 12x20, and thought I'd buy plans from you as well since his went so smoothly." David
"I was sceptical about buying shed plans online but your extremely customer service and willingness to provide extra help to a "newbie" have won me over. Thank you.
Be well,"
Thanks again for your helpful information! Pictures to come!"


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text: Railway mapsNetwork Diagramsüstra's light rail tracks on one map: icons and colours help you to distinguish lines, stations and elevator equipped stations easily. Important buildings like hospitals and points of interest are also depicted. Railway Maps (download 150 KB) DB Regio NetHere you can find the DB Regio Rail Network Map for the entire GVH-area. It is also available as download. Suburban trains, Regional Express Trains and City Express Trains are depicted as well as stations and important city spots like the airport, the main central station and Hannover's exhibition ground. |


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CAPE GIRARDEAU, Mo., July 12, 2002 - Neal Boyd, a Southeast Missouri State University alumnus with enormous vocal talent and who has twice performed at Carnegie Hall, will perform a concert Aug. 3. in his native Sikeston, Mo., the proceeds of which will help support his operatic aspirations. The concert is planned for 7:30 p.m. in the First United Methodist Church in Sikeston. The concert will feature a mix of arias and pieces abstracted from various operas, including "Phantom of the Opera." The event is being planned by Daniel Norton, a Sikeston lawyer, who hopes to help Boyd with his expenses. Norton says he has known Boyd since he was a young child. "He is a truly nice guy," Norton said. "He is a testimony to his mother's skill." Boyd plans to begin graduate study in the fall at the New England Conservatory of Music in Boston. Norton says Boyd has received a scholarship to cover the cost of his schooling. Proceeds from the concert should help cover his room and board costs. General admission tickets are $25. Sponsor tickets are available for two for $100. Those wishing to purchase tickets may mail requests to: P.O. Box 428, Sikeston, MO 63801 or they may call (573) 471-2715. Checks should be made payable to the Neal E. Boyd Scholarship Fund. First National Bank of Sikeston is hosting a sponsors only reception immediately following the concert. The reception will be held in the Ray Clinton Reception Building in the Park Complex in Sikeston. Boyd, a lyric tenor, holds undergraduate degrees from both Southeast Missouri State University and the University of Missouri-Columbia. At Southeast, he was a speech communication major with minors in music and political science. He is a former student of Dr. Christopher Goeke, Southeast associate professor of music. At Southeast, he was a frequent soloist for the University Choir and performed many lead roles with the Opera All-Stars. Those roles included scenes as "Alfredo" in Verdi's "La Traviata," "Nemorino" in Donizetti's "L'Elisir d'amore" and "The Duke" in Verdi's "Rigoletto." Along with his academic and musical activities at Southeast, Boyd also was very active in Student Government, serving as vice president one year. He also was an active fraternity member. In 1999, Boyd transferred to the University of Missouri-Columbia (UMC) to take advantage of instruction by Associate Professor Ann Harrell in the UMC Department of Music, while, at the same time, completing requirements for his degree at Southeast. At the University of Missouri-Columbia, he earned a bachelor of arts degree in music and performed with the University of Missouri Singers. Boyd is the winner of the 2000 National Collegiate Artist Voice Competition of the Music Teachers National Association. He was a frequent winner at the National Association of Teachers of Singing competition, a guest soloist for the 2001 Missouri All-State Choir and a member of the 1996 Missouri All-Collegiate Choir. He won honorable mention in November at the Sorantin International Vocal Competition. He is known for his solo performances throughout Missouri and was honored to sing a solo at the memorial service for the late Missouri Gov. Mel Carnahan. Boyd's voice has been described as one of great beauty, fairly large with a sweet lyrical quality. His collegiate performances included roles as "Ferrando" in Mozart's "Cosi fan tutti," "Eisenstein" in "Die Fledermaus" and "The Negro" in "The Roar of the Greasepaint, The Smell of the Crowd." He performed numerous roles with the University of Missouri's Show-Me Opera scenes program, including "Fenton" in Verdi's "Falstaff," "Nemorino" in Donizetti's "L'Elisir d'amore" and "Lennie" in Floyd's "Of Mice and Men." | |
Return to Campus News Headlines © 2015 Southeast Missouri State University Page maintained by the News Bureau For more information contact the Director of the News Bureau, Ann Hayes, (573) 651-2552. Disclaimer |


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An Iowa criminal investigator who was relieved of duty after he filed a formal complaint about a speeding vehicle carrying Gov. Terry Branstad was accused of engaging "in conduct that impairs the operations" of the Iowa Department of Public Safety, a document obtained by The Des Moines Register shows.
The new details about the lingering tensions between Larry Hedlund, a Special Agent in Charge for the Iowa Division of Criminal Investigation region that includes Fort Dodge, and his managers were included in a Professional Standards Bureau Notice of Investigation.
DCI Director Charis ...


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Originally Posted by d2kx http://cdimage.ubuntu.com/kubuntu/daily-live/current/ You could also wait for Alpha 3 which is arriving tomorrow, but tere shouldn't be any changes to this one really. It's called system updates....doing that would probably be faster than downloading, burning/making a USB boot drive, and installing Alpha 3 when you already have Alpha 2. Sillyfaces. :P
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Report of the Case of the Commonwealth vs. John Kehoe et al.,1876. [Timeline of Events]
These materials are owned by the American Catholic Historical Society and maintained at the Philadelphia Archdiocesan Historical Research Center, 100 E. Wynnewood Rd. Wynnewood, PA 19096. For more information please see: http://www.pahrc.net/ 1/1/3 [October 31, 1874-September, 1875]
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◄ IMDb Polls
Poll: The most disturbing bullet-to-the-head scene?
Which of these bullet-to-the-head scenes disturbed you the most?
Make Your Choice
Oh, man! I shot Marvin in the face!
Full Metal Jacket (1987)
Private Pyle (Vincent D'Onofrio) puts the rifle in his mouth in the toilet. -
Boogie Nights (1997)
Little Bill (William H. Macy) kills his wife and her lover, then puts the gun to his mouth and pulls the trigger. -
The Matrix (1999)
Dodge this! -
American Beauty (1999)
The ending. -
The Departed (2006)
Billy Costigan (Leonardo DiCaprio) gets shot in the forehead in the elevator. -
The Deer Hunter (1978)
Nick (Christopher Walken) plays Russian roulette. -
Goodfellas (1990)
Tommy DeVito (Joe Pesci) gets "made". -
The Godfather (1972)
Michael (Al Pacino) kills those two men in the restaurant. -
Drive (2011)
Blanche (Christina Hendricks) gets a shotgun blast to the head in the motel. -
Downfall (2004)
One of the nazis puts a gun to his mouth after realizing that the war is lost. -
Schindler's List (1993)
Lots of different bullet-to-the-head scenes. -
Blue Velvet (1986)
Frank Booth (Dennis Hopper) gets a bullet in the forehead. -
Se7en (1995)
John Doe (Kevin Spacey) at the end. -
Saving Private Ryan (1998)
The sniper scope scene. -
True Romance (1993)
Vincenzo Coccotti (Christopher Walken) shoots Clifford (Dennis Hopper) in the head. -
Sin City (2005)
Hartigan (Bruce Willis) commits suicide. -
Wild at Heart (1990)
Bobby Peru (Willem Dafoe). -
Die Hard (1988)
Takagi (James Shigeta).


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BODY FIRSTRed Yeast Rice (600mg) 120 caps
Retail Price: $24.94 Sale Price: $7.99
Cholestene - Red Yeast Rice Overview
Red yeast rice has become the most-popular and, for many, the most effective over-the-counter option for cholesterol support. Red yeast rice is the active ingredient in Cholestene. In fact Cholestene is a pretty typical red yeast rice supplement, with 600 mg per capsule like many other brands. It may or may not be the best value on a dollars-per-milligram basis compared to other brands, but Cholestene is one of the most popular red yeast rice products, so it's definitely working for some people. Users will need blood tests to determine what effect Cholestene is having on cholesterol levels, and with a series of tests over the course of a few months, determine the lowest effective dose of Cholestene.
Cholestene - Red Yeast Rice Description from HPF With over 34 clinical studies performed in both the United States and China, the Red Yeast Rice ingredient found in Cholestene has been shown to contain compounds that may prevent the production of cholesterol in the liver. These scientific studies have shown that patients taking Red Yeast Rice were able to decrease their total cholesterol levels by as much as 19%. In addition to lowering total cholesterol levels, these studies have shown that Red Yeast Rice caused a significant decrease in triglycerides. This makes Cholestene a highly effective and well tolerated supplement that can be used to help regulate serum cholesterol and triglyceride levels.
started taking these caps about 10 years ago went to doctor said my cholesterol was high if it continued i would have to go on permanent medicine,researched what over the counter vitamins would work,I tried the red yeast rice and my cholesterol dropped 30 points in 3 months been using ever since and cholesterol is fine,also recommended to family and friends
Starting about 10 years ago I began having cholesterol problems. My total cholesterol was up to 220, plus the bad cholesterol was too high, good cholesterol too low. I picked up a bottle of Cholestene at a local health food store. After 3 months my total cholesterol dropped to 134! HDL and LDL went into normal limits. For whatever reason I stopped taking Cholestene and sure enough here I was again with cholesterol at 239! I figured that all Red Yeast Rice products were the same, and would work the same. Well, evidently not! It tried 3 other brands over the course of the last year or so, and none of them had any effect at all. Went back to Cholestene 3 months ago and only took half the dosage and my cholesterol dropped more than 20 points!!! This is the only brand of Red Yeast Rice I'll ever buy ever again!! Don't be fooled. No matter how reputable the other brand might be, only trust Cholestene. Don't wast your time with knock offs!
I have been taking this product for a few years and have lost about 10 lbs going from 173 to 163. My build although never very muscular has become frail-looking especially in the chest. I feel great, play competitive basketball 2x a week but do feel slightly weaker. My stomach has flattened out and I'm pretty sure it's because of the Cholestene. I've been playing ball over 12 years and always kept my pop belly and maintained my weight. After initial taking of Cholestene, the weight and muscle mass has gradually decreased. I only take 1-2 per day. Please provide any feedback, much appreciated.
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GOOD 'N NATURAL Co Q-10 (120mg) 60 sgels
Our Price $15.99
FUTUREBIOTICS Cinna Care 60 caps
Our Price $14.29
NATROL Pycnogenol (50mg) 30 caps
Our Price $14.49
JARROW Red Yeast Rice + Co-Q10 120 caps
Our Price $13.89
BODYSTRONG Raspberry Ketones (250mg) 180 caps
Our Price $4.99
NATURAL BALANCE Red Yeast Rice 60 caps
Our Price $7.89