| |
Subject |
Author |
Date Posted |
Forum
|
 |
RE: Throttle body spacers...Performance mod or myth?
Kinda sorta myth and true...
Depends on what type of fuel metering method.
True in that it will lengthen the intake runner, which will increase the
ram effect....but....the additional length isn't much and that length
has to be engineered to match the ICE characteristics desired to be
changed.
True in that the longer intake runner will allow more time/distance, etc
for fuel metered upstream time to vaporize, or to vaporize more completely
True in that fuel metered upstream will or can benefit from getting
stirred to help vaporize it more completely...but there is a down
side to this and that very disturbance will then create vortexes which
will then create 'friction' or impediments to the flow.
Works or has potential application for carb'd and TBI (injectors at
the throttle body)
This is what velocity stacks are based on and works both injection
and carberated.
Myth in that port injection (down stream from this) doesn't benefit.
Port injection is where the fuel is injected close to the intake valve
port....aka...port injection. Direction injection won't benefit from
this either.
Myth in that port injection needs to have the fuel 'stirred', as it is
down stream from this.
There are other attributes. What rpm range do you want to tune to.
The OEMs tuned it to the herd's usage....aka...the fat part of the
bell curve.
These boy racer things are based on pure racing stuff. Some good for
the breed, others just line the pockets of the pitchmen...
|
BenK
|
11/20/09 03:11pm |
Tow Vehicles
|
|
RE: Cold air induction
cold air induction
One of the most abused terms in the aftermarket world.
also one of the most mis-understood...
If you have a turbine feed ICE, then it's not going to be that noticeable
of a change.
If you have a diesel, then it's also not going to be that much of a
noticeable change.
If you have a gasser and don't spend much time in high throttle settings,
there won't be much of a noticeable change.
If you are not going to open up the exhaust, then it's not going to
be much of a noticeable change.
"True" or "actual" cold air is key. Most all of the after market kits
intake engine bay heated air, so it isn't 'cold' air.
Made my own after looking at after market and noticed that they all
ingest engine bay air. Mine gets its air from the outside and there
is a bit of ram effect from the scoop.
Then installed duals and didn't want to go too large, as knew my cam
wasn't big enough. So instead of the traditional 2.5" duals, went with
2.25" duals. 2" would have been a better choice for the OEM cam.
Gained lots above 3K RPM, but lost a bit off idle Almost a stumble
and know when it comes time to rebuild, will go with a bigger cam
but then must not go too much, as I also tow at high throttle settings
GMT400 is what my Sub is and GMT800 & GMT900's have a slightly different
intake, but doable in a similar fashion. It is actually easier on
the newer gasser GMTs. Will have to take a look at my buddies
Duramax to see how much different it is from a gasser.
http://aplsweb.com/Topics/Bens-Air-Box/Bens-Air-Box.htm
http://aplsweb.com/Topics/Bens-Air-Box/Cut-Out.jpg
http://aplsweb.com/Topics/Bens-Air-Box/Intake-Scoop.jpg
|
BenK
|
11/17/09 03:58pm |
Tow Vehicles
|
|
RE: 2001 Excursion V10
Buddy had similar in his and it turned out to be the coils.
He only changed the ones that were ID'd as bad, but ended up changing them
all out after the 2nd cycle.
|
BenK
|
11/17/09 11:07am |
Tow Vehicles
|
|
RE: Weight safety factor to use to compute safe tire load/PSI
Academic and real world in that this also applies to anything with a 'rating'...
Learned a lot during the certification testing of a tire test stand
designed while in college and also working part time as a tire
monkey in a tire shop to also support my racing needs. The DOT engineers
who showed up with a semi filled with tires and tire equipment.
Lucked out that us guys were also into hi-fi and had made a strobe for
one guy who was in a band. We were 'playing' around with that on the
test stand and the DOT guys ended up 'buying' one from us, as we could
dial in the strobe frequency via a computer tied in with the test
stand, where as there wasn't any on the market that they knew of.
First on the air and pressure for a tire. It NOT just for weight
carrying, but mainly to hold or keep the tire in 'shape'.
As the tire has more than weight carrying duties. Like acceleration,
deceleration, cornering, and even shock absorber.
Then there are many, many attributes to a tire and it's surrounding
components.
Take slip angle. The tread a component (compound, type, sipeing, shape
and a host of other metrics). Rim width, bias/radial, aspect ratio,
wheel offset, etc, etc, etc all affect slip angle...including PSI
vs the 'rated' PSI. Finally on 'this', the actual weight being loaded
on it, the terrain, ambient and speed also affect this.
During one of the tests by the DOT engineers, over loading was a key
component they wanted the ability to simulate and gather data.
Hadn't even considered over loading increasing slip angle, but it
does and by a large margin.
So for 'me', this is is pure academic or rhetorical on overloading
a tire, any tire.
Get a bigger tire and/or a higher rated tire for that application.
If marginal, then noodle the merits of over loading vs a proper sized
tire.
On speed, the PSI is still to hold the shape of the tire, but also to
reduce the squirm (flexing, or those waves on the tread/sidewalls) and
the subsequent heating. Which further reduces the strength of the tire,
as the material degrades in it's ratings when above whatever temp
they are rated for...another rating and the subsequent overage to deal with.
Of things I'll 'skimp' on, tires are the last ones. Sure I've been
laid off, so budget an issue. I do now buy tires I'd not have considered
before, but they are all over sized and have very large margins. Just
lesser OEMs, which am finding there are good tires from OEMs I'd not
have considered before.
On the different classes of tires. ST, P, LT and commercial. The first
three has safety beads and carry or manage their weight ratings very
differently than commercial class.
Commercial class has no safety bead and carry or manage weight differently.
Note that most all commercial class has little to no sidewall bend back.
Their bead is very different and is key to how they carry weight.
|
BenK
|
11/17/09 11:02am |
Tech Issues
|
|
RE: Tire max load rating
First, I'm not buying into that for *ALL* tires and *ALL* brands/models. Only
one OEM has that been posted here.
Then note that the tire would more prone to damage from striking a pot hole, curb, etc
when over inflated. As the sidewall will not provide as much give as it did before
the over inflation.
Going over any rating is a risk management (aka...gambling). If you do so, then
make sure you know what you are doing both in what you want to get and what the
risk then is.
|
BenK
|
11/16/09 02:50pm |
Towing
|
|
RE: How important is that sticker on the door?
Well, I got the answer you've all been waiting for - not a legal requirement after sale! So yep, I was wrong - tear it off like the mattress tag.
(Still a question though if a DEALER wants to sell it used but that's a whole different animal)
But...would you buy any truck that didn't have one of these tags????
I wouldn't, as what the heck is it? Otherwise I'd have to look it up via the VIN
and that is too much trouble for me...
|
BenK
|
11/16/09 12:57pm |
Tow Vehicles
|
|
RE: max hitch pin weight
Whatever keeps the TV under it's GVWR and GAWR
Best to weigh your setup axle by axle, both empty and fully loaded to know
|
BenK
|
11/16/09 08:34am |
Towing
|
|
RE: Brake Controller -Cheap vs. Expensive
IMHO, if I an tow a trailer, I'll get the most expensive or best
controller I can and not base it on 'cheapest'. Sure, I'll buy a sale,
but of the one I think is 'best'. I'll not base 'my' trailer controller
on 'cost' alone.
A rhetorical comment/question, as I have a P3 and no experience with hydraulic
based controlers.
My background is motor controls, process controls, factory automation, etc.
The brake systems in all of the vehicles I've ever worked on, or looked at all
has the pedal switch activate BEFORE the MC piston rod has engaged the hydraulic.
This is dependent on how that pedal switch is adjusted in reference to the pedal
stroke and the hydraulic stroke.
To me, any pedal movement or sensed will have the signal of TV braking come
before any hydraulic based sensor.
I've watched my P3 and it indicates way before the hydraulics initiate on my
Suburban.
Comments?
|
BenK
|
11/16/09 08:31am |
Towing
|
|
RE: GM 2500 hitch flex?
Yes, the GMT900's have a better design, but it still has issues and
questions on how well it will do.
It is now integrated into the bumper as a structural member mounting
the bumper to the frame (as it bracket/gusset).
Meaning it now has one more duty and that is to collapse during a crash.
As it is now part of the crumple zone.
That then, our guess why, has a new lower WD weight limit of 1,000 lbs.
Meaning the max trailer tongue weight is 1,000 lbs.
The question is that since it is now part of the crumple zone, how
will those designed in stress raisers be over time. Since designed
in stress raiser, it will have the tongue forces focused on a notch
designed to fail.
Since integrated, there are no after market receivers the last time
anyone posted on this topic, as this one is welded in and the rear
frame rail is suspect (did they remove some margin because the
receiver is now rated for less). Also have to grind off the welds if
removing this OEM receiver. If not, then must drill into the frame
rail, which is not recommended. Especially with todays hydro formed
and tempered frame rails.
|
BenK
|
11/16/09 08:08am |
Towing
|
 |
RE: Question re: GCWR - Loaded Vehicle Weight = Tow Capacity
So what do you suggest? Should I load a 499 lb tongue weight square on the receiver ball and drive with my headlights pointing up at the sky? (slight exaggeration of course, but you get the point) That 499 lb tongue weight will be within Toyota's limits.
I would suggest that when shopping for a trailer, find one that has a tongue weight well within the limit of your tow vehicle and that has a hitch weight that will not make your headlights point up at the sky.
Either that, or get a different tow vehicle that has more hitch capacity, or decide to take the risk (if any) and use your present vehicle with a WD capable receiver added and then use a WD hitch.
Barney
Or as too many do, mask that by installing auxiliary springs on the
TV rear axle. The majority are 'half ton' pickups/SUV/CUV's, as they
are the most common and the smallest GCWR out there wanting to tow a
large trailer.
Air bags, coil spring, add-a-leaf, Timbrens, Roadmaster, etc.
They all increase the rear axle spring rates. Does nothing for the rear
axle GAWR. As typically the weak link isn't the spring....as the OEM
engineers sized them for another component that is the weak link. So
why waste money on too large a spring, when a smaller rate one will
suffice in reference to the ratings.
Does NOT transfer or distribute weight like a WD Hitch system. It just
lifts the load higher on the rear axle. 'SOME' of that weight does
move to the TV's front just from being held higher, IMHO.
It just masks the underlaying 'problem', which is that, that TV isn't
rated for that load or setup.
Start looking at PUPs and ultra-lights. Even with them, think you'll
be looking at the large end and find that they too have tongue weights
pushing your TV's ratings.
Which brings it back to a risk management decision
|
BenK
|
11/14/09 10:56am |
Towing
|
|
RE: Tires Radial vs Bias
Bias Ply are stronger than radials, but they have ills that make the
radial a 'better' street tire.
Generally speaking:
Radials have a lower rolling resistance and a softer ride.
Bias play generates more heat than a radial and has a lower slip
angle than a radial.
Of course all things being equal.
There are good radials, there are bad radials, ditto bias ply, etc.
Depends on who made it, who spec'd it out, etc.
Best tire info site that covers most of it in an understandable way.
http://www.4crawler.com/Diesel/Tires.shtml
http://www.4crawler.com/Diesel/Images/tire-construct.gif width=550
# DIAGONAL (BIAS-PLY) TIRES
* These tires have two, or more body plies which cross at an angle to the centerline of the tread and which strengthen both the sidewall and the tread area. Bias ply tires will always have an even number of body plies because of this. Bias ply tires are usually constructed from nylon cord, which is stronger than polyester cord. Nylon has an unfortunate tendency to take a set when statically loaded, especially when cold, resulting in the "square tire" syndrome.
o A bias ply tire usually has a rounded tread face and even at low pressures will not have any sidewall bulge.
o At extremely low inflation, a bias ply sidewall will wrinkle, similar to a drag racing slick.
o Another common feature of bias ply tires is that the tread can wrap around and up the sidewall of the tire in an uninterrupted fashion. Since there is no transition from a circumferential belt to radial sidewall (the bias play run from bead to bead) this will not cause flex-induced heating.
# RADIAL TIRES
* The body cords run across the tire perpendicular to the beads. Radial tires have belt plies which run nearly circumferentially around the tire, under the tread, to stabilize the tread, to strengthen the tread area and add flexibility to the sidewall. By restricting tread movement during contact with the road, the belt plies improve tread life. Radial tires are usually constructed with polyester cords, which are softer and resist flat-spotting common in nylon cord.
o A radial tire usually has a squared off tread face and a distinctive sidewall bulge at the tire contact point, even with proper inflation.
o While some radial tires may have "tread" on the sidewall, it usually has a break at the sidewall transition and the sidewall tread is very thin to minimize heat buildup from radial sidewall flexing.
# STEEL BELTS
* Either kind of tire can be constructed with additional belting under the tread, usually in the form of steel or aramid fibers for increased tread life and puncture resistance. The belts are always made of a bias ply material. In a radial tire, this causes a discontinuity where the sidewall and tread meet, thus the reason you never see radial tires with substantial sidewall tread. On a bias ply tire, the belting can help keep the tread face flatter to the road and since the tread and sidewall construction are the same, tread can be wrapped around and up the sidewalls for extra traction and protection.
# The average steel-belted radial tire is made up of:
* 28% Carbon Black
* 27% Synthetic Rubber
* 14% Natural Rubber
* 10% Steel Wire
* 10% Extender Oil
* 4% Organic Fiber
* 4% Other Petroleum Products
* 3% (S, ZnO, Ti02, etc...)
|
BenK
|
11/13/09 06:53pm |
Tech Issues
|
|
RE: Tongue Weight Scales & Percentages
http://fileresource.sitepro.com//filemanager/66/imagecollections/468/46E76122-C24B-A74B-E395-500AC0498E79.jpg
http://www.curtmfg.com/index.cfm?event=pageview&contentpieceid=1347
The front wheels of the tow vehicle are barely on the ground. Is the tongue weight too heavy?
http://static.howstuffworks.com/gif/tongue-weight-2.jpg
http://auto.howstuffworks.com/auto-parts/towing/towing-capacity/information/tongue-weight.htm/printable
Most all SUV/CUV/Pickups have their center point of the wheel base just
behind the drivers door. Some with extended/crew/etc cabs will have it
a bit farther back.
Then notice that the load (people, pets, cargo, tongue, PIN, etc) all
goes or most of it goes onto the TV rear axle.
There is little one can do to move that weight onto the TV front axle.
Other than using a WD Hitch system on tongued setups. Aux springs on
the TV rear axle helps, but does NOT distribute as well as a WD Hitch
system.
|
BenK
|
11/13/09 02:05pm |
Towing
|
|
RE: Question re: GCWR - Loaded Vehicle Weight = Tow Capacity
The ratings are not to be brushed off as "guidelines", they are calculated by engineers, and you must never exceed them. I have posted about this in the past, and do not have the time to repost all of the facts again, so here are two threads to read:
http://www.trailerlife.com/cforum/index.cfm/fuseaction/thread/tid/23158808/gotomsg/23165333.cfm#23165333
http://www.trailerlife.com/cforum/index.cfm/fuseaction/thread/tid/23350433/gotomsg/23355216.cfm#23355216
snip....
I've been a designer/lead/manager/program manager/etc from industrial
controls, factory automation, process control, to computers and research
laboratories.
Been sued for wrongful death because my name was on everything
drawings, manuals, etc (designed by, drawn by, checked by, approved
by). Plus partner in some of these small controls companies.
Won every one and even counter sued. Insurance lawyers said my stuff
is what they dream of for a defense basis. My documentation from
design notes, to certification testing were all in line and was NOT
disclosed to the other side. Just portions and under NDA and closed the files.
I know what all of the ratings, signage, brochure, fine print, etc
all boils down to. When my equipment has signs saying 'dangerous
voltage', 'only trained and approved personal', they still went past the
locked gates, went past the locked and CB interlocked panel door,
etc are ignored. The court says my company did all they could and
not liable.
There were some wacky court cases where the judge/jury said that the
'old' stuff should be upgraded to 'current' standards. Why we got
out of the ski lift controls that year.
'Ratings' are what the OEM will stand behind and if you go over or past
whatever, you just bought the responsibility and took them off the hook
Repeat that they are guidelines to be followed. To not, then it is
a risk management decision (aka...gambling). Can't force folks to
follow the ratings.
Not to say the wheels will instantly fall off if you don't follow
the ratings...it just sooner and the biggies...performance will be
degraded and warranty will most likely be denied...if they find out
you don't follow their ratings.
Too many come to forums like this looking for the "sure you can" and/or
the "I've been doing it for decades/thousands of miles with no problems",
"you are good for it", etc. Bottom line, again, is that there is
only one person responsible for the setup and it is the driver.
Not the folks providing advice, nor will anyone providing advice
be liable, unless it is an official document from the OEM (and that
person has to be 'empowered' to do so, not the clerk who answers the
phone or email).
PS....living in a cave might be hazardous...dirt floors are not the
best living situation... :)
|
BenK
|
11/13/09 01:36pm |
Towing
|
|
RE: 19.5" wheels
Go to wider rims for your LT's. Most all commercial class tires are
mounted on rims almost as wide or wider than the section width.
That is what I did to reduce/remove most all sidewall bendback, therefore almost
no sidewall flex.
Also reduces the slip angle of any tire and rolling resistance (less
sidewall flexing).
Commercial class tires use a different design for weight carrying, in
addition to air pressure.
Why there is no safety bead on commercial class, while 'P' and 'LT' class do.
|
BenK
|
11/12/09 03:20pm |
Tow Vehicles
|
|
RE: How important is that sticker on the door?
I am guessing that some of you guys wear helmets while riding your exercise bikes.......
:h Okay?...Now where did that come from?...I was only wondering if I could encounter any issues that I may have when I sell my vehicle (ie: it not passing an inspection). I was also wondering about the legality of not having one and I have received some helpful information. If me replacing this label means that "I ride an exercise bike with a helmet" than so be it. It's better to be safe than to deal with a whole bunch of frustrations later on.
Pollyannaish thinking where it only happens to the other guy, never to oneself.
Guess they have lived such a wonderful life, that they just can not
ever imagine something 'difficult' happening. Or that they have NEVER
had the privilege of dealing with a governmental agency concerning
documentation of any kind...especially if the documentation isn't
exactly right.
|
BenK
|
11/12/09 03:14pm |
Tow Vehicles
|
|
RE: Question re: GCWR - Loaded Vehicle Weight = Tow Capacity
If truly trying to reconcile this, then get an 'expert' (ME...mechanical engineer)
and if still doubters, a PE (professional engineer, certified and licensed by
the state) to review and comment.
They won't do it without being paid.
I'm not an ME, nor PE, just someone interested in anything automotive and mechanical.
Have designed & managed the design of many things and have my opinions/comments
posted on your other threads.
The above letter from Toyota restates all that I've been posting in
your other associated threads here.
If you are truly trying to reconcile this, then educate yourself on what a ladder
frame and mononcoque (unibody) is. Look up 'unibody' and you'll find that it
references monocoque. Then note that in automotive bodies, the unibody does NOT
carry the load, but the chassis does.
These are the 'classic' definitions and in reality, it is really a kinda sorta
all and not in one.
The chassis or platform is the pan that the body is spot welded to on a unibody.
That is like a 'L' laid on it back and the upright leg is the firewall, as
the 'chassis', or 'platform'.
The 'box' section of this chassis/platform is small and that is where the body
comes in. It is spot welded to that chassis/platform to increase the box section
The various component/systems then hang on this 'known' platform
or building block. Why they can turn a Camry into a CUV, or a Carola
into a RAV4, or a Civic into a CRV, etc. They are NOT SUVs because
they are derived from 'cars', while true SUVs are derived from ladder
framed trucks.
That chassis with a different body spot welded onto it...
Touch on how a WD Hitch system works in a very simplistic manner.
Think of hooking up your TV and trailer with a WD Hitch system, but instead
of the WD bars, stuff a length of 2x2x36 inch steel bar stock into the TV receiver.
Stand on the trailer tongue and then lift up on the end of that bar. That is
what a WD Hitch system basically does.
Some of the weight will be transfered back onto the trailer tongue, as you
are standing on it.
The TV rear end will lift to remove some of the weight. How much depends on how
hard you lift up, or are capable of.
The TV front end will then have some weight moved from it's rear to it (weight
distribution...aka...WD).
Then think of how that weight is distributed. The food chain is through the
TV body or frame.
If ladder frame, the body does NOT see any of that.
If unibody, the chassis and body does see it. Mainly the chassis, but today's
unibody designs use the body as part of the box section and food chain.
The various sheetmetal panels are all held together to each other by overlaping
seams that are spot welded together.
Now jump up and down all the while holding up that bar.
That is what, simplistically, the WD Hitch systems sees while you are driving.
Then imagine each sheetmetal panel being compressed and then tensioned (stretched).
That the seams and spot welds see compression and then tension.
Since spot welds do not move, something has to give and it its the sheetmetal
around those spot welds.
Over time one of those spot welds will fail from the micro fractures that will
develop around it.
Now, back on your reconciliation. Am amazed you got that letter from Toyota
and congratulations for that.
Then consider the fact that you are asking a technical question and a technical
person should answer it....but....you will usually never get an engineer to
do that. It will come from someone in marketing, customer service, or legal.
None of them will be an engineer, and if so, they left that to become a marketing/sale/legal
person.
This *IS* rocket science like stuff, as that is what rocket scientists
do, design according to the laws of physics, just like any automotive
designer...just one has much more power and complexity.
Why at the beginning, suggested you filter this through a ME/PE.
|
BenK
|
11/12/09 11:06am |
Towing
|
|
RE: The 10% min Tongue weight rule - Why?
Wacky timing this topic....
Neighborhood boys decided to do something about recycling after our talk
about giving back and taking care of society.
They went out and made a cute trailer from a recycling bucket to go out
and pick up after folks.
It didn't track well when it was front high, so told them to put a set
of wheels on the back side to keep the nose down. It now tows a bit
better, but still wanders.
http://img.photobucket.com/albums/v77/bentoy/Family/CIMG0004Recycletrailer.jpg
So the next thing is to put a tongue on it.
I think the laws of physics are the same and scales.
I've designed a 450 KVA (480VAC to 12/36/48/96 VDC) submarine power supply
mounted no a trailer. The trailer axle manufacturer engineer and I
talked for a bit after our test run on the freeway had it sway behind
that 6 ton dump truck borrowed from the business next door.
Trailer was not a tongued design, but front axle steering via the
tow bar hooked to a pintle on the dump truck.
I didn't know, still don't, enough about trailer metrics and the eng
finally in exasperation said: "you understand caster?...Yes...Okay,
it is like that".
What he said to do was for the front axle (steerable) the leaf spring
front eye needed to be higher then the rear. The rear axle leaf spring
leading eye had to be below the rear eye.
So there are trailering metrics to how the axles mount to the trailer
frame.
Bet there is info on this and we need to get a trailer engineer to
disclose that to us.
Stuff like the tongue pointing is critical to the steering or follow
characteristics of the trailer. Like the tongue should be level or
pointed slightly down and if point up, it will tend to sway or be
hard to control.
|
BenK
|
11/12/09 10:30am |
Towing
|
|
RE: How important is that sticker on the door?
I consider these things not really necessary, but do keep them or replace
them 'NOW', as, if and when you 'need' them, going to be tough to get
them turned fast enough.
I've asked my mechanic about the various smog labels and he says he
WILL NOT work on them as a master ASE mechanic, he'll lose his license
if he touches a vehicle without the proper smog labels to ID what the
heck it is.
Not to say other mechanics won't work on one. Just that is the rules
here in Calif and assume elsewhere for smog labeling.
Ditto the VIN label/plate.
Found out that speedometers are NOT supposed to have the mileage
turned back. It is against the law. Found out when I went to register
my Dune Buggy built myself from a VW pan and Corvair engine/drive train
The inspector noticed 00000.0 miles on the speedometer. Asked if I
turned it back and how I did it....kid, that is against the law and I
can get you into lots of trouble.
Told him I wanted it zero'd, because I hand built this from the ground
up. Used a drill motor hooked up to my old train set transformer and
left it running for a week or so.
He laughed and signed off on it.
|
BenK
|
11/11/09 05:21pm |
Tow Vehicles
|
|
RE: Bio diesel and Algae
check out these links on biodiesel
algae to produce oil yields of 100,000 gallons per acre video
First Algae Biodiesel plant goes on line April 1 2008
Local to me, news article on Biodiesel
one would think if this works out...a change in the balance of power
with the middle east...
The politicians are looking at the wrong kind of alcohol...there are
countries now running on the 'right' kind. Argentina
It boils down to lobbyists and the best politicians money can buy...
Corn and oil company lobbyists.
Forget about hydrogen. Wrong kind of energy source.
I like the above algae vertigo system. That can then drive diesel
generators to power our electrical needs and automotive needs.
|
BenK
|
11/11/09 02:45pm |
Tow Vehicles
|
|
RE: Removing (tricks), spin oil filter ??
The pierced hole isn't totally air tight and why that plastic suction cup messed
it up.
There is enough air going in around the tube to allow the tube to drain.
|
BenK
|
11/11/09 11:07am |
Tech Issues
|
|
