Using a Router as an access point

Re: Using a Router as an access point (WRT54GC)
Options
?05-21-2007 04:53 AM
You need to convert your WRT54GC to a WAP (wireless access point).

Disconnect your WRT54GC from your wired router.
Connect one computer, by wire, to any numbered port (not the Internet port) on the WRT54GC.

In the WRT54GC do the following:
Set the “Local IP Address” to a fixed LAN IP address, such as 192.168.1.2 (assuming you are not using this address elsewhere in your network, and assuming the wired router’s address is still 192.168.1.1)
Turn off the DHCP server.
Save your settings.

Power down the WRT54GC and your computer.
Using an ethernet cable, connect any numbered port on the wired router to any numbered port on the WRT54GC. Do not use the Internet port on the WRT54GC.
Power up your system.

The wired router will control your router settings (firewall, DHCP server, port forwarding, etc.). The WRT will control your wireless settings.

Changing Default Time Machine Backups

Changing Default Time Machine Backups By Taylor Amon

By default, Time Machine backs up your system every hour if you leave your backup drive plugged in. If you are creating a lot of new data, this is a great system as it allows you to be able to have a consistent backup of all your information.

However, If you don’t need to have data backed up that frequently, or if you want to change it to back up more often, it is possible to change the default frequency for backups with this simple Terminal command.

Sudo defaults write /System/Library/Launch Daemons/ com.apple.backupd-auto StartInterval -int 900

The number at the end of the command is how many seconds it will be until the next backup occurs. In the example, I used 900, which is 15 minutes. If you want to change to a backup interval of 2 hours, you would use the same code and change the number to 7200.

Force Empty Trash Through Terminal

Force Empty Trash Through Terminal By Carl Grasso

Last week I took a support call from a woman having trouble emptying the trash on her Mac. She kept getting an error message saying that the item could not be deleted. Often the cause of this is an application or process that is still running and using that file. Other times it is because of permission problems. In both cases, where restarting the machine doesn’t help, I’ve found that securely emptying the trash will solve it. In her case, it didn’t work.

The solution was found in Terminal, the Mac command line utility. For the majority of Mac users you’ll never use this app—it will sit in your Utilities folder gathering digital dust. In truth, this is a good thing, as reckless use of Terminal can lead to some pretty serious consequences for your operating system. Though if you have the basics down, you can do a fair amount with your machine by bypassing the graphic interface that we all know and love. To delete your trash through Terminal, enter or copy and paste the following command line exactly:

sudo rm -rf ~/.Trash/*

To delete another user’s trash (user_name is the user’s short name) enter or copy and paste:

sudo rm -rf /Users/user_name/.Trash/*

Once entered, you’ll be asked for your administrator password and your trash will empty. If you have a large amount of files in there, it may take a bit. This command only works for trash contained on the root drive; any external or secondary volume connected would have a different path. In that case, the command line would be:

sudo rm -rf /Volumes/DriveName/.Trash/*

These commands will work for OS 10.5 and 10.6; I’m unsure of whether or not they will work with anything older than 10.5. It’s also entirely possible that upon the release of Lion, this solution will no longer work. Apple has changed some of the commands used in Terminal between 10.5 and 10.6, and could continue to change commands as the OS evolves. I have found that periodically the Trash icon on your dock will still look like it’s full even though the formerly stuck files are gone. Just right click and empty trash, and it will now look empty. Use this information at your own risk!

Copied notes on Chevrolet 6 cylinder engines

From: http://www.hotsixes.com/hotsixes/?page_id=9

Chevrolet straight 6

Here is some History on the 6 cylinder Chevy straight six engines.

First Generation
Type inline-6
Production 1929 – 1936
Bore 3.3125 in (84.1 mm)
Stroke 3.75 in (95.3 mm)
Displacement 194 cu in (3.2 L)
Power output 50 hp (37 kW)
The first mass-produced GM inline-6 was introduced in 1929 on Chevrolet cars and trucks, this engine replaced the inline-4. The straight six stovebolt engine was produced from 1929 to 1936.

It was 194 cubic inches (3.2 L) in size and produced 50 hp (37 kW). This engine used a forged steel crankshaft with three bearings and cast iron pistons. Bore and stroke was 3.3125 in (84.14 mm) by 3.75 in (95.25 mm). The 194 was shared with Chevrolet and GMC trucks for 1935 and 1936.
A balanced crankshaft was introduced for 1932, while a higher (5.2:1) compression ratio upped output to 60 hp (45 kW). A new cylinder head two years later pushed output to 80 hp (60 kW).

A 181-cubic-inch (3.0 L) version was used by Chevrolet and GMC trucks in 1935 and 1936.

A 207-cubic-inch (3.4 L) variant was used by Chevrolet and GMC trucks in 1934, 1935 and 1936.

The 2nd inline six produced by Chevrolet was introduced in 1937 & was made until 1963. This engine was also used in Chevrolet trucks.

The New Chevy 6 was larger again with 216-cubic-inch (3.5 L) it boasted a 3.500” (88.90mm) bore and a 3.750” (95.25 mm) stroke. A four main bearing crankshaft & a raise to 6.5:1 compression the new engine produced 85 hp (63 kW). Chevrolet developed a new cylinder head in 1941 the new cylinder head increased hp to 90 hp (67 kW) . In 1949 the compression was raised to 6.6:1 gave an extra 2hp to boost the output to 92 hp (69 kW).

The 235.5-cubic-inch version was released in 1949 it was used in large trucks. Chevrolet increased the bore (3.5625” or 90.49mm) and stroke (3.9375” or 100.01mm). The 235-cubic-inch (3.9 L) was introduced in 1950 to give a bit more power for the new 2 speed Powerglide auto transmission, In 1953 Hydraulic lifters were added & a pressurized oiling system for cars ordered with the Powerglide auto trans. The 216-cubic-inch (3.5 L) continued to be standard powerplant for cars with the 3 speed manual transmission until 1954 when the 235-cubic-inch (3.9 L) became the standard powerplant on all its cars. Two versions were used in 1954 cars – a solid-lifter version with 123 hp (92 kW) for standard transmissions and the hydraulic-lifter 136 hp (101 kW) version (The Blueflame) for Powerglide use.
From 1954 to 1963, the high-pressure 235-cubic-inch engine with mechanical valve lifters was used in trucks. From 1956-1962, all 235-cubic-inch engines used in cars had hydraulic lifters.
The 1953 Corvette engine had the high-pressure 235-cubic-inch engine equipped with mechanical lifters. A 150 hp 235 engine was used in the 1954 Corvette and into 1955. The 235 ci Corvette used the same highlift camshaft as used in the 261 truck engine and triple side draft Carter carbs & a Powerglide transmission & a dual outlet exhaust manifold. The 235 and 261 truck engines were also used by GMC for truck in Canada.

Third member of the Chevrolet inline 6 family was introduced in 1962 to 1988.The new engine was lighter and had a different bell housing bolt pattern. Both auto & manual bell housings & starter motors became interchangeable with Chevy small block and big block V8s.
Other changes on the 3rd generation engine was the crankshafts now had 7 main bearings not 4 like the earlier straight six, Chevrolet decreased the stroke from 3.9375? to 3.25 to produce a 230 ci engine. A new wedge type combustion chamber like the V8 was also used. The valve train was changed from a shaft type & an increase from 1.5 to 1 ratio was increased to 1.75 to 1 like the big block chevys used, Chevrolet passenger cars used the new style engine until 1977, In the Camaro,Chevy Nova & full size trucks it was used until 1979. These vehicals previously used the Stovebolt sixes. In the mid-1970s, the V6 engine like the Buick V6 231& later the 200 ci & in the 1980 the 229 3.8 V6 Chevy to over from the inline six in passenger car. GM continued to use the inline 6 in trucks and vans until 1988. Brazil used the straight six in the Chevrolet Opala from 1969 to 1992 . The inline Chevy six were converted for marine use by Volvo Penta & mercrusier & were also used to run power generation & used in forklifts.

In 1970 GM made the inline 6 the base engine with the Chevy II/Nova with either a 230 or 250 ci engine, Applications:
1962-1969 Chevy II
1967-1971 Postal Jeep
1968-1992 Chevrolet Opala (Brazil)

194

194 was used in both Chevrolet and GMC trucks.
1962-1967 Chevy II
1964-1967 Chevrolet Chevelle
1965-1966 Studebaker Commander, Daytona 1966 only, Cruiser and Wagonaire

230
The 230 Replaced 235 cubic inches (3.9 L). It was also used by Chevrolet and GMC trucks, primarily the half-tons. It produced 140 hp (100 kW). The 230 had a firing order of 1-5-3-6-2-4 rotating clockwise. This engine was used on the following vehicles:
1964 Chevrolet Chevelle
1965-1968 Checker Marathon
1965 Chevrolet El Camino
1966-1970 Chevrolet Nova
1966 Studebaker Commander, Wagonaire, Daytona and Cruiser
1967 Chevrolet Chevelle
1967 Chevrolet Camaro
1968 Chevrolet Chevelle Malibu
1969 Chevrolet Camaro
1969 Chevrolet Chevelle

3.8
The Pontiac 3.8 was a special SOHC version of the standard 230-cubic-inch (3.8 L) I6. An optional W53 version on the Firebird produced 215 hp (160 kW).
This engine was used on the following vehicles:
1967 Pontiac Firebird
1967 Pontiac Tempest Sprint coupe

250
The stroked 250 version produced 155 hp (116 kW) for Chevrolet and GMC. Between 1975 – 1984, an integrated cylinder head was produced, with one-barrel intakes for passenger cars, and two-barrel intakes for trucks after 1978.
Passenger car use of the 250-cubic-inch (4.1 L) engine was discontinued after the 1979

This engine was used on the following vehicles:
1966-1984 Chevrolet (passenger cars to 1979, trucks/vans to 1984)
1968-1976 Pontiac Firebird
1968-1970 Pontiac Tempest
1968-1976 Pontiac LeMans
1968-1969 Buick Special
1968-1972 Oldsmobile F-85
1975-1976 Oldsmobile Cutlass
1971-1975 Pontiac Ventura
1968-1971 Buick Skylark
1968-1979 Chevrolet Camaro
1969-1979 Checker Marathon
1968-1992 Chevrolet Opala (Brazil)

L22
The L22 was a 250-cubic-inch (4.1 L) I6 engine produced from 1967 to 1979. The ‘78 Camaro had 105 horsepower (78 kW) and 190 ft·lbf (260 N·m) of torque with the 250.

LD4
The LD4 was a 250-cubic-inch (4.1 L) I6 engine produced strictly in 1978.

LE3
The LE3 was a 250-cubic-inch (4.1 L) I6 engine produced from 1979 to 1984.

292
The 292 was only used in Chevrolet and GMC trucks; the block deck is taller, along with a relocated passenger-side engine mount. These were produced between 1963 to 1990; production of the engine shifted to Mexico after 1984.

L25
The L25 was GM’s “last” pushrod straight-6 engine, produced from 1977 to 1988. It was used in Chevrolet trucks, displaced 292 cubic inches (4.8 L) and produced 115 hp (86 kW) and 215 ft·lbf (292 N·m).

The Chevrolet straight six has been used from the early days in sedans & trucks, It became popular with many hot rodders & racers. Over the years there have been many brands of headers, aluminum cylinder heads, hotter grind camshafts, 2 & 4 barrel manifolds + a huge range of multi carb intakes from speed equipment companies both large & small. Many back yard & home work shop creations have also been invented.

Pictures below show the Chevy Blue flame straight six inlet & exhaust manifold compared to the later Chevy straight six engine. Note the blueflame manifold has round exhaust ports. The later L6 has rectangular ports.

Chevy Straight six engine specs bore and stroke sizes

194: 3.563×3.25
215: 3.750×3.25
230: 3.875×3.25
250: 3.875×3.53
292: 3.875×4.125

firing order
1-5-3-6-2-4
Chevrolet straight six engine were available in many body styles.

Chevy Nova
Chevrolet Camaro
Buick Apollo
Buick skylark
Pontiac Firebird
Tempest, LeMans
Chevelle/Malibu
Buick Special/Grand Sport
Biscayne/Bel Air/Impala/Caprice
Chevy Blazer
Chevy pickup trucks
GMC trucks

Chevy straight six crankshaft strokes.

Straight six Chevrolet crankshafts from these engines will interchange. There are 3 basic crank types.

194/230 (3.25? stroke)

250 (3.53? stroke)

292 (4.125? stroke)

The 292 cubic inch straight six engine has a different conrod journal diameter. When swapping cranks it is recommended both crank & rods be swapped as an assembly.

Some parts that will & wont interchange between Chevy engines
starter motors,

Most chevy sixes run a through bell housing starter motor

harmonic balancers,

Do not interchange with small block or v6 chevys as the pulley on the balancer is integrated with the balancer, bolt on pulleys are used to run air con,power steering & air pumps.
Push rods,

The pushrod length on the chevy six is a length of its own & will not interchange with small or big block Chevrolets
Conrods & rod bearings,

Due to rod length & big end sizes they do not interchange with v8 engines.
rocker arms & roller rockers,

Despite having a ratio very similar the rocker length is not the same
camshafts and timing gear sets,

The 292 chevy six does not interchange with the smaller cube engines.
Fuel pumps,

292 Chevrolet straight six engines had the fuel pump switched to the other side of the engine block, The lobe on the camshaft that operates the fuel pump lever is not in the same location as the smaller cubic inch engines.
Distributors,

from v6 Chevrolet, small or big blocks do not swap either

Information that can also be useful.
crankshaft tunnel alignment is very important when changing rotating assemblies .

Crankshaft weights on casting # 407/407N are 10 lbs lighter than crankshaft casting # 802 the conrod,piston,flywheel & harmonic balancer weights will also need to be matched if swapping cranks.

Cylinder heads can be shaved .060 to .080 without affecting the head face.

Head bolt bosses that run through the intake ports can provide more airflow if reduced and reshaped or removed & replaced with crush tubes

It is a known problem that the blocks can get cracks from the head bolt on the front drivers side to the water pump. This can be prevented by installing head studs when rebuilding,

Any straight six Chevy engine made before 1975 was not designed to run unleaded fuel. It is advised to fit hardened valve seats & higher grade exhaust valves to over come future problems

Fiber camshaft timing gears run a lot quieter than steel or aluminum cam sprockets. The down side is they can strip at any time & is more prone in older engines. It is advised if you are changing your camshaft or hotting up your chevy inliner that both cam & crank gears be repaced as they are designed to be run as a matched set.

This mad straight blown six cylinder powered flamed altered leaving the line…in a case like this “6 in a row is the only way to go”

Penetrating Oil — Home Recipe

Re: 1992,1.6 liters,oil pan???
Posted by: “outlawmws” outlawmws@yahoo.com outlawmws
Tue Dec 8, 2009 6:52 am (PST)

For you guys in the rustbelt, A 50/50 mix of automatic tranny fluid and acetone is supposed to be the best penetrent there is for loosening rusted bolts. (It was tested somewhere against all the commercial penetrents)

-Outlaw

ps: And this:

— In Suzuki4x4-Tech@yahoogroups.com, r rowzee wrote:
>
>
> what ever you take apart always put anti seize on the bolts and nuts when putting back together so the threads don’t rust and are easy to remove next time .

=====
Machinist’s Workshop magazine tested penetrants for break out torque on rusted nuts. They arranged a subjective test of all the popular penetrants with the control being the torque required to remove the nut from a “scientifically rusted” environment. The results are as follows;
Penetrating oil….. Average load
None ………………… 516 pounds
WD-40 ……………… 238 pounds
PB Blaster …………. 214 pounds
Liquid Wrench ….. 127 pounds
Kano Kroil ………… 106 pounds
ATF-Acetone mix….53 pounds
The ATF-Acetone mix was a “home brew” mix of 50-50 automatic transmission fluid and acetone.

Create ringtone on a Mac

1. Find a sweet song that you like.
2. Drag and drop the song into iTunes.

3. If the song is too long for your taste, right-click Get Info and go to the Options tab. Adjust the start time and stop time to get to a length that you would like. Many phones don’t have a lot of space, and this may be an issue.

4. Press OK and then go to the preferences pane. (Command-,)

5. In the advanced pane, then the importing tab, make sure that your settings are turned to Import Using MP3 Encoder.

6. Press OK

7. Right click on the song and click Convert Selection to MP3. This will create a new file at the length that you choose.

8. Drag this file to the desktop.

9. If you have your phone already set up for bluetooth connectivity, all you need to do is with the file clicked press (command-shift-b). This will pull up the send file box, and you pick which device to send the file to.

How to reset the choke setting on your carbureted Sammi

The most common problem with Sammis is the choke setting…other things like timing can affect it but i’m sure you’ve already checked all of that… anyway what you do now is get a long flat head screwdriver and lay it on top of the same mount that your accelerator cable runs through before it gets to that large cam on the bottom of the carb that we talked about before…it is the same bracket or mount that the two 12 mm nuts are found that hold the cable adjustment… anyway that bracket is going to bend down a bit after you use it for the leverage you’ll need to do the adjustment on this mark you need to make but don’t worry about the bending because you can just bend it back up into place after you are done….you’ll see what i mean after you do the adjustment…anyway, lay the handle of the flat head on the top of the bracket and then with the flat head of the screwdriver catch the end of the small cam that is pointed your way and push down on the handle of the screwdriver which will cause the bottom lobe of that cam to go up!!!!…so far so good???…now take a small nail or drill bit that will fit snugly into the hole that is in that same cam and you’ll see that there is also a hole in the bracket above this small cam that when the lobe is pushed up flush with you can run the drill bit or nail all the way through both and whalah!!! The cam will stay in place now without your having to hold the screwdriver any more!!!…now what you need to do is use that same long flathead to slowly put pressure on the “l” or “c” shaped finger on the other end of this same small cam that we have been dealing with all this time… if you take a look at it you’ll see how it is actuated by the thermocouple that comes down from the other housing above it…that thermocouple is actuated by water temperature from the two hoses that run into that same housing…anyway in order to get the idle down, you need to use the screwdriver tip to push that finger up…. do this process slowly and as you bend it a little at a time you’ll see that the mark on the small cam will eventually line up with the rod we talked about before… that is where you need for it to be to operate correctly…remember that you need to bend a little…i’d say not more than 1/16th of an inch at a time; then remove the drill bit and see where you are and then repeat these small adjustments until the marks come into alignment…after that straighten the bracket back up that you bent and start your engine!!! You should be much happier.

6GB of Ram in MacBookPro

Now and again, Apple’s technical specifications state a maximum amount of RAM that’s not actually correct. It was the case with the iMac G4, and believe it or not, it’s the case with some MacBooks and MacBook Pros. Any 2.2GHz or faster MacBook Pro (except the 2.33GHz models), and any MacBook made in November 2007 or sooner, actually supports 6GB of RAM, not 4GB! Like all our RAM, the 4GB PC5300 chips carry a lifetime warranty and are guaranteed Mac-compatible.

You can tell the speed of your Mac by selecting About This Macfrom the Apple menu on the upper-left corner of your screen. If your MacBook Pro is at 2.2GHz or faster, it will accommodate the upgrade, but it’s a bit tougher to tell if your MacBook qualifies. Your MacBook’s serial number is the best way to know for sure whether it can hold 6GB.

Your serial number is very deliberately constructed. The first two characters tell you where the machine was manufactured, the third tells you the year in which it was manufactured, and the fourth and fifth characters tell you the week it was made. Let’s take a hypothetical serial number and dissect it—say, W88231FMYK0. W8 indicates that the machine was made in the Shanghai, China facility. The second 8 indicates the year of manufacture (2008). And the fourth and fifth characters show the week it was made. So, we know from this serial number that the MacBook was made in Shanghai in the 23rd week of 2008.

How does this relate to RAM in your MacBook? Well, MacBooks manufactured in the 48th week or later in 2007 qualify for the 6GB RAM upgrade. When you look at your serial number, you can ignore the first two characters, as it really doesn’t matter where your machine was made. But make sure the third character is 7 followed by 48 or higher. Any MacBook made in 2008 qualifies for the upgrade.

I know your next question already: What about requiring matched pairs of RAM for fastest performance? Well, I’ve never really believed that the average user can tell a difference between a machine with matched pairs and one without. There are several studies out there confirming that the infinitesimal speed loss from not interleaving is more than offset by the availability of more physical memory. Any time you can avoid the use of virtual memory, you’re going to see a big speed boost.