Rothans & Associates, LLCRothans & Associates specializes in coding and billing reimbursement for dental offices nationwide. We offer the most comprehensive coding and billing education for Oral & Maxillofacial Surgery practices throughtout the country. Our team of highly skilled and dedicated Certified Dental Coders uncover costly mistakes you and your dental billers make each and every day, therefore jepordizing your practice and slowing down potential cash flow. Pictured: The shocking 'text neck' X-rays that show how children as young as SEVEN are becoming hunch backs because of their addiction to smart phones.Helmets and Head Injuries: Crash Stories. Summary: Many stories of crashes with helmets. Mostoften the helmet worked, but occasionally it did not. We have converted names to pronouns and formatted each one in a single paragraph, but have made no other changes. We have comments on what the stories mean below. Please email us your own crash story. I was wearing a v good helmet, which saved me! I cut my arm open and needed stitches. The doctor said my head would've been cut open without the helmet and it probably saved my life. Bike helmets RULE> > > > > > > >. Added on December 9, 2. I sustained a severe brain injury, hit by a breadvan jumping the lights in September 1. At the time I'd been in my final year, preparing to write up a chemistry Ph. D at London University's Imperial College. Supported completely by a patient supervisor and college I completed my research and was awarded a MPhil. I do my best to let people hear how important cycle helmets are, and encourage as many as possible to use them, but am still noticing exceptions most days by cyclists presumably imagining accidents don't happen in the early hours! Wikimapia is an online editable map - you can describe any place on Earth. Or just surf the map discovering tonns of already marked places. We must look at Filipino boxing legend Manny Plotter Paper for Wide Format Inkjet. 20lb Inkjet CAD Bond 36 x 150 Foot Roll - 4 Roll Carton - FREE SHIPPING. Michael Landon who played Charles Ingalls on Little House on the Prairie and Little Joe Cartwright on Bonanza. This guy got 'mummy & daddy' to contact Charing Cross hospital w./ some sort of 'a cyclist may've been admitted 2 you, did he survive?!' I reckon it's a good story enough to make cyclists pause before telling themselves wearing a helmet isn't necessary! I was descending at approx. I approached a tightening right hand bend on the MA- 1. Pollensa. As I hit the brakes I lost control of the rear and was immediately aware of the fact I would not make the corner. I tried in vain to get around but ran out of road, went into the road side ditch and was catapulted off the bike, head first into a rock. I would estimate I was still travelling in excess of 2. Your ULTIMATE guide to awesome things to do in Singapore, from comedy and craft beers to horse riding and hawker centres Isn Stainless Steel Flat Rolled Coils from Rolled Steel Company in Los Angeles. Stainless Steel Flat Rolled Coil Rolled Steel Products offers the following types of. Karen Grassle who played Caroline Ingalls in the TV show Little House on the Prairie. While resting and recovering this weekend I spent some time experimenting in my kitchen with breakfast. This little number turned out to be a winner with both Boy and. There was a lot of pain in the neck and back, I was bleeding heavily and struggling to breathe, but was fully aware of everything and did not lose consciousness. The helmet was cracked in several places but took the full impact against an uneven rock surface. After x- ray's and CT scans I was given the all clear as far as brain damage and fractures was concerned. Indeed I escaped with nothing more than stitches to cuts on my knee and head (no doubt from the force the helmet was pushed onto my head), concussion and whiplash. I was discharged from hospital 4. I was back on the bike within a week. I wouldn't even ride to the corner shop now without a crash helmet on and will be telling anyone who listens that it should be a legal requirement. I was going 3. 0 miles per hour when my front wheel was taken out from under me due to another rider. I flipped over my handlebars, hit the back of my head and landed on my back. I suffered a concussion and was knocked unconscious. My helmet was completely cracked all the way through in two spots on the back of the helmet. Additionally, the adjuster strap that tightens the helmet to my head had snapped off. I was taken to the ER via ambulance and had a full array of tests- ultrasound, 3 x- rays and a CT scan. I spent two days in ER. All tests came back negative, the most notable being the CT scan since my head took the full force of the accident. If my helmet didn't save my life then at the very least it saved my quality of life. I was accelerating past 1. I was thrown off the pedals and the bike before I could even think. I did an endo and landed on my head, then left shoulder, then left hip and knee. Broke my collar bone, got a very bad road rash on my hip and leg but I believe my head took most of the impact. The interior foam on the helmet (this is an eps inmold construction) cracked in 2 places. I am extremely thankful I was wearing this helmet. I did not sustain a serious head injury. My bell was rung, sure, and my doctor said I very likely sustained a concussion. I had a slight headache for about a week, but thankfully no long- term symptoms. I did not ride for a good 3 months. Normally I do about 3- 4k miles a year. A neurosurgeon was the second car to come up on my wreck. The rabbit wasn't wearing a helmet and did not survive. I was wearing a full- face motorcycle helmet, as I did every bike ride for 4. Bike pushed me up, I spun around to come down head first on the roof, then bounced back with my leg going through the back window of the Mercedes. My brain was well- protected (tho I’m in a NIH TBI study because no one knows much about TBI). Perhaps you could recommend that safety- conscious cyclists wear these helmets. The attached photographs of the helmet I was wearing say it all. I can remember the sound of the back of my helmet hitting the concrete while my collar bone broke into 3 pieces. There is no doubt in my mind that this helmet at the very least save me from what could have been very severe head trauma and at most permanent disability or death. My bike was obnoxiously visible day glo lime with very bright head and tail lights. My pants were black, but my jacket was bright yellow with reflective tape. My helmet - Giro Aspect - had after market LED on the back. I may ride home after dark, but I am as visible as I can manage. From a north bound lane, a car turned smack into me. I hit ground hard, head right to the curb. I have a nicely wretched shoulder, lots of road rash, broken cheekbone, minor concussion and a very well broken leg and destroyed knee. Definitely nasty injuries, but I'll heal. She got the worst of it. The shell is cracked into three chunks with a fist sized chunk just gone. Had I not been wearing a helmet, the cracks would have been my skull and crumbs would be brain. We rode on open wheels, we wore a helmet. I've worn a helmet for 2. I am a reasonably safe, experienced, careful rider. I have heard all the excuses on why I don't need a helmet. But I don't wear a helmet because of what I do or don't do. I wear one because I don't trust other motorists as far as I can throw them. The other rider rode up onto the track and I T- boned his bike. We both were thrown from our bikes and landed on concrete. I slid across the infield on my head and face and was knocked out for a bit. Both of us were taken by ambulance to the local ER. He had a fractured skull because he was warming down on the infield track without a helmet. I just had a slight concussion and loss of skin on my lower lip. If I hadn’t been wearing a helmet I would have had far worse injuries like my counterpart. The other rider apologized later –he said he blacked out because he didn’t eat breakfast that day . I only have pictures of me smiling in the ER. Still have memory loss. Returning from a solid ride tonight I lost control taking a corner went into a slide and hit the back of my head on a higher than normal curb. Other than being embarrassed as several cars stopped I nada few scrapes and a helmet that looked like a cracked egg but my squash is ok. I didn't take my wife's advice and skipped a trip to the dr. I suffered the misfortune of a bicycle crash recently, and I will spare you the details. Two friends of mine, who are engineers both told me to buy a new helmet. The helmet, other than a scratch appeared intact. Upon closer inspection, yes put your glasses on; the polystyrene was broken. That morning was absolute stunner so I shunned the bike gear but wore summer outfit to work. I cant bike for at least six months but certainly on the lookout for my next crash helmet. So I turned left instead of right . Normally this intersection is very grippy and a fast turn is possible my gps says I was doing forty one km h. The right hand side of the helmet was destroyed , the outer shell was deformed but intact, the foam padding inside was totally smashed and crumbling immediately under the shell but mostly intact next to my skull . I left at approximately 2. I approached a small wooden bridge travelling approximately 1. I had to turn 9. 0degrees to the left. The bridge has no guardrail and is approximately 1meter (4. As I turned the rope got fouled in my left foot. I tried to get it cleared and must have veered left and the front wheel went off the edge of the bridge at the very middle point. All I remember about the exact moment was thinking . I think what happened next was in an attempt to regain the bike I tried to hop it back up, but the right pedal caught on the edge of the bridge and rotated me 1. All I recall was the terrible noise associated with impact as I came to a dead stop. The pain to my neck was real bad. I think the helmet slipped off partially. I did a self assessment and got myself in a secure position and held firm on my head and helmet. Someone came along and called for help and I eventually took an ambulance ride to emerge and was released the same night several hours later. My head is all bruised where the ribs of the internal supports of the helmet line up with my head. I have a lot of pain around C7 and T1 and all through my shoulders, ribs and even lungs, but nothing broken. The only abrasion was a slight mark on my nose which bled a lot but was very minor. I didn't even get my hands off the bars. There was a chain oil mark all the way down my right arm in the pattern of the chain where I must have fended off the bike. The bike does not even have a mark on it!!! Thanks for reading and please wear your helmet for YOU. Back on May 1. 3th of 2. I chose to commute to work largely because of a torque converter failure on my car and because the weather had finally started to act like spring. That day I awoke to a foggy fine mist but certainly nothing bad enough to keep one from riding a bike a little over six miles to work. I had packed a backpack with a rolled up pair of blue jeans, dry shirt and street shoes to change into upon my arrival to work. I'm blessed to live in Wisconsin, a great cycling state. We have the Old Plank Trail in Sheboygan county and a portion of that trail was to be part of my commute route this day. I left home at about 7: 1. Old Plank Trail heading west out of Plymouth, WI.
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A spark plug broke off and fell into the combustion chamber. Pristine Clean - this cleanses the dirt brought to the surface by the oil, and works better than the stuff you see on late- night TV infomercials!! The engine was then put on a stand and was seperated from the remaining suspension parts. Finally, we installed a set of standard GM steel head gaskets, installed the heads and torqued down the head bolts in the OEM sequence. Hopefully keeping it tightened to the block during heat up and cool down will keep the pan from warping. Then we finalzed the transmission height and tacked the rest of the trans crossmember together. It was tight, and may require some minor adgjustments when fitting the catalytic converters. These clamps press together two flanges using a V- shaped wedge built into the clamp. The clamps will make it much easier to drop the length of the exhaust system, allowing easy access to the transmission and driveshaft. Usually, this type of driveshaft has a slip yoke at the front of the driveshaft, which travels on the transmission output shaft. However, my 4. L8. E has a short output shaft, and we decided to bolt the yoke to the transmission and install a separate slip joint to accomodate any movement between the transmission and rear end. Even with the slip joint, the shaft is much lighter than the original Jaguar unit. A set of Magnaflow metal subtstrate high- flow catalytic converters will keep things smog legal and quiet down the car while creating minimal backpressure. The smaller tube will also offer a slightly quieter exhaust note. Everything was TIG welded and ground smooth by Buck. We also examined the shifter linkage and thought through a couple of potential solutions. I drained each tank and purged the fuel lines. The initial reports on the quality of the new engine is pleasing to any blue oval owner. To my surprise, the gas that came out of the drain plugs on the tanks (about 1. Having the car stored indoors for the last 5 years proably kept the fuel system from getting worse than it did. I poured a few gallons of good gas in each tank and ran the pump until the gas came out a pale yellow. I then changed the fuel filter and replaced all of the pressure hoses in the trunk with SAE 3. R9 fuel hose, and replaced the worm gear clamps with sold nut- bolt clamps. Traditional worm gear clamps can tear the outer lining of the hose, so I bought nut- bolt clamps specific to my hose size. The natural intake vacuum is used to create the vacuum in the crankcase. This will prevent oil mist from running through the intake and fouling the plugs, especially at high engine speeds. For the fuel system, I mounted the Corvette fuel pressure regulator/filter unit by the brake booster and bent a piece of steel tubing to reposition the outlet. The fuel rail inlet needed to be cut because it interfered with the newer LS2 coil packs. I used a stainless Swagelok fitting from Washington Valve & Fitting Co to join what was left of the fuel rail inlet to another piece of slightly bent tubing. Uncle Buck tapped the water pump and we installed a threaded hose end. This replaces the pressed hose end that I managed to pull out when taking the water pump out of the Corvette. Jeff Smith answer's a readers quesion on building a 454 Chevy Big Block. Only at www.carcraft.com, the official website for Car Craft Magazine. Sorry for the interruption. We have been receiving a large volume of requests from your network. To continue with your YouTube experience, please fill out the form below. The end result was a new arm on the trans gear selector and an adapter that interfaced the shifter cable with the new arm. This design gave us room for adequate adjustment and clearance against the trans tunnel and the transmission. A nylon lock- nut and some nylon washers will keep the shifter in place while letting it rotate smoothly as the shifter is shifted. The shifter positions in the car line up with the R, N, D, 2, 1 on the center console, while the park position is slightly past the P. The whole assembly fits great where the original Jaguar equipment was located. The rubber mounts on the top and bottom of the radiator make the unit about 1/4. I also installed and wired in the engine side of the air intake assembly. The clearance is too tight for the fittings I have, so I'll have to think of something else! After doing some research, I found that some tachometers (especially aftermarket ones) require a stronger signal than their OEM counterparts. GM PCMs in 2. 00. To strengthen the tach signal, I will need to install a . 2008 CORVETTE: ICONIC SPORTS CAR RECEIVES LARGER, MORE POWERFUL LS3 6.2L V-8 AND HOST OF DRIVING, INTERIOR REFINEMENTS. Major Currency Pairs Forex Quotes - forex.tradingcharts.com forex.tradingcharts.com/quotes/major To do this, a resistor is installed between a positive 1. For instance, the Camaro power steering pump fit nicely to the right of the Corvette throttle body. More importantly, I sorted out the . The goal was to pick the sending unit with an output closest to the OEM Jaguar sender. After plotting out the data points, the SW 2. A was the clear choice, and should make the oil pressure gauge read close to that of the OEM Jaguar sender, erring on the low side. The thin wire must have some resistance in it, between 3. The thin wire can be connected to two different terminals on the alternator - the . I also taped and covered branches of the harness that go to various components. I thought I had the transmission linkage finished, however the design did not squarely engage the gear selector on the transmission - its range of motion was skewed. The new design squarely engages the gear selector, and retains the Jaguar compression- style cable end. I mounted the cable on a piece of 1/8. This should boost my compression ratio up to about 9. When I went to do my final install, I found out that the motor mount pedestal interferes with the back of the compressor, so I'll need to modify it when the engine comes out. I finished the cooling system, wiring, and everything else required to run the car. I replaced the solenoids and the 4. L8. 0E internal wiring harness and the car shifted perfectly! Imagine trying to do the job through a paper- towel role - that is what it's like! I then pressed in the new bushings using some anti- seize compound so I can get them out again if necessary! I also bought a set of KYB shocks which are slightly stiffer than the original shocks. I mounted the rear springs onto the struts, and will install them when I drop the rear suspension. These are strong bolts that are available with a grip size (the smooth part of the bolt) in 1/8. A limited slip differential uses clutches to make sure that neither tire alone will slip under heavy throttle, resulting in far more traction and better acceleration. The pins that secure the brake pads in the caliper were now 1/4. Finally, I installed safety wire on the caliper bolts to keep them from backing out. I think the hardest part was removing and installing the steel inner bearing shafts that go through the cage, LCAs, and differential. These shafts needed beat in and out with a hammer. The car no longer burns oil. Unlike some filters, the element is a stainless steel cartridge and has plenty of flow area to minimize pressure loss. The output shaft wobbles badly. The shaft turned out great and everything seems to be back to normal! The extra cubes will also help with top end. They're also relatively quiet. They connect the rods and the pistons. They slide in with a little white lithium grease. Finally, the rod bearings were installed with white lithium grease. They have a rather large port volume and a huge 2. I installed a set of PAC 1. Chevy Big Block Build. Rat Power. Michael Rasmussen; Massaprqua, NY: I have a 4. Chevy truck in my Chevelle. I just purchased the Edelbrock Performer RPM 6. Air- Gap manifold. I wanted to step up to a hydraulic roller cam, and I heard a roller cam from a Mark VI block can be used as long as my block has provisions for the thrust plate and a Mark VI timing chain is used. I read the online story on your test of the oval- port big- block heads. I’m wondering if I should build that engine or go with a 4. I noticed the cam part number you listed was for a Ford. Everything I read about the XE2. HR- 1. 2 cam says it’s for a Ford. Any suggestions would be great. I love the mag and look forward to it every month. Jeff Smith: The story on our 4. Mar. We were surprised by the power we made with these heads, and the Brodix castings made the most peak power at 5. The Dart and TFS heads were right there as well, within 2 hp at the peak with the same torque, so the results were a push among the Brodix, Dart, and TFS castings. The Edelbrock heads were down slightly at 5. As we pointed out in the story, the Edelbrock heads were within 2. As for the incorrect cam card information, that was a weird deal where the wrong cam card ended up in our cam box and we just copied the information without double- checking. The actual cam we used was an XR2. HR with 2. 24/2. 30 and 0. Ford cam. When you consider that even with the softest aftermarket heads we made 5. Rat motor with a very mild hydraulic roller cam, that’s pretty stout. To get to your question, Michael, the hydraulic roller cams for the Mark VI blocks will interchange with the earlier blocks, but you will need to prevent the cam from moving. Flat- tappet cams employ tapered lobes to prevent the cam from moving in the block. By design, roller cams cannot use this feature, which means you need to use some kind of limiter to prevent the cam from moving forward in the block as engine rpm increases. The Mark VI blocks use a camshaft thrust plate to locate the cam, while your older Mark IV engine does not. The least expensive approach would be to add a cam thrust plate as you suggested- along with the Mark VI- style single roller timing set. This allows plenty of room for the timing set under the cover. The plate will require minor drilling and tapping and is best done with the engine disassembled, although if you are careful, it could be accomplished if you take measures to keep all the drill and tap shavings out of the engine. As we mentioned in the original oval- port head test, if you want to run a similar Comp hydraulic roller cam in your 4. Edelbrock heads are shipped with valvesprings intended to be used with a flat- tappet camshaft. In our test, we wanted to make sure the valve- springs were all the same for each cylinder head, so we swapped them for a set of Comp 9. The 9. 33 Comp springs offer 2. Frankly, since the Edelbrock heads continue to increase flow through 0. Comp does have a single- pattern 2. HR Magnum hydraulic roller that specs out at 2. This will pump the lift closer to 0. Anytime you increase the rocker ratio, you accelerate the valves more aggressively, which tends to make the springs work harder. The reality about valve float is that the first place the spring loses control of the valve is on the closing side as the valve approaches the seat. The intake valve is the heaviest of the two valves, so any loss of control will happen to the intake first. When the intake bounces off the seat during closing, it effectively increases cam duration, which isn’t really what you want. Every time the valve bounces, it also allows cylinder pressure to escape back into the intake port instead of being captured to make cylinder pressure. If allowed to continue, this valve bounce will kill power and also tend to reduce the effectiveness of the springs. One way to help the springs is to use a lighter retainer. When we did that story in 2. Comp titanium retainers, as they were the only real alternative to steel. However, Comp has since come up with a series of tool- steel retainers that are not only nearly as light as the titanium pieces, but much less expensive. The stock steel retainers weigh 3. The tool- steel retainers (PN 1. Summit Racing as opposed to $3. You’ll also need lash cap- style keepers (PN 6. Summit Racing) in case you need to use lash caps (PN 6. Summit Racing). This adds up to another $2. Rat motors since they tend to be somewhat abusive on valvetrain parts. All these parts could easily be used on your existing 4. What you’ll give up with the smaller engine is both torque and horsepower. We can estimate the power by merely taking the existing power of our test engine at 5. We then multiply by 4. This might be a touch low since piston friction will be less with the 4. Edelbrock RPM dual- plane, since that’s what we used on our test engine. Plus, with the bigger cam and more lift, you might actually get up into the 5. Torque will also be reduced with the smaller 4. This is still great power and more than enough to spin the tires or if you hook it up with a 3,7. Sounds like a lot of fun, doesn’t it? More Info. Comp Cams. |