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My First Stroker Part 3 - LS1 Engine Build
Our garage-built 383 gets its final parts installations, making this stroked LS1 ready to run!
Chris Werner
Nov 1, 2006
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My First Stroker Part 3 - LS1 Engine Build
Jesel offers a specific version of its J2K Shaft Rocker System for just about any Gen III cylinder head on the market-including our ETP 215cc units. ARP hardware and a shotpeened surface are strength-enhancing features that come standard. Carrying PN K2A-SP1218, they retail for $1,525.
Jesel includes a pushrod length checker in all of its rocker kits. This handy item can be finely adjusted within a length range of six to nine inches. The particular model included in our rocker kit is a two-piece (four, if you count the ball ends) not only to enable a wider range of adjustment, but so that the length of each aluminum segment falls within the measurement range of a typical caliper (6 in).
The instructions included with the rockers list a proper preload operating range of .25 to 2 turns on the lash adjuster. Jesel specifies one full turn is the ideal location for the adjuster, so before beginning any measurements, we loosen the adjuster's lock nut, back the adjuster all the way out until it can't turn any more (the adjuster being all the way up in its bore), and rotate one full turn using an Allen key. The adjuster's lock nut is then tightened so that the adjuster will remain at one full turn while we perform our measurements.
Now, the billet steel Jesel rocker stand is bolted to the cylinder head. The supplied 8mm bolts thread into the same holes (helicoiled by ETP) where rocker studs would normally go, making the Jesel shaft rocker system a true bolt-on piece. Before putting the stand in place, you might want to re-torque your head bolts or studs one last time (it should be done a few times as the gasket slowly seats); once installed, the rocker stand will obstruct access to some of them.
After making sure cylinder numero uno's lifters are riding on the base circle of the cam (use the procedure we detailed last issue), Jesel's pushrod length checker is inserted. Here we put it in the intake position-both intake and exhaust must be checked, but which to do first is entirely up to you. You can see that the black adjustable end of the checker is capable of being turned with a wrench, but just your fingers will suffice.
The Jesel rocker assembly is placed loosely on the rocker stand. As you can see, there is one shaft assembly for each cylinder, on which ride an intake rocker (left) and exhaust rocker (right). At this point, roughly adjust the checker so the rocker assembly can sit flat on the stand. You can see the adjustable end of the checker beneath the lash adjuster; though in close quarters, there's ample room to get at it with your fingertips.
Now bolt the rocker assembly to the stand. Each set of rockers is secured by a total of three bolts through its shaft: two stainless 5/16-18 bolts turned with a 3/8 12-point socket, and one 3/8-16 bolt turned with a so-called T50 Plus-a better version of Torx that has more rounded edges at the points. (Jesel is nice enough to supply a T50 Plus socket for you to use.) Again, all of these are quality ARP bolts.
With the rocker shaft bolted to the stand, adjust the checker so it butts squarely against the inside of the rocker's lash adjuster cup seat. Note: during this process, the lifters should not have any oil in them as this will throw off the reading. But if you've already soaked them (as we did last time), the lifters are easily bled down. Simply hold the checker down against the lifter plunger; the lifter will bleed down over the span of just a few seconds. Sometimes this won't work as you can't generate enough force: in this case, pull up on the tip of the rocker and you'll see it slowly lift off the valve further and further. Alternatively, turn down the adjuster and the oil will get squeezed out; it won't tighten firmly until the lifter plunger actually bottoms (just make sure you bring the adjuster back to one full turn after this).
With the lifters free of oil, you'll note that tugging upward on the rocker will allow it to tilt backward, pulling its tip off the valve. This isn't because there's any physical space between the valvetrain components anymore: rather, you're compressing the lifter plunger's internal spring. Unlike solid lifters, hydraulic lifters have a range of travel that allows the rocker tip to stay in contact with the valve, compensating for the expansion and contraction of metal that occurs at different engine temperatures. When adjusting the valves once we have our real pushrods in hand, we'll set the rocker adjuster to put the lifter in its correct "preload" range. But there's also the operating range for the adjuster (.25 to 2 turns): so we're making sure we buy pushrods that will put us within the relatively narrow window where both the lifter plunger and rocker adjuster can be at their proper positions.
Enough with the theory, back to practice. The range of possible hydraulic lifter preload can be confusing (pushrod length measurement is much easier for solid lifters), but just adjust the checker so it's firm against the inside of the adjuster cup and the end of the checker is difficult to spin (thanks to friction). Remove the rocker assembly, take the checker out, and measure its length using a caliper like our Powerhouse unit. We get an overall length of 7.850 inches. Repeating the process on the exhaust, we wind up with 7.890. It looks like we're in the range of 7.900 for the correct pushrod length (they're normally sold in increments of 0.050 inches).
To make sure the 7.900 number is right, we're going to experiment a bit. We'll now set the checker out of the engine; then, in lieu of playing with the length of the checker while installed, we'll alter the position of the rocker adjuster instead. Here you can see this rocker system's cup-seat adjuster in action; turning it clockwise reduces clearance (lowers the adjuster out of its bore; right) and counterclockwise increases clearance (pulls it into its bore; left). Be sure during the following process of turning the lash adjuster that you're actually bottoming the lifter plunger and not simply hitting the adjuster's lock nut against the rocker; have a 12-point 3/8 wrench ready to back this nut off as far as needed.
First, we adjust the checker to 7.950 (the next possible length pushrod we could buy) and see if it'll work. It doesn't: the adjuster causes the lifter plunger to bottom out at only a turn and a half. After adjusting the checker to 7.850, we try again and find that after two full turns on the adjuster, there's still a ton of plunger travel left before bottoming it out. In fact, the plunger doesn't bottom until almost 3 1/2 turns of the lash adjuster-way past Jesel's proper spec. (Here you see us backing the lock nut off even further to get to this extreme 3 1/2 turn position).
Bringing the checker back to 7.900 inches and putting it in place, we find that at a quarter turn on the rocker adjuster, there's too much play in the lifter plunger; but at exactly two full turns, the plunger bottoms out. This means that where we'll need to be on the lash adjuster is somewhere between .25 and 2 turns (2 1/2 when tested on the exhaust)-just about what Jesel specifies. We double-checked on cylinder number eight (passenger side rear) and got near-identical results: so 7.900 is as good as we are going to get!
Our pushrods of choice are Manley PN 25712-16 Swedged End Pushrods. Retailing for $140, these suckers are made from heat-treated 4130 chrome moly and feature a 0.080-inch wall thickness and a black oxide finish. While these particular pushrods are 5/16 in diameter, larger diameters are available for truly sick valvespring pressures. They're manufactured in Manley's Lakewood, N.J. facility for top-notch quality and are readily available in length increments of 0.050 inches (and in some cases 0.025).
After a thorough cleaning, slide all 16 pushrods into their holes. It's critical that you look through them to make sure no crud occupies their center oil passages; otherwise, the upper valvetrain could be starved of oil and accelerated wear will result.
We need to install and adjust each rocker arm set one at a time since at any given point in the crank rotation, different valves are open on various cylinders. Remember, each rocker assembly can only be bolted on when both valves on that cylinder are closed. We begin with cylinder number one. Before popping the rockers atop the stand, we lube the tips of both pushrods with Jesel's provided extreme pressure lube; this will ensure proper break-in of the pushrod tip/rocker adjuster surface meeting (an area that experiences a large amount of force). This is the only area of the Gen III engine where any sort of "break-in" lube is required.
To ensure we are at the number-one firing position (where both valves are sure to be closed), we can again look through this convenient hole in the lifter valley and see whether both cylinder one's lifters are on their cam lobe base circles. Recall that you might have to press down on the pushrods to get the lifters to come down out of their trays.
Now, after putting some more extreme pressure lube under the rocker lash adjuster cup seats (which Jesel makes out of super-tough tool steel by the way), adjust them all the way up into their bores and bolt the rocker assembly in place. The T50 Plus stand/shaft bolt gets 45 lb-ft and the two 12-point ARP 2000 stainless steel 5/16-18 shaft bolts receive 35 lb-ft of torque. With the rockers secured, we can adjust the rockers one at a time using the above-mentioned decades-old procedure...
Spin the pushrod between your fingertips while slowly tightening the adjuster with a 1/8 hex wrench. When the pushrod becomes difficult to spin, stop; you've just taken all the "lash" out of the lifter, meaning the pushrod is now seated on the lifter and pressing against its plunger. Make sure what you're feeling here is tension from the lifter plunger's internal spring and NOT the plunger being bottomed out! At this point, Lunati's valve adjustment instructions state to add another 1/2 turn on the adjuster, which we do. Just as a double-check, remember this "proper" position and keep turning the adjuster until the plunger bottoms; the proper location should be at least .75 to one full turn back (in this author's opinion).
After bringing the adjuster back to its proper position, the lash adjuster's lock nut is then torqued to 25 lb-ft. Jesel says overtightening this nut is the most common cause of rocker failure, so make sure it's tight to spec (but get it pretty tight before putting the torque wrench on so you know the adjuster itself won't spin while the nut is being secured). Having addressed both the intake and the exhaust rocker, cylinder number one's rockers have been properly adjusted, so we'll move on to the other cylinders.
We chose to go along with the firing order of the LS1 engine (1-8-7-2-6-5-4-3) but you can go in whatever order you'd like; just don't confuse which rockers have already been bolted on and adjusted! For cylinders where you can't see the lifters (3, 5, 4, 6) it's hard to know when they're on the cam's base circle, so you'll need to spin the engine and watch the pushrods and/or rockers move (noting again that pushrods without rockers won't go down without pressure on them due to the GM lifter trays holding the lifters up).
Watch for any minor interference issues as you go through the process of installing and adjusting the rockers. When bolting on the rocker assembly for cylinder seven (driver's side rear), we found the exhaust rocker was in close proximity to the head's valve cover rail. The area was meticulously masked off and lightly ground with a die grinder, with care being taken not to go so far as to potentially affect the sealing of the valve cover gasket. With the rocker assembly reinstalled, the engine is spun over to make sure no interference exists at any point in the rocker's range of motion. Success!
The remainder of the rocker assemblies were bolted on and adjusted without problem, and the installed Jesel J2K Shaft Rocker System looks just as good here as it does under the hood of the C6R. You'll note in this final photo that we've masked off all the intake and exhaust ports; with the valves now operational, we don't want anything accidentally falling into a port and finding its way inside a cylinder-necessitating head removal (both of the cylinder, and perhaps that of the clumsy perpetrator)!
The valley cover includes provisions for the LS1's two knock sensors to be isolated from the oily engine interior. GM recommends that new knock sensor grommets be installed in the valley cover ($3.41 for a set of 5, PN 12558177), which we do here after knocking the old ones out with a socket and hammer. They're lightly lubed with oil before installation.
Here's a look at the LS1's driver side (bottom) and passenger side (top) valve covers. One can see the PCV baffling located on the underside of each, which in our case prevented them from being reinstalled as-is. A good bit of material removal, trial-fitting, followed by more material removal will be required until the valve covers will fit. We've got our fingers crossed!
The underside of the driver side valve cover has a stamped metal baffling piece running along its top edge, which the adjusters of our rocker arms bashed right into. It comes off by a light grind of the aluminum tabs holding it down, followed by simply yanking it out.
Many of the cast-in aluminum tabs that held the metal baffling to the underside of the driver side cover will need to be ground away, and most significantly, the far rear rocker (number seven exhaust) interferes heavily since the cover sits lower here in the vicinity of the PCV system grommet. Significant grinding had to be done, but we were very cautious not to go too far and break through to the outside, rendering our valve cover useless (save for a possible JB Weld fix).
As to the passenger side valve cover, things aren't as bad; in fact, none of the aluminum underside of it actually hit the rocker arms. Rather, the black plastic baffling-and aluminum vanes holding them-jut very deep and hit the actual shafts of the rocker system. It's a simply matter of snapping off the plastic, then cutting and breaking out the aluminum vanes, as shown here.
Once clearance is checked and verified to be OK, the valve covers are thoroughly cleaned of all metal shavings and set atop the heads. Being sure to use a new GM valve cover gasket (PN 12560696), torque the stock valve cover bolts to 106 in-lb. Turn the crank over at least twice (one cam revolution) and make sure you don't hear any contact under the covers. If it sounds OK and there's no binding as you're trying to turn the crank, you should be good to go!
We weren't able to get our hands on a new GM valley cover gasket (PN 12558178) in time for our engine assembly, so we were forced to reuse the stock one. Like the oil pan and front/rear cover gaskets, it's a controlled compression aluminum carrier design like we described in our gasket sidebar last issue. After thorough cleaning of all surfaces, the valley cover is set in place and the bolts torqued to 18 lb-ft. Though ARP has bolt kits available for the valley cover (PN 434-8001, $36.04 for stainless hex-head bolts), we had to use our F.A.S.T.-supplied button-head cap screws which, with their flatter heads, give enough clearance for the thicker-than-stock F.A.S.T. intake to sit above.
By virtue of their location in the valley area between the cylinder banks, the LS1's knock sensors are excellently positioned in the block to sense engine acoustics. They look the same as the knock sensors GM has been using since the TPI days, but are specially tuned for the acoustic signature produced by abnormal combustion in the LS1's aluminum-block engine. They are torqued to 15 lb-ft with a 7/8 deep socket. Don't overtighten these suckers, they're sensitive pieces of equipment! The piece of wiring harness that connects to these two sensors must also now be installed as the intake manifold is soon to go on atop them.
The main upgrade we chose for our ignition system is a set of MSD's Multiple Spark Coil (MSC) LS-1/LS-6 Blaster Coils. The coils are sold for $578.60 under PN 82458 and fit nearly all Gen III engines; MSD also has available a PN 82468 "MSC II" coil kit for Gen III engines that use a different factory wiring harness connector (such as GM trucks). Also pictured is a custom-fit MSD 8.5mm Super Conductor Wire Set that retails for $59.30 (PN 32823). Also available in red, this particular wire kit actually is designed for GM trucks and is a bit longer than the Camaro/Corvette wire kit; this helps make up for the extra coil-to-plug distance caused by our ETP heads' raised valve cover rail.
We picked up a set of ARP stainless hex bolts (PN 434-2302, $68.56) to attach the stock coil brackets to the valve covers, not realizing that MSD actually includes new plated bolts with its coil kit (see the sidebar for more detailed info on this kit; the provided bolts are high-quality but not quite as good as stainless). GM wants threadlock on the coil-bracket-to-valve-cover bolts, so we oblige; the bolts-five per cover-are torqued to 106 in-lb.
The coils then bolt atop the brackets. To get them to work, some light grinding to the bracket is required, as these coils are slightly larger than the OEM units (thanks to the beefier electronics inside). Also, you'll need to use washers under the coils (some more than others) to space them off the bracket a touch, or else they'll contact the valve cover bolts and other raised parts of the valve cover. Fortunately, we had extras thanks to our duplicate set of bolts from MSD.
We then connect the factory coil wiring harness to each coil. It's a bit of a stretch, but it'll reach with some slight adjustments. While currently capped off with an MSD-supplied plug end, a close look will reveal an extra wiring connection in each coil; it's for an upcoming MSD ignition controller. This controller will reportedly feature automatic nitrous timing retard and other goodies LS1 enthusiasts have been sorely lacking for some time. Look for a test of this item in an upcoming issue!
With the coils in place, we install new NGK spark plugs (since this is a new head, they'll get 15 lb-ft of torque) and pop on our MSD wires, being sure to use adequate dielectric grease on each end. We'll of course have to disconnect the wires from the plugs to get our headers to go on, but you can see here how these wires are more than long enough to reach the plugs. The plug end of each boot is also bendable to just about any angle, which helps orient the wire to clear all exhaust header primaries and other obstructions-a very nice feature.
We were a little confused when we discovered that ARP's engine mount bolt kit includes only six bolts, while each engine mount requires four. Never fear; two of the GM bolts need to be reused on the driver side as they have studs sticking off the top to hold a heat shield. After torquing all eight engine mount bolts to 37 lb-ft, install and torque the stock heat shield nuts to 89 in-lb.
SLP sells this PN 100221 Harmonic Balancer/ Underdrive Pulley kit for 1998-2002 LS1 F-bodies ($236.85). It meets SFI spec 18.1 and as such is engraved with a unique serial number. SLP's 25 percent underdrive design frees up horses while also maintaining proper cooling system operation and alternator voltage. GM demands that a new bolt always be used in the front of the crank (as this bolt is apparently torque-to-yield), and SLP includes one. Not included are new, shorter serpentine belts; our belts ran about $55 at the local (rather high-priced) auto parts store.
SLP says to follow the GM service manual directions and use a J 41665 Crankshaft Balancer and Sprocket Installer tool, but we borrowed a proven-to-work system that includes a longer crank bolt (M16 x 2.0 x 120mm versus the stock 103mm length) and some washers. You can buy a longer bolt like this from a well-stocked local hardware store or an industrial supplier like McMaster-Carr. Also pictured is our LS1's old crank bolt to use in the installation. But the longer bolt is key: if you try to install the balancer using just the old crank bolt, you'll strip the first few threads out of the crank snout.
Position the balancer on the end of the crank, then insert and turn the longer crank bolt to slowly push the balancer onto the snout. Don't lube the crankshaft front oil seal, it is designed to be dry at startup. But you'll probably want to lubricate the underside of the head of the bolt and any washers you have under it (the washers facilitate bolt turning and also prevent the bolt from prematurely bottoming out). Do not lube the threads of the bolt, however. Once the longer bolt bottoms out, insert an OLD crank bolt and tighten until you hit-get this-240 lb-ft. If you can't get it that tight (this would likely take a torque wrench designed for a dump truck), at least make sure you meet SLP's depth spec.
After removing the old crank bolt and ensuring that the crank snout is recessed about 2 1/2-4 1/2mm into the bore in the balancer, the final step is to install the NEW SLP-provided GM crank bolt. Torque to 37 lb-ft, then put on a breaker bar with a torque angle gauge like this one from Snap-On (not properly zero'd here, you'll note). The bolt must be turned an additional 140 degrees. If you don't have a torque angle gauge, just draw some lines with a magic marker and watch them as you turn (140 degrees is about 3/8 of a turn). Though you will need to apply some real force to get the bolt to turn far enough, don't worry about stripping the threads in the crank snout-so long as most of the threads are engaged, they're not going anywhere!
The stock water pump is reinstalled using new GM gaskets (PN 12559271, $4.84) and new, stainless steel ARP (PN 434-3201, $36.25) bolts torqued to 22 lb-ft. You can also see we've put in the stock coolant air bleed pipe here, which runs between the front portions of the two cylinder heads (with rubber hose that will eventually run to a port on the radiator attached). New air bleed pipe gaskets from GM are a good idea too (PN 12551933). Some earlier LS1 engines had a four-point pipe that also ran to the back of the heads, but it can't be used with most aftermarket intake manifolds as they are generally thicker and sit lower; owners of these cars will have to convert to the two-point pipe with GM blockoff covers in the rear.
An SLP 160-degree thermostat was chosen for this build in the interest of gaining the efficiency and power benefits that come along with lower engine running temperatures. Carrying PN 100223, it fits all 1997-2003 LS1 engines and retails for $56.60. The thermostat is installed onto our GM water pump and its ARP bolts (included in PN 434-3201) torqued to 89 in-lb.
Now's a good time to mention an item that could potentially save a whole lot of headache. Though many cooling systems will seal properly when water/antifreeze is poured into the system, once in a while a leak occurs-most often in the head gasket area. This sometimes even happens before the car is run, with water pouring into the cylinders or onto the garage floor as coolant is dumped into the radiator. At less than $5 a pack, these GM Cooling System Seal Tabs can be had at your local dealership under PN 12378254 and will help ensure all coolant-related gaskets in the engine seal properly. Drop them into the radiator, and they'll circulate helpful particles the first time the engine is run.
After removing the masking tape from the intake ports, clean the cylinder head surface thoroughly and look into the ports one last time to make sure no foreign material is in there. Although the LS1 intake manifold uses durable rubber port seals instead of old-style gaskets, they still need a clean surface in order to seal properly. You can see the wiring harness for the knock sensors in the foreground; this is your last chance to install this item before it's hidden beneath the intake manifold!
The F.A.S.T. 90mm top shell (PN 30-54005, $549.95) is drilled and tapped for our nitrous nozzles and assembled to our existing F.A.S.T. inner and lower shells. The manifold is set in place using the existing rubber port seals, but keep an eye on them while you set the intake down as they may want to creep out on you. The stock intake bolts are installed with some threadlocker and torqued in sequence to 44 in-lb and a final pass of 89 in-lb. You'll note that we've already reinstalled our nitrous and fuel lines running to the nozzles. If you're putting a direct port nitrous system on your new stroker motor, now is the time-you'll recall that installing one under the tight cowl of an F-body is quite a task!
Our throttle body of choice is a 90mm Holley LS Series Throttle Body designed for four-bolt mountings (GM LS2, 90mm F.A.S.T. LSX, and other intakes). This anodized aluminum unit features a contoured inlet and a throttle shaft that is fully rollerized to prevent annoying throttle sticking. It even includes a new throttle cable bracket (not shown). Carrying PN 112-576, it can be yours for $475.
We couldn't use Holley's provided throttle body bolts because they were apparently designed to screw into the built-in threads of a stock LS2 manifold; the F.A.S.T. uses through-bolts that require nuts on their ends. Fortunately, we had a PN 54014 hardware kit from F.A.S.T. on hand and used its bolts. The factory IAC and TPS are also transferred to the new throttle body; as for the Holley-provided throttle cable bracket, we'll attach it once we have the engine in the car.
An engine hoist is another must-have for an engine build, and even though the F-body's engine installs into the car from below, such a hoist is still needed to drop it from the engine stand into the subframe. The best way to lift any small-block is with a chain attached from the rear of one cylinder head to the front of the other. We used a bellhousing bolt at each location and made sure to adjust everything so that when all slack was taken out of the chain, the chain did not contact any breakable parts and the engine lifted in a neutrally balanced manner.
An assistant is required for the final lowering of the engine, as he or she will provide delicate guidance as you drop the hoist mechanism millimeter by millimeter. (Note that the subframe will need to be sitting on a rolling dolly to enable you to wheel it around and get it all lined up as you are lowering the car onto the subframe; a trip to Lowe's will allow you to acquire the materials for one). Get the engine mounts lined up with their attachment points, and slide in the through bolts; tighten to GM spec. At this point, take the tension off of the engine hoist-the engine will probably want to rock backward a touch, so you might want to use a wood block or two under the back of the engine so as not to overstress the mounts.
Our Speed Inc. fuel rails. There are two PN's here: RGR500, the LS1 High Flow Fuel Rails ($139.99); and RGR501, the Plug & Play LS1 Fuel Rail Installation Kit ($99.99), which includes an LS1 Feed Line Quick Disconnect Fitting. Together, these items make for a fuel rail system that features -6 AN lines and adapts directly to the stock fuel delivery line and just about any intake manifold, making for a very straightforward installation. The provided fittings are top-quality Aeroquip and other brand pieces-a nice touch.
After slipping our 60 lb/hr injectors into the anodized aluminum fuel rails (available in silver, black, blue, or red to match your engine bay), they can be popped atop the intake manifold. Don't forget to lubricate the fuel injector O-rings (both top and bottom). The provided fuel rail bolts get 89 in-lb of torque; be sure to use some locking compound on the threads.
Installation of the Speed Inc. kit involves cutting braided line. Anyone who's done this before knows it can cause some aggravation; but once you get the technique right, you'll appreciate how you can get the fuel lines to just the right length for your application. Wrap some electrical or masking tape tightly around where you want to cut. The best way to slice is with a cutoff wheel. Though we're using one here, a hacksaw won't work very well unless you have one with extremely fine teeth. A couple of trial runs were enough to show us that we needed to switch to a different tool. The key is to cut all of the stainless steel braids cleanly without pulling on them with the tool you're using-any stray braids will make installing a fitting a real hassle.
After the line is cut and any out-of-whack braids dealt with, remove the tape. Though technically improper, a tiny width of tape left on the end can prevent braids from popping out; they are like a Chinese finger trap and will want to increase in diameter with any force pushing on them. (If you do this, make darn sure there are no fuel leaks once the system is pressurized; there shouldn't be if you use a thin enough piece of tape, but you never know.) Lube the socket end of the fitting and use a twisting/pushing motion to insert the line; it will take a substantial amount of force. Then, the hose end portion of the fitting can be inserted into the socket and tightened, all the while making sure the line does not back its way out.
With a fitting on each end, the crossover fuel line is attached to the rear of each fuel rail. The fuel line coming from the tank will fasten to the front of the driver side rail, but we'll have to wait until the engine is in the car to attach this. Note that we are not using a fuel pressure regulator on this engine; according to Speed Inc., such an item is only necessary on a forced induction application.
With the fuel rails in place, we've installed all of the aftermarket parts we acquired for this "My First Stroker" project. Our 383 LS1 looks pretty badass, if we must say so ourselves! Once in the car, most of its beauty will hopefully still be visible; though with the notoriously cramped F-body cowl, there's only so much we can expect!
The positive crankcase ventilation (PCV) system can't simply be unhooked from the engine intake without creating massive vacuum leaks. Therefore, one must install blockoff caps at all locations where PCV lines formerly connected to the manifold and throttle body. Rubber caps like these are readily available at your local auto parts store.
In addition, a PCV system cannot just be disconnected from the valve covers and capped off. There needs to be a way to vent the crankcase pressure that is found in any engine (predominantly due to the gases that inevitably leak past the rings under power). If this pressure is not vented, various seals will be compromised and you'll have oil leaks galore-in addition to potentially damaging the engine otherwise. Our method of choice is to install a valve cover breather, like this one available from Speed Inc. (PN IZM0003). It screws into the factory oil fill cap location and can be had for $44.99.
As the valve cover breather will install into the passenger side valve cover, we still lack a way to bleed pressure buildup from the driver side. Though expert opinions differ on the necessity of such a provision, the LS1's lack of an open lifter valley made us think twice about simply letting pressure naturally find its way over to the passenger side. After all, all of the LS1's valve-cover-to-intake hookups occur on the passenger side, and the factory felt the need to connect the two covers. You can see here how we've left the factory balance pipe between the valve covers intact (with some lengthening needed thanks to increased valve cover height), but have cut and blocked off the tube (finger pointing) that originally ran all the way to the intake just aft of the throttle body.
We won't go through our flywheel and clutch installation in detail as you can read about it in a recent issue (see "Forward Motion," March 2006). Here's the short version: we picked up a set of ARP's PN 330-2802 LS1 flywheel bolts ($34.34) for our SPEC flywheel. They were Loctite'd and tightened to GM spec in sequence. A new pilot bearing (GM PN 14061685, about $16.00) was installed in the back of the Lunati crank. Our clutch alignment tool was put in place and the SPEC pressure plate was tightened atop the clutch disc using ARP's PN 134-2201 LS1 pressure plate bolt kit ($18.87). By the way, this Stage 3 SPEC clutch is rated up to 680 lb-ft so it'll be capable of handling the newfound torque of our stroker-at least while naturally aspirated.
With the clutch bellhousing in place, our long-tube Dynatech headers can now be bolted to the heads. For a full installation and review of these headers, see "The Sound! (And The Fury)" in our May 2006 issue. Since the ETP heads have a relocated spark plug, we were concerned about interference with the header primaries; but our worries turned out to be unfounded, particularly as the angle adjustability of the MSD wires' boots make creating clearance with any header a cinch. The factory air pump and fittings can then be attached to the engine and headers.
It makes things a lot easier if you bolt the transmission to the back of the engine before lowering the car onto the subframe, avoiding any need to futz with a trans jack in the cramped F-body trans tunnel. Now's a good time to install a new throwout bearing too. Carefully line up the tranny and gently slide it into the clutch; the transmission bolts get 37 lb-ft.
Most engine accessories can also be installed onto the engine while it sits in the cradle/subframe. Here we've already attached the alternator and are bolting on the power steering pump. Note that the power steering pulley must be removed for pump removal and installation, which is easily done with a generic pulley puller/installer tool (they're widely available).
Of all the conveniences the F-body's removable-subframe system makes possible, perhaps the best is the ability to install the wiring harness onto the engine and transmission prior to its insertion. The overworked/underpaid-looking dude you see here is viewing a pre-removal photograph (perched atop the strut) for guidance on where all of the wires are to be routed. We'll also note that while the engine has been out of the car, the A/C compressor has been left hanging under the vehicle; you can see it above said dude's head. This avoids having to decompress the system and buy new R-134a (along with getting moisture into the A/C system and possibly destroying it).
Time to lower the car onto the engine! You'll definitely need an assistant or two to help, as someone needs to operate the lift while another makes sure the cradle is going in straight. Many fine adjustments to the location and pitch of the cradle will be needed as the vehicle is slowly lowered (small wooden blocks are a big help); use extreme care to make sure nothing gets crushed, bent, pulled, or otherwise screwed up. Areas of particular note to watch are the steering shaft and twisted mess of brake lines near the driver side strut tower; they'll need to be lined up and slipped into place as the car is lowered. Botch them up too badly, and you'll be dropping the subframe again!
With the right amount of finesse, the dowel pins in the cradle will line up with those on the frame and the cradle can be attached (only six major bolts hold it in). This is the mess you'll be left to deal with once the engine is in place: a not-insignificant portion of the wiring harness, currently piled atop the intake, must be snaked over to the computer location behind the passenger side front wheel. You'll also need to connect all coolant hoses, bolt up the A/C compressor, attach the torque arm to the back of the transmission, and reinstall lots of other little things before you're ready to run.
As the inlet location for the Speed Inc. fuel rails is at the front of the driver side rail, the OEM rubber fuel line won't work (it's attached further back on the stock rail). Since we're leaving the purge canister system functioning on this vehicle, we separate the rubber fuel line from the fuel vapor line by delicately slicing the heat shielding wrapping them together.
The stock rubber fuel line segment is removed from where it connects to the factory hard lines adjacent to the shock tower using a 3/8 fuel line disconnect tool available at just about any auto parts store (it's just a small piece of plastic). You can see we've cut the correct length of braided line, attached its fittings, and are now tightening it to the fuel rail inlet. Speed Inc.'s included LS1 Feed Line Quick Disconnect Fitting enables the finished line to snap directly onto the factory hard fuel line coming from the tank. As to the front of the passenger side rail, Speed Inc. supplies a plug for it; but since our nitrous system needed a fuel source, we acquired the appropriate adapter fitting locally (only $6 for a steel 3/8 to -4 AN).
After pouring in 5.5 quarts of 10W-40 Pennzoil conventional oil (see our discussion of break-in fluids and procedures next time), our Speed Inc. helix-mount breather is then affixed to the passenger side valve cover. The polished aluminum mount is twisted in by hand (a strap wrench may come in handy) and the breather simply pops on top. This washable breather comes off easily for when you need to add oil, yet stays put thanks to a beveled edge machined into the inside of the mount.
We found that the stock throttle cable bracket wouldn't work with our new Holley throttle body, as it sat too far back to allow the throttle to completely close (even messing with the cable adjuster wouldn't give us enough slack). Never fear: Holley's provided throttle cable bracket (absent from our previous photo thanks to us "misplacing" it) provides the solution. It bolts not to the molded-in location on the manifold, but to the upper left throttle body bolt and the front intake bolt. This moves it forward enough to allow the cable to properly reach. Holley also includes a longer bolt and spacer to move the throttle cable bracket even further forward if need be (nitrous plate being used, etc.).
Home at last! After a few final adjustments to get the airlid and MAF on properly with our new throttle body, this 383 LS1 is good to go. You can see fingerprints and hastily routed wiring lingering here and there, but we're not looking to hit any car shows right away: we want to get this sucker running, tuned, and ready to kick ass! Hate to leave you hanging, but make sure you pick up a copy of the next issue of GMHTP for full dyno and track results, a breakdown of all the parts and funds we spent on this project, as well as a synopsis of computer tuning and other issues that go along with any new engine.
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Vallejo gets first look at bankruptcy exit plan
VALLEJO, Calif. (AP) - The bankrupt city of Vallejo has begun to lay the groundwork for how it plans to maintain public services while paying off creditors over the next five years.
The Times-Herald of Vallejo reports that the business plan includes only $5 million to pay creditors asking for $40 million to $50 million.
The plan also anticipates maintaining city staffing at current levels.
The Vallejo City Council examined the plan for the first time Tuesday. A vote is scheduled for the end of the month.
The San Francisco Bay area city of 120,000 filed for bankruptcy protection in 2008 amid a revenue crisis.
The city has since shuttered fire stations and cut funding to senior centers, libraries and public works to save money.
Information from: Times-Herald, http://www.timesheraldonline.com
Subscribe to the Ventura County Star
Need Help? Call us at 1-877-710-6182.
Monday-Friday: 6am-3pm / Saturday: 6:30am-10:30am / Sunday: 7am-11am

subset: commoncrawl


text:
Select Local Merchants
DryecoRead MoreDryeco Green Cleaners believes that the pursuit of clean shirts, blouses, and spring scarves shouldn't make the atmosphere a smudgy mess. Environmental kinship extends starts with the GreenEarth process of non-toxic cleaning agents that deliver a deep clean without color fading or fabric shrinking and never poison adorable dachshunds. All solvents and degreasers are safe for the environment and safe to the bodies that don their fresh frocks. Dryeco also supplies its customers with a pair of free laundry bags that bypass disposable plastic satchels, and all cleaned goods are delivered in packaging that is partially degradable or made from post-consumer products.18660 Collins AveSunny Isles Beach, FL US
Silver Isles CleanersRead MoreThe experienced dry cleaners at Silver Isle Cleaners keep duds crisp and stain free, but they don't stop there. They go beyond suits, shirts, and slacks to repair, dye, and polish shoes, clean handbags, and preserve gowns from weddings and christenings. Household goods will also find themselves in capable hands as the crew uses their dirt-lifting prowess to restore comforters, drapes, curtains, and rugs, Best of all, a small fee ensures clothes owners can have their habiliments back the next day by noon, so long as they drop them off by 9 a.m., allowing a single suit to go from mud-wrestling uniform to interview wear within about a day.16375 Miramar ParkwayMiramar, FL US
Sudsies Dry CleanersRead MoreWhen big dreamer Jason Loeb decided to open a dry-cleaners, he wasn't content with the impersonal pickup and drop-off system of traditional shops. Instead, he dreamed up a full-service production that not only offered advanced, effective and eco-friendly cleaning services, but complimentary pickup and delivery services as well. Today, his fleet of 10 sky-blue vans traverses the Miami-Dade, Broward, and Palm Beach Counties, delivery freshly washed and folded items to customers' homes, yachts, or shells. Back at the shop, an accommodating staff washes garments with DFE-certified green products, while extending its expertise toward a variety of alteration and carpet-cleaning services. The company's commitment to exceptional service and environmentally friendly practices has won praise from Miami Sun Post's Business Focus.6786 Collins AveMiami Beach, FL US
Brickell CleanersRead MoreLargely focusing on trigger-point therapy, the certified massage therapists at Body By Design work to lessen the pain caused by muscular issues, ranging from headaches to postural problems. A wide variety of modalities aims to to address an even wider variety of ailments, like simple tension.959 West AveMiami Beach, FL US
Klinit CleanersRead MoreInside four Miami-Dade-area locations, Klinit Cleaners?s staffers spruce up domestic textiles of all sorts. They systematically remove smells and stains from sweaters, suits, and coats during dry cleaning treatments, or wash, dry, and fold other laundry by the pound. In addition to cleaning clothes, staffers also tailor hems, replace buttons, and repair shoes worn down by never-ending games of Red Rover. Customers can pick up their newly rejuvenated garments in-store, or arrange for complimentary delivery.100 South Biscayne BoulevardMiami, FL US
USA ClothingRead MoreGive Good Works, which the Miami New Times named Best Secondhand Store in 2009, equips customers with an ever-changing array of lightly used vintage clothing items, antique and modern housewares, and one-of-a-kind treasures. Volunteers at the accredited 501(c)(3) charitable organization diligently stock the shelves with items including books ($2.50), designer handbags ($9.75+), and DVDs ($5.75). Visitors explore the archive of urban relics in search of vinyl LPs ($2.50) to feed home stereo systems. Vintage clothing items ($9.75+) allow wearers to infuse their wardrobes with classic style, and designer shoes cloak toes in modernity like a foot rub from an astronaut. A selection of kitchen instruments allows homeowners to stock up on necessities, and children's clothing items ($1) and linens ($5.75) keep patrons stocked with backup supplies for growing kids and beds. Give Good Works funds a variety of community services with proceeds from sales.2401 NW 5th AveMiami, FL US


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photo update – set pictures
30 Jan 2013, Los Angeles, California, USA — Justin Timberlake seen filming his music video at El Rey Theater in Los Angeles, CA.
photogs spotted Justin and Jay-Z on the set of their new video for suit and tie, which should be coming out soon. check out the pictures of them on set in the gallery.
Candid Pictures > 2013 > 1/25/13 Justin and Jay Z on set of suit and tie
I added a set of Justin at grand central, well here are a few more to enjoy.
Justin filming his latest movie project "Runner, Runner" outside Grand Central Terminal in Midtown Manhattan. lookin cute as hell, but cold…. yeah thats that east coast chill baby. BRRRR
Movies > Runner Runner > 12/16/2012 filming outside Grand Central Terminal
damn he's lookin good…. too bad I have work …. kinda distracting knowing he is just a few short minutes up the parkway.
Movies > Runner Runner > 8/20/2012 Filming action scene
EXCLUSIVE: EXCLUSIVE: Justin Timberlake films "Runner Runner" in Puerto Rico
EXCLUSIVE: Justin Timberlake filming his latest movie "Runner Runner" at the Santa Maria de Pazzis cemetery in Old San Juan, Puerto Rico. Timberlake was filming a kidnap scene and can be seen wearing handcuffs with a bag over his head.
Movies > Runner Runner > 8/15/2012 filming in Old San Juan, Puerto Rico.
Justin Timberlake and Anthony Mackie filming together on the "Runner Runner" set at Old San Juan-Santa
Movies > Runner Runner > 8/9/2012 filming runner runner with anthony mackie


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Quake MOD - In The Shadows
In the Shadows
Have you ever wanted to sneak around the Quake universe, pick the right moment to bypass the guards and steal all of the loot? This modification for quake will allow you the player to become invisible at a certain range and then plan your way through various locations using new stealth gameplay. The MOD will follow the story of Lord Aramis, the champion of the people and sadly the betrayer of the Kingdom as you discover what price he paid for his lust of power. Featuring many new monsters, improved AI path finding and plenty of uniquely textured locations, this MOD hopes to let players experience stealth combat in a different light.
The Quake Modification "In the Shadows" will feature new and updated monsters, a large amount of art assets and a funky new combat system, stealth! Yes I know, probably an unusual combination, slow paced strategic combat layered on top of a fast paced classic run, gun and shoot fps! It certainly is a strange idea, but it is something I have wanted to experiment with for some time due to my crazy obsession with the Thief series and all things sneaky like.
Here is a link to a youtube video showing the basic tutorial section of the first map, "Temple of Swords"
The Stealth system is defined by three types of combat, assassination, avoidance and chaos. Each style present the player with a different set of rewards that range from easy assassinations to the ultimate form of stealth, completing a level without inflicting any physical damage. As always with stealth combat, how the player wants to approached a level is totally their choice and most routes in the new maps with the MOD will support all three types.
Some parts of the world are designed for certain types of combat and by far the most difficult to master is avoidance, the art of passing through a location without being detected and not using any physical violence. As each area is navigated the risk to the player gets worse because previous rooms and corridors are full of patrolling guards who will not think twice about hunting down the player across long distances. The special stealth alcoves offer the player the chance to hide without being detected but these places are not perfectly secure and will be discovered during combat or if the guards are hunting for the player close by.
The poison bolt is the wild card in the pack, it makes the guards randomly attack another guard nearby and this can produce some very chaotic results. It certainly offers the most mischievous fun with lots of opportunities for the classic Quake infighting, but it also can be dangerous with the chance of being detected greatly increased.
The art of distraction can offer many challenges like how close the bolt needs to be before a guard will notice, to the fact that walking patrols ignore all distraction until they are stationary. Distractions do not last forever and each guard will eventually turn back to what they were doing before which can be tricky if trying to influence a large group. One useful trick is to use the distraction bolt to the back of the guard, which makes them move and investigate. This is a perfect opportunity to sneak past while the guard is busy cutting the air in the hope of finding something lurking in the shadows.
Here is a link to a youtube video showing the new stealth combat in the first map, "Temple of Swords"
If you want more information or are interested in following the MOD more closely I have setup a page on my website http://www.simonoc.com/pages/design/sp/its.htm if you want further information. As always, feedback is welcome and any questions you may have please leave in the comments below.


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Old-fashioned Raised Pork Pies
These were originally raised by hand using old-fashioned wooden pie moulds but, in the 21st century, deep muffin tins make everything so much simpler. The most famous English pork pies come from Melton Mowbray and traditionally, a very small amount of anchovy essence was used to add subtle additional flavour.
Makes 6
|Oven temperatures and Conversions
|Click here for information
|You will also need a non-stick muffin tin, with 6 cups, each one 3 inches (7.5 cm) across the top, and about 1¼ inches (3 cm) deep, lightly buttered, a plain 3¼ inch (8 cm) pastry cutter, and a baking sheet.
This recipe is taken from The Delia Collection: Pork.
Begin the recipe by preparing the meats which need to be coarsely chopped in a processor using the pulse button – you need a chopped rather than a minced effect. Then simply combine all the filling ingredients and give everything a really good seasoning. Pre-heat the oven to gas mark 4, 350°F (180°C).
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13 Haunted Places to Visit
Do you believe in ghosts? If you're one of those "seeing is believing" types, then it's about time you check out these infamous spots. Warning: Enter at your own risk.
Lizzie Borden House
Fall River, Massachusetts
Located just 50 miles south of Boston, this house is where the murders of Andrew and Abby Borden took place in 1892. Although acquitted of the murders, Lizzie Borden was the prime suspect in the gruesome deaths of her father and stepmother. Book a room at the bed and breakfast (you'll even be served the same breakfast Andrew and Abby ate on the day they were murdered) or if you're too scared to stay the night, sign up for one of the daily tours.


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Productivity and American Leadership, by William J. Baumol, Sue Anne Batey Blackman, Edward N. Wolff; Made in America, by Michae
The perennial debate over the position of the American economy in world affairs has lately intensified. The dominant contention these days is that the U.S. has fallen behind industrially, with practically all the arguments resting on grand theories of the rise and fall of nations or, at the other extreme, on more or less casual evaluations of current events. A refreshing contribution of an entirely different order appears in these two books.
The first, Productivity and American Leadership: The Long View, is grounded in history and in a statistical crystallization of trends in national production over the past 200 years. The authors find our country still basically robust, though possibly in need of revised government policies to ensure its continued leadership. The second, Made in America: Regaining the Productivity Edge, the work of nine teams of analysts, undertakes an in-depth investigation of current American managerial practices and unearths evidence of serious deficiencies; its outlook is commensurately much less sanguine. In part the two approaches are complementary, but the first book is by far the more successful work.
According to the authors of Productivity and American Leadership, a nation's economic vigor depends fundamentally on its ability to sustain a high rate of productivity in the long run (as opposed to the ephemeral ups and downs of business fluctuations). As Baumol, Blackman, and Wolff describe it, it was a modest but sustained upward shift in productivity starting in the mid-1850's that within a mere 100 years transformed economic conditions which we today would think of as "widespread abject poverty" into what people in those days would have called "a fairyland of incredible widespread munificence." Since 1870, the authors find, the average growth rate in production per capita has been maintained at a bit more than 2 percent per annum. That is enough to have yielded an eleven-fold increase in the per-capita level of living—and enough to have thrust the American economy well ahead of its major trading partners.
The study views the "stagflation" disaster of the 1970's, extending into the early 80's, as merely "a short-term" deviation from this trend, denoting the end of an "extraordinary period of postwar growth" and presaging a return to normal. It was during these years that some "catching up" appeared on the international scene, enabling hitherto lagging countries to move up "toward the United States but not (necessarily) to surpass it." Overall, in the decade just ended, the business expansion in America has exceeded the long-term growth rate by a record margin and roughly matched the pace of Japan—despite the latter's start from a much lower level and its virtual national mobilization.
This is not to say that the authors find cause for complacency. To ensure our economic lead, or even to remain high among the leaders, may require significant changes in public policy, and to that end they offer a number of proposals. These include adjustments in the capital-gains tax to encourage savings and investment, eliminating the unproductive expenditures of government that now needlessly compete for resources with the private sector, strengthening the contribution of research and development by improving prevailing regulations, and paying more attention to the way other countries do things. For example, they write, "While Japan has an active and hard-working government office devoted to technology transfer, the U.S. government offers little that can be taken as a counterpart." Up to now the U.S. has been doing most of the giving of technology and hardly any of the taking. Hence the authors would establish an official agency "to encourage the transfer of foreign technological developments to the American economy."
In its recommendations Productivity and American Leadership unavoidably moves into partly or wholly uncharted territory. But that aside, it would be difficult to find a statement of substance beyond documented evidence. In this and other ways, the book can stand as a model, and—a rarity in economic tomes—one that is graced by perfectly lucid expository prose. In a discipline often riven by ideological conflicts, it seems as coolly objective as a study of this kind can possibly be. In fact, Baumol, Blackman, and Wolff admit that the results they came up with were professionally disappointing to them, for all three authors had been swayed by the pessimism that swept through the Ivy League during and after the 1970's, and had put their dark thoughts about the American economy in writing. Only after probing more deeply did they discover they had been wrong.
The authors of Made in America: Regaining the Productive Edge have done no such probing. The consensus academic view that the U.S. is in grave trouble, lagging in productive energy and mired in outworn managerial and production practices, seems to be taken for granted by all sixteen authors of this book—for Made in America is the product not only of the three economists whose names appear on the jacket but of the other thirteen members of the MIT Commission on Industrial Productivity as well, and from the text itself one gleans no clue as to who is responsible for what. The result is an institutionalized document with all the charm of a Department of Treasury brochure plugging savings bonds.
Yet despite its stylistic and ideological handicaps, Made in America does contain a signal contribution—the "industry studies" grouped in the 130 pages or so toward the end. These are derived from on-the-scene analyses of eight major manufacturing industries and include the results of personal inspections and some 550 interviews conducted by nine teams of researchers. The eight industries are automobiles, chemicals, commercial aircraft, consumer electronics, semiconductors, computers and copiers, steel, and textiles.
A common characteristic of the industries selected is a substantial increase in competition from imports, mostly but not exclusively from Japan. This is the "catching-up" effect, duly noted also in Productivity and American Leadership, whereby America's economic lead over its competitors was reduced through the 1970's and into the early 1980's. Part of this process was almost surely inevitable, as destined in its way as was the very much earlier overtaking of British industry by American. Part was due to our own managerial deficiencies, especially (but not only) the tendency to stress short-term gains over those requiring a longer-term perspective. Practically none was due to a weakness in American science or technology. But the MIT study also discloses another factor of much greater force: the deliberately predatory trade practices of the Japanese and, in a much smaller degree, of the Europeans.
In particular, the Japanese made use of a technique known as "oligopolistic price discrimination." The tactic is essentially simple but potentially deadly. It requires, first, in the exploiting country, a monopoly or a combine of firms acting together like a monopoly. Second, it calls for protective tariffs to guard the home market against imports, or equivalent barriers with the same intent, all of which abound in Japan. These conditions enable the monopoly or oligopoly to charge in its own domestic market the very highest price necessary for yielding the greatest possible profits. Abroad, where the demand for its product is more "elastic" because of competition, the search for maximum profit requires a much lower price.
The impact of the stratagem can be seen in our late-lamented consumer-electronics and still-shaky semiconductor industries. Both were spawned by American technological ingenuity and science: consumer electronics, as the MIT authors write, "was based on a sequence of technological developments that go back to Edison's invention of the phonograph in 1877," while the semiconductor industry took root with the invention of the transistor at Bell Laboratories in 1947. But auspicious beginnings proved insufficient for survival.
Initially there was technology transfer. In consumer electronics the Japanese managed this easily by obtaining licenses for the use of American patents and by gratefully accepting contracts from American firms "for hand assembly of simple products, then the manufacture of components, then for the production of complete systems." So armed, they undertook independent production. The next step was to follow the "price-discrimination" model. In the shelter of their carefully protected home market the Japanese dutifully charged extremely high prices. Abroad, particularly in the United States, they not only accepted the very much lower prices necessary to meet competition, but went further and targeted first one and then another segment of the American consumer-electronics industry with fatally low prices.
The upshot was that from radios to videocassettes, the American industry was almost entirely obliterated. Repeated efforts to secure redress through "anti-dumping" laws proved unavailing. Meanwhile, European nations employed a variety of mechanisms to protect their own consumer-electronic markets, at first from the United States and later from Japan.
Roughly similar tactics were utilized by the Japanese in the market for semiconductors, where the effect was significant though not nearly so devastating as in consumer electronics. The American share of the world market was cut from about 60 percent in the mid- 1970's, when the domestic industry was at its peak, to 40 percent in 1987.
But the decline lay as much in the unique organization of American industry as in Japanese tactics. In the United States, semiconductors are produced by two quite different kinds of firms: the so-called "captives" such as IBM, General Motors, and AT&T, which produce semiconductors exclusively for internal use; and the "merchants"—the numerous small entrepreneurial firms centered in Silicon Valley and similar enclaves elsewhere—who sell their output in the open market. The latter are notably pioneering and innovative, but also financially insecure and unstable; some have annual sales of less than $5 million. Frequently strapped for cash, they have proved eager to sell or lease their own new technologies, and quick to snatch other short-term profits when available. The Japanese have been equally quick to seize the opportunities thus offered and even to invest in pathfinding American firms—foreign investment being all the while generally forbidden in their own concerns.
The relatively tiny American makers, though imaginative and daring, have proved unable to cope with their Brobdingnagian rivals in product design, optimization of processes, or quality controls, let alone in financial resources or marketing. The way things have been going, the direction for American output is downward. Fortunately that direction need not remain unchanged. AT&T, for example, since its dismantlement and partial deregulation, has undertaken a variety of activities outside telecommunications, including production of computers, integrated systems, and work stations; according to recent announcements, it is now primed for marketing semiconductors. IBM has indicated a similar intention. Happily the two companies are among the world's most innovative technological leaders.
The semicondutor and consumer-electronics industries qualify as "worst cases." The remaining six industries studied by the MIT Commission, though similarly subject to "import penetration," all participated with more or less vigor in the great upswing in American industry that began in 1983, and that is fully documented in Productivity and American Leadership. Even the woebegone automobile industry, though it still has much to learn from the Japanese, has managed to build some new plants or refurbish others that outdo their Japanese counterparts in productivity. Yet one would never know from reading Made in America that as the 1980's closed, America's national production per capita led its closest competitor—Japan—by as much as 20 percent, or that the actual difference in living standards between the two countries is much greater than that figure might suggest.
In short, Made in America needs to be read in the light of Productivity and American Leadership, with the former's microeconomic analysis put in the context of the latter's macroeconomic explorations. In that light one does indeed see grounds for serious concern about the American economy, but also much more solid grounds for prudent optimism.


text:
BSNL site defaced as retribution for Indian sites being hacked. Databases copied and deleted from server.Read More
Opera browser vulnerable to exploit that could lead to an attacker taking control of your computer.Read More
LulzSec has dumped passwords of 62000 users on the web. Change passwords for important services like Gmail, Hotmail, Yahoo, Facebook, Twitter, Bank Accounts, Stock Accounts before LulzSec leaks your own passwords.Read More
LulzSec has taken down CIA website CIA.gov and are forwarding prank calls to FBI in Detroit.Read More
The PlayStation Network has been thoroughly compromised. Hackers have access to all your personal details stored on the PSN. Credit Cards used on the PlayStation Network to purchase PS3/PSP games might also have been compromised.Read More
A very noted German PS3 hacker known as graf_chokolo had his house raided by German Police. Sony had apparently complained about this hacker and his work on the PlayStation 3 home console. In retaliation, graf_chokolo released the reverse engineering tools for the PS3′s virtualization software.Read More
China is long suspected to have an elite team of hackers at its disposal but these could have been shed as rumors up until now. Now that we are seeing more on-demand action from China, it gets easier for us to believe such rumors.Read More
Do you understand what your Windows firewall is doing? Is it tough enough to protect your security and privacy? If you have any doubts, you should check out ZoneAlarm's free firewall.Read More
What most of you have not heard, is that the destination of this information superhighway may not be what you had hoped. Where is it leading us?Read More
Get your fix for Windows XP and Windows Server 2003 machines to protect you against a recently discovered flaw.Read More
Laser security system makes use of existing fibre optic and computer technology,making it impossible for hackers to beat.Read More
A hacker breached into a web-based vehicle immobilization system and disabled 100 cars in order to take revenge of his employment termination.Read More


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Come Explore Confederate History
The Museum of the Confederacy's three floors of galleries contain the world's most comprehensive collection of artifacts, manuscripts, and photographs from the Confederate States of America. Be transported back in time as you wander past "Stonewall" Jackson's forage cap, J.E.B. Stuart's LeMat pistol, and Robert E. Lee's field tent. Learn about lesser-known topics like the daily lives of common soldiers, the Confederate Navy, and art from the period.
The centerpiece of the museum complex is a separate structure a few yards north of the museum building, across a shady, peaceful garden. The White House of the Confederacy was where Confederate President Jefferson Davis and his family lived from 1861-1865. Visitors today can tour 11 restored rooms in this early 19th-century mansion, one of the most richly appointed and historically accurate sites remaining from this dramatic period in American history.


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The French company, which includes Puma, Stella McCartney, Gucci and Scottish design house Christopher Kane in its portfolio, ended the day up €12.2 at €172.
Sales across the year rose 11% to €9.74bn excluding acquisitions and exchange-rate movements.
PPR said luxury brand growth helped to offset lower profits at Puma.


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Riches to Rags: 6 Celebs Evicted From Their Mansions
Kylie Jenner Says She Has To Act Fake For The Kardashian Image
12 Celebrities Who Are Kind of Gross
Is Meri Brown Quitting Sister Wives and Leaving Kody Brown?
Hollywood's Weirdest Couple Is Staying Strong
What Does Kylie Jenner Look Like Without Makeup?
Selena's Scandalous Selfie Sparks Drama
This 9-Year-Old Model Is Being Called the "Most Beautiful Girl in the World"
Wow, You Will Not Believe Her Transformation
This Girl's Fake Pregnancy Prank Totally Backfired
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Floyd Mayweather Sued for $20 Million By Ex-Girlfriend He Abused
The Science of Willow & Jaden Smith
5 Celebrities You Didn't Know Where Adopted
Caitlyn Jenner Shows Off Her Tomboy Side
Michael Jackson's Daughter Paris Reveals Her Boyfriend
Taylor Swift Stuns Everyone by Posting Sexy Bikini Pic
Woman Removes Makeup, Reveals Stunning Transformation
Kim Kardashian and Kanye West Having a Baby Boy!
Rob Kardashian Has Finally Resurfaced!
Watch Miley Cyrus Fall Down on Stage Wearing a Fake Butt
The Adorable Children of Reality TV Stars
Halle Berry Can't Keep it Together: The Latest Drama Unveiled
The Worst Celebrity Beach Bodies
Inside The Lavish World of 1 Year Old North West
Kris Jenner's New Boyfriend Claims Kanye and Kim Don't Spend Much Time Together
Scott Disick Talks Baby Number 4 With Kourtney Kardashian
Beyonce Isn't as Flawless as We Thought
Watch Ellen Shut Down Bethenny Frankel's Ignorant Comments
The 5 Most Devastating Celebrity Break-Ups


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News of Riverton, Lander and Fremont County, Wyoming, from the Ranger's award winning journalists.
District 24 receives clean audit
Feb 17, 2014 - By Kelli Ameling, Staff Writer
Fremont County School District 24 received a clean audit for the year ending June 30.
McKee, Marburger and Fagnant, P.C. of Lander evaluated the district's basic financial statements.
"Our audit was 'unqualified,' which is also known as a clean audit," said Kay Watson, chief financial officer and business manager for the Shoshoni school district. "An unqualified option has no reservations concerning the financial statements."
The audit report states the overall condition of the school's funds and activities remain "strong for the district."
"All goals related to financial activities have been met, and if revenues and expenditures patterns can be maintained, the resources for next year will be available," the report stated.
The district saw a 22 percent decrease in long-term debt in 2012, and salaries and benefits made up 72 percent of the general fund expenditures.
Combined net assets as of June 30, 2012, were $8.2 million.
When it came to revenues, the school district had 87 percent coming from property taxes and 11 percent coming from grants.
A majority of the expenses -- 56 percent -- came from instructional; instructional support totaled 13 percent; administration/general support accounted for 12 percent; operations/maintenance was 8 percent; and transportation accounted for 8 percent of the expenses.
Other expenses included food services at 3 percent and interest on long-term debt at .10 percent.
"At the end of the fiscal year 2012, the district had $5,345,360 invested in land, buildings, equipment and contents and vehicles," the report stated. "At the end of the year, the district had $302,914 in long term debt."
According to the independent audit, the district is continuing to monitor enrollment figures, which have remained "relatively steady" with a small growth in the last few years.
The special-education population and the costs associated have grown "significantly," and the district will monitor the funding model and legislation to make sure adequate funding is available.
"Legislators are monitoring mineral revenues closely and are looking at a possible decrease in the surplus accounts," the report stated about economic factors for the next year. "They may result in a decreased funding to the district."


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On September 30, California became the first state to ban the use of plastic bags in stores, leading to a barrage of misinformation from various media outlets claiming the ban would actually hurt the environment. However, these contrarian claims are undermined by research showing that previous bans and taxes have reduced energy use and litter, while doing no harm to the economy.
Jonah Goldberg criticized environmental reporters for focusing on climate change, saying that they were missing "serious problems, such as ocean acidification." However, ocean acidification is caused by the same carbon pollution driving climate change.
In his syndicated column on April 23, National Review Online editor-at-large Goldberg wrote that Republican politicians "still care about the environment," suggesting that they pay attention to environmental problems "such as ocean acidification, overfishing, elephant and rhino poaching, and loss of habitat" rather than climate change:
Contrary to what you may have heard, GOP politicians still care about the environment, but they take their cues from public opinion, not from the green lobby.
Important work is being done on serious problems, such as ocean acidification, overfishing, elephant and rhino poaching, and loss of habitat. None of these issues get a fraction of the coverage they deserve. That's because many environmental reporters think their beat begins and ends with climate change.
Ocean acidification is sometimes known as the "evil twin" of climate change as it is also driven by carbon dioxide emissions, making the ocean more acidic -- surface ocean waters are now about 30 percent more acidic than they were at the beginning of the Industrial Revolution, as carbon dioxide builds up in the atmosphere and is increasingly absorbed by the ocean. Goldberg is correct that ocean acidification does not get the attention it deserves, as it threatens coral reefs that provide coastal protection from storms and tourism, and shellfish that make up a large part of the fishing industry.
Climate change also exacerbates species loss further threatened by overfishing, poaching and habitat destruction -- the other issues Goldberg names as truly "serious." In addition, climate change is itself emerging as one of the main drivers of habitat loss. This is why environmental groups and reporters have focused on climate change, while continuing to address environmental problems from overfishing to poaching, as it is a threat multiplier with global consequences.
While Goldberg is now calling for attention to these particular environmental topics, he has not given much attention to them himself in the past. The only time Goldberg has previously mentioned ocean acidification in his column* was to claim that we could address it by giving the ocean "some antacid" in 2009:
Is the atmosphere getting too hot? Cool it down by reflecting away more sunlight. The ocean's getting too acidic? Give it some antacid. The technology's not ready. But pursuing it for a couple of decades will cost pennies compared with carbon rationing.
Oyster hatcheries have indeed been resorting to putting the equivalent of Tums into hatcheries to make up for the declining numbers of oysters in the ocean, but dumping huge amounts of antacid into the ocean at large is considered impractical by scientific groups such as the Woods Hole Oceanographic Institution.
The only time that Goldberg mentioned overfishing** was in 2005. In that same column was the last time that Goldberg mentioned animal habitats, claiming that the United States had "added vast new habitats for animals" without ever mentioning continuing habitat loss.*** Goldberg has never before covered poaching in his column.****
Carbon dioxide emissions are not just warming up our atmosphere, they're also changing the chemistry of our oceans. This phenomenon is known as ocean acidification, or sometimes as global warming's "evil twin" or the "osteoporosis of the sea." Scientists have warned that it poses a serious threat to ocean life. Yet major American
news outlets covered the Kardashians over 40 times more often than ocean acidification over the past year and a half.
Rising carbon dioxide emissions have caused the oceans to become around 30 percent more acidic since the Industrial Revolution, and if we do not lower the amount of CO2 in the atmosphere, the ocean surface could be up to 150 percent more acidic by 2100. At that level, the shells of some plankton would dissolve, large parts of the ocean would become inhospitable to coral reef growth, and the rapidity of the change could threaten much of the marine food web. According to the National Research Council, the chemical changes are taking place "at an unprecedented rate and magnitude" and are "practically irreversible on a time scale of centuries."
Despite a boom of recent scientific research documenting this threat, there has been a blackout on the topic at most media outlets. Since the end of 2010, ABC, NBC, and Fox News have completely ignored ocean acidification, and the Los Angeles Times, USA TODAY, Wall Street Journal, MSNBC, CNN, and CBS have barely mentioned it at all.
In strikingly one-sided reports, Fox News assailed an anticipated regulation protecting streams from mountaintop coal mining waste. Among other misleading claims, Fox accused the Obama administration of punishing a contractor who said the rule would kill jobs, when in fact, extensive evidence indicates the contract was halted simply because the firm did shoddy work.
Following a lengthy investigation, the national Oil Spill Commission concluded in January 2011 that "the root causes" of the BP disaster were "systematic and, absent significant reform in both industry practices and government policies, might well recur." This week the same panel of experts found that Congress "has yet to enact any legislation responding to the explosion and spill." Rather than implement the panel's recommendations, the House has actually "passed several bills" with provisions that "run contrary to what the Commission concluded was essential for safe, prudent, responsible development of offshore oil resources," said the commissioners.
So far ABC, NBC, CBS, CNN and Fox News have ignored the panel's assessment report, issued just days before the second anniversary of the worst oil spill in U.S. history. MSNBC's Dylan Ratigan was the exception, running a segment on the panel's findings and the ongoing impacts of the spill.
Citing a recent study by the government of Nunavut in Canada, conservative media are claiming that the number of polar bears is "increasing." The takeaway, according to these media outlets, is that concerns about the fate of polar bears in a warming world are overblown. But polar bear scientist Steven Amstrup says these commentators are mistaken.
The polar bears located west of the Hudson Bay are one of 19 polar bear subpopulations, and one of 8 subpopulations that are thought to be shrinking, according to a comprehensive review conducted in 2009. (One population was found to be increasing, three are stable, and there isn't enough data to assess the other seven). Amstrup and others previously analyzed bears captured from 1984-2004 and found that the West Hudson Bay population declined from 1,194 in 1987 to 935 in 2004.
But a new survey by the government of Nunavut, a largely Inuit territory in Northern Canada, puts the population size as of last August at 1,013, according to a widely circulated article in Canada's Globe and Mail. This new estimate is derived from a plausible range of 717 to 1,430 bears and, importantly, comes from an aerial survey, unlike the previous studies which involved capturing and recapturing bears.
Amstrup said media outlets claiming the aerial survey shows an increasing population are mistaking a single point estimate for a trend. "The population size is just a number. It is a valuable number to have, but from the standpoint of population welfare, it is the trend in numbers that is critical," he wrote in an email. Because previous estimates used a different methodology, and covered a different geographic area, they cannot be easily compared to the latest figures, contrary to the media narrative. When the aerial survey is repeated in later years, it will then be able to tell us more about how the population size is changing. In the meantime, the Canadian government is expected to release its latest capture-recapture data next month.
Population estimates are used to determine how many polar bears can be killed each year. Hunting polar bears is a significant source of income among the Inuit, who have been skeptical of dire predictions of popopulation decline.
Amstrup emphasizes that "in the bigger picture, whether any one population is currently declining, stable or increasing is beside the point," adding, "it is criticial to remember that our concern about polar bears is focused on the future." The scientists who spend their lives studying polar bears have been unable to envision how the population numbers can withstand the long-term decline of the sea ice.
More detailed responses from Amstrup below:
From the August 30 edition of Fox News' The Five:
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In response to the suspension of federal scientist Charles Monnett, author of a 2006 article documenting polar bear deaths, conservative media have tried to dismiss the threat posed to polar bears by global warming. On Sunday, a New York Post editorial claimed Monnett's paper "led directly to the 2008 classification of the bears as a 'threatened' species, whose survival is allegedly at risk due to global warming." The editorial, titled "The (polar) bear facts," concluded that there is "no need to weep for 'threatened' polar bears just yet - nor, especially, for the planet."
In fact, the Fish and Wildlife Service's determination that "the polar bear is threatened throughout its entire range by ongoing and projected changes in sea ice habitat" was based on a comprehensive evaluation of "the best available scientific and commercial information on polar bear habitat and projected effects of various factors (including climate change) on the quantity and distribution of polar bear habitat."
Kassie Siegel of the Center for Biological Diversity stated in response to Sen. James Inhofe's claim that Monnett's paper provided "the foundation" for the FWS determination: "That paper was one of literally hundreds of scientific articles cited in the listing."
Indeed, the determination cites many studies documenting how the "observed declines in the extent of Arctic sea ice" has and will affect polar bears, for instance:
From the August 11 edition of Premiere Radio Networks' The Rush Limbaugh Show:
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Conservative media have used the suspension of federal scientist Charles Monnett to declare that polar bears are not threatened and that global warming is a "hoax." Media Matters researchers Jocelyn Fong and Shauna Theel discuss these claims on this week's edition of Environment Matters.
iTunes: http://itunes.apple.com/us/podcast/environment-matters-podcast/id453834604
In response to the suspension of federal scientist Charles Monnett, who authored a 2006 article documenting polar bear deaths, conservative media have claimed that the case exposes "the global warming fraud" and that polar bears are not threatened by climate change. In fact, extensive research establishes that polar bears are vulnerable to extinction due to decreasing sea ice, and human-induced global warming is supported by a robust body of evidence independent of any polar bear studies.
In recent weeks, the right-wing media have used reports of wildlife deaths -- particularly those of bats and birds -- in order to attack wind energy. Although wind turbines are responsible for a number of wildlife deaths, precautions are being taken to reduce the number of deaths caused by wind turbines annually. As unfortunate as these wildlife deaths are, the fact remains that wind turbines provide more benefit to the environment than they do harm to wildlife.
Animals affected by wind turbines have included birds, Golden Eagles, Bald Eagles, and bats. The right-wing media found these deaths significant, but presumably only because it suits their alternate energy bashing agenda.
Wind turbines have been labeled by right-wing media outlets as "the green killer," that are "bad for crop prices!" A Drudge Report post mocked wind energy's eco-friendly reputation:
Fox Nation asked, "Bald Eagles vs [sic] Wind Farms: Who Wins?"
From the June 27 edition of Fox Business' America's Nightly Scoreboard:
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From the June 15 edition of Fox Business' Follow the Money:
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The June 2 broadcast of Fox & Friends devoted two segments to hyping GOP lawmakers' and oil companies' claims that a Texas lizard will cost "thousands of Texas oil jobs" and could cause "the price of gas [to] go up as well."
The segments centered on this: environmental groups have long been asking the Fish and Wildlife Service (FWS) to list the dunes sagebrush lizard -- whose habitat in New Mexico and Texas has been severely threatened by "oil and gas activities, and herbicide treatments" -- as an endangered species. Oil companies and Texas lawmakers say the listing would harm the oil and gas industry in the Permian Basin, an area of prolific oil fields in which the lizards' habitat is located. Environmentalists say such claims are greatly exaggerated and that the area of affected land is very small.
Of course, you can guess how this unfolded on the very environmentally-unfriendly Fox News Channel. First, co-host Steve Doocy invited Texas Land Commissioner Jerry Patterson, a vocal opponent of designating the lizard as an endangered species, on the show to explain how the designation could, in Doocy's words, cost "thousands of Texas oil jobs" and cause "the price of gas [to] go up." From the show:


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