IcePrick

Sure, but if we could practice moderation, natural sugars would be acceptable "in moderation". True enough, though, "in moderation". However, using it to replace the volume and quantity of sweetness many Americans are accustomed to in their diet may not be absent health implications. People selecting foods marked "sugar free" and "diet" that use erithrytol may be ingesting substantial quantities of the product without knowing it; and there are indications that it does seem to be linked to cardiovascular issues in elevated concentrations: https://www.nature.com/articles/s41591-023-02223-9 And in laypersons terms: https://nutritionfacts.org/video/update-on-erythritol-sweetener-safety-are-there-side-effects/ If you're adding it to enhance natural foods and you're aware of the quantities involved, you can keep it within reasonable limits. But ultimately, for now, the jury is still out on whether it is "safe" or not, and at what quantities. I've always added sweetener of some sort and dairy to my coffee. But I resolved to change that a couple years ago. It's very difficult, if not impossible, to sweeten coffee naturally without glycemic and caloric impact while remaining within the world of natural sugars. So the penalties of natural sugars are a necessity if one is to enjoy the luxury of added sweetness. In moderation, of course.

Hmmm. A friend wants me to build a standalone snowblower for his working UTV. That V4 would sure sound awesome powering it, I'd have to find a way to incorporate the single-side swingarm somewhere as those are sexy as hell.

https://fireballtool.com/products/maximus-clamp-kit-set-of-2

"It's not nice to fool Mother Nature".

Seems like almost every manufactured alternative to natural sugars turns out to have some critical drawback. "Sweet" is limited in the natural environment - either by quantity, demand, or season. It's almost like our bodies weren't engineered to have refined, sugary stuff all the time.

"Shhhht."

So you agree, Beyond products would be healthier than 99% of the meat available to the public today. Perfect.

Please name the things we get from meat that we can't get "elsewhere". I can line up a half-dozen highly athletic vegans that will disprove your theory. Have you done the math on what it takes to make real meat? I bet the Diesel fuel to grow and transport all that corn adds up. Dow Chemical for the weeds, anyone? Any idea how much water goes into feeding a meat animal, and how much clean water they foul over their lifecycle? How about the "packaging" process? What kind of chemicals are used for cleaning those facilities? Do vegan burgers release the same amount of greenhouse gasses that a steer does in its lifecycle? Yes, we are designed to eat simple, natural foods. But we're talking about people who eat a serving of beef twice daily. Substituting the Beyond burger had measurable benefits over beef in this regard.

I'm sure you would have told us if there was a new love interest in your life. 🙃

I've seen people hold a v-belt on a pulley and have someone bump the ignition. I think they still had all the fingers they were born with, but seems pretty risky to me. Never encountered one of those like you described, good to know it can be done. Great tip, thanks.

So that's how the Chinese do their welding tests.

Yeah, that's pretty.

I saw that and averted my eyes quickly, as I reflexively thought it may have been a Carlos post.

From your link: 1st Generation Ford F-150s with the 3.5L EcoBoost V6 Engine experience more problems that are commonly associated with any new engine platform. They just had to work out the initial problems, many of which could be solved by simple software problems. Just because the 3.5L EcoBoost engines are overall great, reliable trucks, that doesn’t mean that problems don’t exist. In this post, we’ll go over the most common 3.5L EcoBoost engine problems, along with how to prevent them, and how to fix them. But you hear what you want to hear.

I've had at least 3 turbo vehicles with well over 200k on them. One had a turbo-related problem, that was after I tripled the manifold pressure on the stock turbo. It wasn't the turbo that had a problem, though, it was that the head gasket and head fasteners needed to be upgraded. I did that and enjoyed it for years. When I'd had my fun with it, I dropped the boost controller to 11 psi and gave it to a buddy's son who drove it to college for four years, then sold it to one of his buddies. That thing is probably still drifting curves in El Paso.

Examples of the "many, many models of them ...crapping up, requiring modification, or end up being a maintenance headache"? I've not heard of widespread systemic engine issues that are unique to forced-induction engines available in the consumer market. If they were so horrible, manufacturers wouldn't warranty them for as long as an NA engine. Maintenance on a turbo car is no different than any other car. It is more important to do it on schedule and with quality materials, but no different. Please provide an example of turbo engine maintenance that differs from a naturally-aspirated engine. You're doing what you do, dreaming up barriers and excuses. All of your assertions in this thread have been irrational, unfounded, and easily disproven by the millions of turbo cars on the road today.

Glad you got it out. Time to find a better fastening scheme for that.

Meh. Make it.

True. The challenge is to limit the amount of expansion while getting good "bite" with the threads. I don't know what material the roll pin is made out of, if it's a spring steel that approach probably won't fly. But I have seen this be successful before, specifically the same arrangement holding a distributor gear in place. The roll pin isn't usually in with a lot of tension (unless yours is rusted/corroded). The distributor we at least had on a bench, I don't envy your predicament.

Locktite makes a product that is used to glue a steel dowel into a broken spark plug, then a threaded puller is used to pull the core out. The challenge in the case of the roll pin is avoiding gluing the roll pin to the shaft while still getting the glue to adhere to the dowel and pin. My other thought was a small drywall screw (very hard steel, but brittle) to engage only the roll pin and then the puller of your choice to pull the pin out. There are some great suggestions above. I suppose changing it into the fourth state of matter isn't a productive option, but maybe you could find the designer of said assembly and turn them into the fourth state of matter instead.

My first ex-wife got our year-old Explorer in the divorce. Her new boyfriend put ATF in the coolant tank, toasting the motor. Instead of fixing it, they let it rot in the back yard under some trees. She married him. He worked on the furnace in their new house, the place literally burned to the ground days later. Cause of fire: gas leak at inlet to furnace. If it wasn't for a neighbor being up late and smelling the smoke, the two of them and their three kids would be dead. Oh, and they hadn't paid their homeowner's insurance. I'm not sure how that worked out in the end, but about a month after the fire, the insurance company was denying their claim.

Imagine how clean his windshield would be if he had done it the other way around.

I have seen marginally burned valves give inconsistent cylinder pressures - as in, the same cylinder over a series of tests sometimes having okay compression and sometimes having poor compression. Also, worn or damaged ring could give insufficient compression when cold, then improve when the engine is warm. I know you don't like either one of those, although one is somewhat less crying than the other. Gotta do the work and make us Internet mechanics stop dreaming up worst case scenarios for ya. Look at plugs from several cylinders, get out the compression gauge, dry/wet/leakdown. When I started ripping into the 5.4, I thought it was going to be a battle to get to everything. Now that I've done it once, it really wasn't that bad - all the tubes and hoses were quick connects, and the wiring is set up so you can't easily mis-connect stuff on reassembly. Even removing the ECM was a breeze (yes, unless you are a small Asian child you kinda have to remove the ECM to get to #7 spark plug). I bet once you start tearing into it, you'll be somewhat surprised with the ease of process, and with adequate blood sacrifice to the Ford gods, the result as well. Wish I was there, I love a mystery.