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#61
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Wound Up wrote:
.. > > Nomen Nescio? Scandanavian Networks? > > "NN - eller Nomen Nescio - er Nordiskt Netværk for navnegenkendelse. > > NN or Nomen Nescio is Scandinavian Networks by navnegenkendelse." > > <http://www.tranexp.com:2000/InterTran?url=http%3A%2F%2F&type=text&text=+NN+-+eller+Nomen+Nescio+-+er+Nordiskt+Netv%E6rk+for+navnegenkendelse.&from= dan&to=eng> > > > Alright... I'm still working on the translation, but I think I'm close... > > Nomen in Latin is "name" and Nescio is "I don't know", so, he doesn't know his own name.... but I suspect it's Nader! Probably a descendant. |
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#62
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Wound Up wrote:
.. > > Nomen Nescio? Scandanavian Networks? > > "NN - eller Nomen Nescio - er Nordiskt Netværk for navnegenkendelse. > > NN or Nomen Nescio is Scandinavian Networks by navnegenkendelse." > > <http://www.tranexp.com:2000/InterTran?url=http%3A%2F%2F&type=text&text=+NN+-+eller+Nomen+Nescio+-+er+Nordiskt+Netv%E6rk+for+navnegenkendelse.&from= dan&to=eng> > > > Alright... I'm still working on the translation, but I think I'm close... > > Nomen in Latin is "name" and Nescio is "I don't know", so, he doesn't know his own name.... but I suspect it's Nader! Probably a descendant. |
#63
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#64
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#65
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Nomen Nescio wrote:
> Think your car is advanced? There are four self-locking nuts on a > Wal-Mart shopping cart. They retain the casters. How many > self-locking nuts are on your $30,000 car. My car has none that I'm > aware of. Car manufacturers will do anything to avoid self lockers > because of cost. Instead, auto engineers did their own work-around > for plain fasteners. They specify torques at least 150% the maximum > recommended by fastener torque tables. Check it out. Every important > fastener on your car is overtightened and overstressed. My goodness! You are so full of ****! Ian |
#66
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Nomen Nescio wrote:
> Think your car is advanced? There are four self-locking nuts on a > Wal-Mart shopping cart. They retain the casters. How many > self-locking nuts are on your $30,000 car. My car has none that I'm > aware of. Car manufacturers will do anything to avoid self lockers > because of cost. Instead, auto engineers did their own work-around > for plain fasteners. They specify torques at least 150% the maximum > recommended by fastener torque tables. Check it out. Every important > fastener on your car is overtightened and overstressed. My goodness! You are so full of ****! Ian |
#67
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Wound Up wrote:
> Also, this type of integration is used secondarily, but not > insignificantly, to increase book-billed labour charges and replacement > costs on all related parts and diagnostic procedures. Under warranty, > this isn't usually a big deal, because the factory-trained techs are > specifically trained in the "is/is not" questions that arise, and how > to test for them. Off warranty, or at the local shop, properly > trained techs use this to their advantage like many other things, > simply billing "book time" that doesn't reflect reality, relying on > the customer's ignorance. This shows your lack of knowledge about the times required to replace in tank fuel pumps and the older on-engine fuel pumps. For someone who knows what they are doing (like myself), there is very little difference in labour time needed to change an in-tank fuel pump as opposed to the older on-engine fuel pumps. And as far as "reality"....the trained tech has already taken his lumps on the warranty side of things (low times) and has become extremely efficient at doing the job by the time it becomes a "customer pay" job. Who are you to pass judgement on them.....come and walk in their shoes for a mile or two and then you will know what flat rate is all about. > In their defence, shops use book time out of necessity sometimes, > because of a lack of local knowledge. In their attack, shops and > techs use book time to make money on flat-rate labour. Techs and > shops alike continually look for common, high-book-time gems with > which to bilk their customers and reap profits. This may be true in a certain percentage of labour operations, but most operations, "you" as the owner, could not come close to doing it in the time allowed by the book. You might be able to beat the time on a thermostat, but if you were working on vehicles all day long, you'd lose your ass. I'd extend a challenge to anyone who isn't a professional technician to come on in and work with me for a week. It'll be an eye opener both ways....you will see the jobs that I make tons of time on, and you will see the jobs that waste my time. It usually works out to about 140% efficiency overall. And you would learn why I'm worth that. > The saddest and most uncertain factor in these equations is the newbie > tech who just invested $50,000 in his or her education and tools to > work on new cars. Good god....whoever spends that kind of money to get started in this trade is a lunatic. Or has some sort of "tool fetish". I've seen those types of technicians. Lot's of shiny tools, but have no clue what to do with them. > Too many fail or quit, and most are underpaid for > their valuable work. Others succeed, and either become vampires > themselves, or are good enough (morally and skill-wise) to turn an > honest, good profit and NOT screw consumers with (on average) 100% > markups on parts and book-billed labour. Too many fail or quit, because they imagine that they can be making 80 grand in five years. It doesn't work that way....it takes a lot of time and experience to become a good, honest, flat rate mechanic. I laugh at the young guys in our shop that think they should be making 14 hrs a day. It certainly won't happen if they take an hour in the morning to "get going"...and spend another hour or two a day outside smoking and bull****ting with everyone. You gotta work hard in this trade if you want to make good money. And you "can" make good money. Ian |
#68
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Wound Up wrote:
> Also, this type of integration is used secondarily, but not > insignificantly, to increase book-billed labour charges and replacement > costs on all related parts and diagnostic procedures. Under warranty, > this isn't usually a big deal, because the factory-trained techs are > specifically trained in the "is/is not" questions that arise, and how > to test for them. Off warranty, or at the local shop, properly > trained techs use this to their advantage like many other things, > simply billing "book time" that doesn't reflect reality, relying on > the customer's ignorance. This shows your lack of knowledge about the times required to replace in tank fuel pumps and the older on-engine fuel pumps. For someone who knows what they are doing (like myself), there is very little difference in labour time needed to change an in-tank fuel pump as opposed to the older on-engine fuel pumps. And as far as "reality"....the trained tech has already taken his lumps on the warranty side of things (low times) and has become extremely efficient at doing the job by the time it becomes a "customer pay" job. Who are you to pass judgement on them.....come and walk in their shoes for a mile or two and then you will know what flat rate is all about. > In their defence, shops use book time out of necessity sometimes, > because of a lack of local knowledge. In their attack, shops and > techs use book time to make money on flat-rate labour. Techs and > shops alike continually look for common, high-book-time gems with > which to bilk their customers and reap profits. This may be true in a certain percentage of labour operations, but most operations, "you" as the owner, could not come close to doing it in the time allowed by the book. You might be able to beat the time on a thermostat, but if you were working on vehicles all day long, you'd lose your ass. I'd extend a challenge to anyone who isn't a professional technician to come on in and work with me for a week. It'll be an eye opener both ways....you will see the jobs that I make tons of time on, and you will see the jobs that waste my time. It usually works out to about 140% efficiency overall. And you would learn why I'm worth that. > The saddest and most uncertain factor in these equations is the newbie > tech who just invested $50,000 in his or her education and tools to > work on new cars. Good god....whoever spends that kind of money to get started in this trade is a lunatic. Or has some sort of "tool fetish". I've seen those types of technicians. Lot's of shiny tools, but have no clue what to do with them. > Too many fail or quit, and most are underpaid for > their valuable work. Others succeed, and either become vampires > themselves, or are good enough (morally and skill-wise) to turn an > honest, good profit and NOT screw consumers with (on average) 100% > markups on parts and book-billed labour. Too many fail or quit, because they imagine that they can be making 80 grand in five years. It doesn't work that way....it takes a lot of time and experience to become a good, honest, flat rate mechanic. I laugh at the young guys in our shop that think they should be making 14 hrs a day. It certainly won't happen if they take an hour in the morning to "get going"...and spend another hour or two a day outside smoking and bull****ting with everyone. You gotta work hard in this trade if you want to make good money. And you "can" make good money. Ian |
#69
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Ken Weitzel wrote:
> > > wrote: > >> Perhaps if your degree was in electrical, rather than mechanical, >> engineering you might. One reason is liquids can not burn. By >> being inside the tank, there is no possibility of a combustible >> mixture or fire. If for example the electric fuel pump were >> outside the tank, in the line, there is a much greater >> probability of a combustible mixture occurring in the event of a >> fuel leak. OK? > > > Hi... > > I'm electrical - but sure not interested in taking sides > in this conversation. > > I do have one question though that I'd like to ask if > I may? When I have a quarter tank of fuel left, what > exactly occupies the remaining space? If I see where you're going with this, the inside of the fuel pump (where all the electrical commutation/sparking takes place) is 100% full of liquid fuel under all conditions. Missing only one ingredient for fire or explosion: air/oxygen. Comforting thought, eh? To answer your question: air (but all the arcing and sparking is inside the pump with only liquid fuel). Bill Putney (To reply by e-mail, replace the last letter of the alphabet in my adddress with the letter 'x') ----== Posted via Newsfeeds.Com - Unlimited-Uncensored-Secure Usenet News==---- http://www.newsfeeds.com The #1 Newsgroup Service in the World! >100,000 Newsgroups ---= East/West-Coast Server Farms - Total Privacy via Encryption =--- |
#70
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Ken Weitzel wrote:
> > > wrote: > >> Perhaps if your degree was in electrical, rather than mechanical, >> engineering you might. One reason is liquids can not burn. By >> being inside the tank, there is no possibility of a combustible >> mixture or fire. If for example the electric fuel pump were >> outside the tank, in the line, there is a much greater >> probability of a combustible mixture occurring in the event of a >> fuel leak. OK? > > > Hi... > > I'm electrical - but sure not interested in taking sides > in this conversation. > > I do have one question though that I'd like to ask if > I may? When I have a quarter tank of fuel left, what > exactly occupies the remaining space? If I see where you're going with this, the inside of the fuel pump (where all the electrical commutation/sparking takes place) is 100% full of liquid fuel under all conditions. Missing only one ingredient for fire or explosion: air/oxygen. Comforting thought, eh? To answer your question: air (but all the arcing and sparking is inside the pump with only liquid fuel). Bill Putney (To reply by e-mail, replace the last letter of the alphabet in my adddress with the letter 'x') ----== Posted via Newsfeeds.Com - Unlimited-Uncensored-Secure Usenet News==---- http://www.newsfeeds.com The #1 Newsgroup Service in the World! >100,000 Newsgroups ---= East/West-Coast Server Farms - Total Privacy via Encryption =--- |
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