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This timeline has been created to give a general overview of crop production, worker activities, and key pests in greenhouse/hothouse hydroponic tomatoes (GH) in the U.S. This document is intended to describe the activities and their relationship to pesticide applications that take place in the greenhouses throughout the year. This information will be used in worker risk assessments, where risks of concern are identified, and in the assessment of pesticide benefits. The timing of events described may vary due to such factors as the location and target market periods. Pesticide use recommendations are current as of the last update. Crop timelines were developed to demonstrate the relationship between the greenhouse crop events (preparation through cleanout). These crop events directly relate to worker activity in the greenhouses. The timelines are reflective of the 52 calendar weeks and months for convenience. Crop Timeline 1.0, is broken into three sections indicative of the large grower; winter, summer, and year round growing cycles. Crop Timeline 2.0 is broken into the two cycles used by small growers, i.e., winter cycle growers and summer cycle growers. Most small GH growers are summer cycle growers 21/. Crop Timeline 3.0 was developed to indicate a typical summer cycle GH and the relationship of pests and pesticide pre-harvest intervals (PHI) acceptable to the greenhouses. Greenhouse/hothouse hydroponic tomatoes are used for the fresh tomato market only. While these tomatoes command a premium price in the market place, they are never used in processing. GH tomatoes would be considered trash in processed markets due to water content. Additionally, no bioengineered varieties are grown; most greenhouse varieties are produced by Dutch or Israeli seed companies. General Tomatoes are the major vegetable crop grown in greenhouses. The large scale U.S. commercial growers, (greenhouses/hothouses greater than 1 acre), all have automatic climate control and all use hydroponic growing systems. The sophisticated growing systems, coupled with indeterminate varieties, and a controlled environment, enable a longer production season than would be possible in field agriculture. This results in the greenhouse growers being able to...
The all-new 2014 Chevrolet Silverado 1500 and GMC Sierra 1500 arrive first as a crew cab, followed soon by a regular cab and a double cab, which replaces the extended cab of previous years. Early buyers can choose from either a 4.3L V6 engine or a 5.3L V8 engine. A new 6.2L V8 engine will follow later in the year. For the first time, 1500 crew cabs will be available with a longer 6’6” cargo box, in addition to the previous 5’8” cargo box, enabling customers to carry more cargo while still being able to park in many garages. Three all-new EcoTec3 engines will be offered. The EcoTec3 engines feature three state-of-the-art technologies — direct injection, V4 Active Fuel Management (cylinder deactivation) and continuously variable valve timing — to make the most of power, torque and efficiency across a broad range of operating conditions. Full-Size Truck Brake Pipe Kit All kits are pre-formed and pre-flared to aid installation. The brake pipe kits have a nylon coating that provides better All-New 2014 Chevrolet Silverado 1500 and GMC Sierra 1500 Have Arrived. . . . . . 1 Full-Size Truck Brake Pipe Kit . . . . . . . . . . 1 New EcoTec3 Engines ACDelco recently released new hydraulic brake pipe kits for 1999-2007 Chevrolet Silverados and GMC Sierras and 1999-2006 Cadillac Escalade, Chevrolet Tahoe, Chevrolet Suburban, Chevrolet Avalanche and GMC Yukon models. These kits can be used any time the replacement of the entire brake pipe assembly is required. IN THIS ISSUE corrosion protection; and they are a lower-cost alternative to pipe replacement. The kits are not intended for the repair of a single damaged brake pipe. They are intended for the replacement of the entire brake pipe assembly due to c orrosion or wear. Service bulletin 13D-079 GMT800 details the procedures for installing these kits. It includes a part number l isting for each application. continued on page 3...
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MSD Pro-Billet Ready-to-Run Chevrolet V8 Distributor, PN 8360 Chevrolet 348, 409 Distributor, PN 8393 ONLINE PRODUCT REGISTRATION: Register your MSD product online and you’ll be entered in our monthly 8.5mm Super Conductor Spark Plug Wire give-away! Registering your product will help if there is ever a warranty issue with your product and helps the MSD R&D team create new products that you ask for! Go to www.msdignition.com/registration. Important: Read these instructions before attempting the installation. Parts Included: 1 - Pro-Billet Distributor 1 - Rotor, PN 8467 1 - Distributor Cap, PN 8433 1 - Wire Retainer 2 - 1.5" Self Tapping Screws 2 - 10-32 x 3/4" Socket Head Screws 1 - Advance Kit 1 - 3-Pin Harness 1 - Gasket 1 - Tube of Gear Lubricant 2 - O-Rings 1 - Vacuum Advance Lock-Out Kit 1 - Gray Tach Jumper WARNING: Before installing the MSD Ready to Run Distributor, disconnect the battery cables. When disconnecting the battery cables, always remove the Negative (-) cable first and install it last. Note: The terminals of this Ready-to-Run Distributor require spark plug style terminals. You may need to change the terminals and boots of your wires. MSD offers two kits, PN 8849 or PN 8848 that are supplied with nine boots and terminals. Note: If the gear is ever replaced, MSD Gear (PN 8531) is required for replacement due to the .500" diameter shaft. TIMING FUNCTIONS Before continuing with the installation, here are a few definitions you should be aware of: Initial Timing: This is the base timing (also referred to as idle timing) of the engine before the centrifugal advance begins. Centrifugal Advance: The centrifugal (or mechanical) advance mechanism is made up of weights, springs, advance cams, and an advance stop bushing. The amount and rate of advance that your distributor is capable of is determined by the centrifugal timing. If you ever wish to lock out the centrifugal advance, refer to the centrifugal advance section. Total Timing: This is the total of the initial timing plus the centrifugal advance added together. Example: 10° Initial + 25° centrifugal = 35° Total Timing. (When checking Total timing, disconnect and cap the vacuum canister and plug the vacuum line.) Vacuum Advance: The vacuum advance will advance the timing up to 10° during partial throttle driving (with 15 lbs. of vacuum). The vacuum line should be routed to a ported vacuum outlet above the throttle plates. Note: MSD Distributors are supplied with the heavy (slow) advance springs and the 21° stop bushing installed. This is to prevent detonation in certain applications. Review the information on pages 2-4 to determine the best advance curve for your application. M S D
MSD Chevrolet V8 Pro-Billet Distributor PN 85551, PN 85561, PN 8547 Important: Read these Instructions before attempting the installation. Contents Timing Functions Choosing an Advance Curve Setting or Locking Out the Centrifugal Advance Installing the Distributor Adjusting the Slip Collar Wiring the Distributor Parts Included: 1 - Pro-Billet Distributor 1 - Rotor, PN 8467 1 - Distributor Cap, PN 8433 1 - Gasket 2 - O-ring Seals 1 - Tube of Gear Lubricant 1 - Advance Kit Note: An MSD Pro-Billet Distributor must be used with an MSD Ignition Control. TIMING FUNCTIONS Before continuing with the installation, here are a few definitions you should be aware of: Initial Timing: This is the base timing (also referred to as idle timing) of the engine before centrifugal advance begins. Centrifugal Advance: The centrifugal advance mechanism is made up of weights, springs, advance cam, and an advance stop bushing. The amount and rate of advance that your distributor is capable of is determined by the centrifugal timing. If you ever wish to lock out the centrifugal advance, refer to the centrifugal advance section. Total Timing: This is the total of the initial timing plus the centrifugal advance added together. Example: 10° Initial + 25° centrifugal = 35° Total Timing. AUTOTRONIC CONTROLS CORPORATION • 1490 HENRY BRENNAN DR., EL PASO, TEXAS 79936 • (915) 857-5200 • FAX (915) 857-3344 2 INSTALLATION INSTRUCTIONS CHOOSING AN ADVANCE CURVE The function of the advance curve is to match the ignition timing to the burning rate of the fuel and speed (rpm) of the engine. Any factor that changes the burning rate of the fuel or the engine speed can cause a need for an ignition timing change. Figure 1 shows some of the factors that will affect engine timing. FACTOR Cylinder Pressure RPM Vacuum Energy of Ignition Fuel Octane Mixture (Air/Fuel) Temperature Combustion Chamber Shape Spark Plug Location Combustion Turbulence Load Advance Timing For Low High High Low High Rich Cool Open Offset Low Light Retard Timing For High Low Low High Low Lean Hot Compact Center High Heavy Figure 1 Ignition Timing Factors. As you can see from the chart, most factors will change throughout the range of the engine operation. The timing mechanism of the distributor must make timing changes based on these factors. Example: A Chevy V8 has 11:1 compression, a high energy ignition and turns 5,500 rpm. With the specifications given, you will have to retard the timing for the high compression, low rpm and high energy ignition. By comparing the engine’s specifications against the chart, a usable timing guideline can be found. Engines with a combination of items from both columns will require a timing that is set in the mid range. Obviously a full technical explanation of correct ignition timing would be very complicated. The best way to arrive at a suitable ignition curve for your engine is to use the Ignition Timing Factors Chart as a guide and compare it to the Advance Graphs in Figure 2 until a suitable curve is found. When selecting your advance curve, use detonation (engine ping) as an indicator of too much advance, and a decrease in power as an indicator of too little advance. TIPS ON SELECTING AN ADVANCE CURVE • • • • • ...
To Riggins Hill and Fort Defiance “Battle of Shiloh” Courtesy Library of Congress CLARKSVILLE MURFREESBORO S N. Scroll flask and .36 caliber Navy Colt bullet mold found at Camp Trousdale site in Sumner County. Courtesy Pat Meguiar . ST ING PR 41 Stones River National Battlefield and Cemetery Oaklands Mansion 41 T. EGE S COLL Recapture of Clarksville KNOXVILLE 441 Evergreen Cemetery 231 40 Clarksville in the Civil War Surrender of Clarksville 275 CE S MER COM Rutherford County Courthouse T. 41 96 Old Gray Cemetery Mabry-Hazen House 40 231 Bleak House 24 68 Crew repairing railroad track near Murfreesboro after Battle of Stones River, 1863 – Courtesy Library of Congress 68 231 79 ALT 70 M I SSISS 104 Tennessee City (Camp Gillem/ Irish Shanty) New Johnsonville Clarksburg Fighting on the Tennessee River (Birdsong Marina) 70 Parker’s Crossroads (Multiple Sites) 48 McNairy’s Attack Dickson (Clement RR 96 Museum) 40 100 40 Centerville (Hickman Co. Courthouse) 87 412 19 Salem Cemetery Battlefield 61 Brownsville 59 Casey Jones Village 223 Covington Denmark (Presbyterian Church) Forts Randolph and Wright 178 13 100 Henderson 138 51 Doe Creek School 18 128 64 64 64 40 Collierville (Battle of Collierville and Chalmers’s Raid) LaGrange Battle of Moscow Grand Junction 57 Shiloh NMP Fallen Timbers Johnston’s Last Bivouac Davis Bridge Battlefield State Park Savannah (Cherry Mansion and Tennessee River Museum) Lawrenceburg Collinwood ALT 41 55 Five Points Lairdland Farm House Colt revolving rifle, used Nov. 3, 1863, by 2nd Iowa Cav. at Collierville, Shelby Co. Courtesy Norm Flayderman 240 64 Elkton Bridge Harlinsdale Farm Confederate Park 231 Sherman’s Crossing Suck Creek Lotz House FRANKLIN 280 Robbinsville (Civil War in Graham County) 19 Allison-Deaver House Franklin (Dixie Hall) Thomas’s Legion Macon Co. Historical Museum Cashiers (Zachary-Tolbert House) 19 CHATTANOOGA To Suck Creek E ANE CARNTON L Union Lt. Charles R. Ellet approaches Memphis to demand surrender, Harper’s Weekly, June 28, 1862 H R EW IS L To Winstead Hill Bleak House, Knoxville, circa 1874 Courtesy Knoxville Chapter 89, United Daughters of the Confederacy 129 R I V P E 31 Tellico Plains Waynesville (Multiple Sites) “Execution of Jacob Harmon and His Son Henry, Unionist bridge-burners,” from Parson Brownlow’s Book (1862) BU RG IV AV E E Kurz and Allison, “Battle of Franklin” Courtesy Williamson County Historical Society R Confederate Eastern Flank Carnton Plantation Confederate Cemetery National Landmark Occupied Chattanooga Ross’s Landing EESB ORO R D. Collins Farm McGavock’s Grove 64 Old Fort (Swannanoa Gap) 221 74 Coker Creek 40 76 Steamboats tied up at Ross’s Landing in Chattanooga, with Cameron Hill looming in the background Courtesy Library of Congress R Carson House 70 75 R URF R Vance Birthplace 70 28 Madisonville (Monroe County Courthouse) Niota Depot 27 T 55 Marshall (Col. Allen House) 321 Capt. Edwin Rocky Ford Engagement Mars Hill College 411 51 78 Hot Springs 25 (Warm Springs Hotel) Maggie Valley (Kirk’s Raid) Cleveland (Museum Center) (See Inset) Chattanooga Creek 19E (Multiple Sites)
Variable Valve Timing (VVT) Market categories the global market by Component Features (Direct Starter, Enhanced Starter, Belt-driven Alternator Starter (BAS), Integrated Starter Generator (ISG)), by Cam phasing, Variable Valve Actuation (VVA) & by Geography
Ford EFI Engine Lift Plate Safety Guidelines The installation begins with common sense! It is highly recommended that you support the vehicle with four heavy duty jack stands. ALWAYS use an engine hoist specifically designed for this procedure. The vehicle should be positioned on a hard, flat and level surface (asphalt in the summer can be very dangerous). NEVER use a bumper or scissor jack for the support of your vehicle! ALWAYS use safety glasses. Allow the engine and transmission to cool before disassembly. Instructions 1. If you are unfamiliar with the vehicle wiring, fuel connections, coolant or vacuum hose routing, it is always advisable to mark each connection before removal. 2. Always make sure the engine is cold and relieve fuel pressure to minimize the possibility of personal injury or vehicle damage. Use caution in removing electrical connections due to the sensitive nature of most locking style connectors. 3. Remove the coolant hoses, fuel lines, inlet ducting, throttle cable/linkage, vacuum hoses and wiring from the alternator, battery, distributor, gauge sending units, injectors, starter and throttle body. 4. Remove the 6 or 8 (varies by intake design) upper to lower intake manifold bolts. 5. Carefully remove the upper intake from the lower. In some cases the upper may be heavy and may require some maneuvering. 6. With the alignment tab facing the front of the engine, attach the lift plate using the hardware included and tighten the bolts to 12-18 lb ft. 7. Attach the engine hoist lift using one of three holes in the plate to achieve the proper lifting point and tilt angle to the engine assembly for removal making sure that all hooks, bolts, pins etc. are secure before placing tension on the chain assembly. 8. Remove the driveshaft and insert a plug or extra yoke on the output shaft of the transmission to prevent fluid leakage. Secure to prevent the unit from becoming disengaged during the removal process. 9. Remove the remainder of the bolts from the exhaust, motor mounts, driveshaft and transmission crossmember. 10. Always utilize a helper when attempting engine removal for your own personal safety and ease of removal. 1-800-345-4545 jegs.com
1993 ENGINE PERFORMANCE Chrysler Corp./Mitsubishi On-Vehicle Adjustments Dodge; Stealth Mitsubishi; Diamante, 3000GT ENGINE MECHANICAL Before performing any on-vehicle adjustments to fuel or ignition system, ensure engine mechanical condition is okay. VALVE CLEARANCE NOTE: Diamante, Stealth and 3000GT models use hydraulic lash adjusters, valve adjustment is not necessary. CHECKING HYDRAULIC VALVE LIFTERS 1) Warm engine to normal operating temperature. Remove valve cover. Position cylinder No. 1 at TDC on compression stroke. Check intake rockers on cylinders No. 1 and 2. Check exhaust rockers on cylinders No. 1 and 3. 2) Push downward on end of rocker arm above lash adjuster. Rotate crankshaft 360 degrees and check intake rockers on cylinders No. 3 and 4. Check exhaust rockers on cylinders No. 2 and 4. If lash adjuster is normal, it will feel solid. 3) If lash adjuster moves downward easily when pushed, replace adjuster. If lash adjuster feels soft or spongy, air has probably entered lash adjuster. If this occurs, check engine oil level. If engine oil level is okay, check oil screen and oil screen gasket for damage. 4) After repairing cause of air leak, warm engine to operating temperature. Drive vehicle at low speed for approximately 5 minutes. Turn engine off for a few minutes. 5) Restart engine and drive at low speed for approximately 5 minutes. Repeat this step several times for about one hour. This helps remove air from engine oil. IGNITION TIMING NOTE: Perform all adjustments with engine at normal operating temperature, cooling fan and accessories off, transmission in Park or Neutral, and front wheels in straight-ahead position. NOTE: Adjustment of ignition timing cannot be performed on vehicles equipped with Distributorless Ignition Systems (DIS). If ignition timing is not within specification, see CRANKSHAFT POSITION SENSOR in I - SYS/COMP TESTS article in this section. 1) Locate ignition timing adjustment connector. See IGNITION TIMING ADJUSTMENT CONNECTOR LOCATION table. Connect jumper wire between ignition timing adjustment connector and ground. Check ignition basic timing. 2) If ignition basic timing is not within specification, loosen distributor and rotate to adjust timing if necessary. See IGNITION TIMING SPECIFICATIONS table. Remove jumper wire from ignition timing adjustment connector. IGNITION TIMING SPECIFICATIONS TABLE (Degrees BTDC @ RPM)