Sumps and Oil Pumps 

750-115 Lubrication Components Table of Contents Updated: 2022-06-07 

1 Document Scope …………………………………………………….. 2 2 Revision History ……………………………………………………… 2 3 Giving Credit Where It Is Due…………………………………….. 3 4 Source of Information………………………………………………. 4 5 Administrative ……………………………………………………….. 4 6 Series / Model………………………………………………………… 5 7 Synchronized – Chassis # & Engine #? ………………………….. 6 8 Changes – Dependent on Chassis # or Engine#? ……………. 6 9 Sump ……………………………………………………………………. 7 

9.1 Terminology Used in Document …………………………… 7 9.2 “Veloce” Sump – Mysteries………………………………….. 8 9.3 Normale Sump – Mysteries ……………………………….. 12 9.4 Alfa # & Application …………………………………………. 16 9.5 Images…………………………………………………………… 18 

10 Oil Pumps………………………………………………………………26 10.1 Which To Use?………………………………………………… 26 10.2 Anomalies ……………………………………………………… 28 10.3 Confusing Wording in Alfa Publications ……………….. 29 10.4 Alfa # & Application …………………………………………. 30 10.5 Gears Inside Pump …………………………………………… 33 10.6 Cast # ……………………………………………………………. 36 10.7 Pictorial Identification………………………………………. 36 10.8 Evaluation ……………………………………………………… 44 10.9 INFORMATION SHEET – oil pump installation………… 46 

11 Suction Heads ………………………………………………………..47 11.1 Alfa # & Application …………………………………………. 47 11.2 Detachable Suction Heads…………………………………. 48

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This document is the authors best effort, it certainly is incomplete and probably has errors. 

Caveats 

#1: Italy/Alfa Rule – there are always exceptions, intentional and otherwise. 

#2: 50+ years of maintenance creates changes, intentional and otherwise 

#3: Parts catalogs are great sources of information, but do contain errors 

#4: Some parts never get added to the Parts catalogs, more frequently running changes are not noted. 

#5: Parts catalogs sometimes reuse illustration after part design changes. 

#6: Parts catalog artists did not always understand part assembly order as described by the engineer. 

#7: Bill Gillham may have summarized it correctly, “Alfa was consistently inconsistent”. 

1 Document Scope 

This document covers primarlily750 and 101, with some 105 data: 

• Sumps 
• Oil Pumps ( plus some coverage of 105/115 oil pumps) 

For information on other lubrication components see the other documents in this series. 

2 Revision History

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3 Giving Credit Where It Is Due 

Much of this document comes from: 

• main@alfaromeo750-101series.groups.io | Home. 
• Giulietta & Giulia (1954-65) | Alfa Romeo Forums (alfabb.com) 

Some pictures come from the above Internet groups. It is assumed that since no copyright was placed on the pictures, they are available for reuse. If any picture owner  objects, I will remove that picture.

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4 Source of Information 

NOTE: “Amendments” provide numbers that supersede numbers in the base catalog. 

5 Administrative 

• Dates will be presented in YYYY/MM/DD format. 
• “Owner Comment” section will provide information from original owners or 2nd owner whenever possible.

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6 Series / Model 

Information sources: Giulietta 1300 Spare Parts Catalog, publication 776 (1961/11), “Engines and chassis identification numbers” page. 

Information source: alfaromeo TUTTE LE VETTURE DAL 1910, Luigi Fusi 

Christopher Boles: “Fusi told me himself that he knew of the errors and some of it was laid upon the printer”. 

1 Contradictory information: While Fusi does not list any 750 Veloce for 1959; but there is a known examples: 1495*F*06989, 1315.32691, 1959/06/26. 2 Again contrary to Fusi: there is a known example 1495*F*07505, 1315.32969, 1960/03/22. Also Giulietta 1300 Spare Parts Catalog, lists the last engine as 1315.33000 (were  these additional engines for dealers to sell as replacements?)

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7 Synchronized – Chassis # & Engine #? 

Chassis and engines numbers are not in perfect synchronization. This can be illustrated by data on http://www.veloceregisters.net/sprint.htm: 

8 Changes – Dependent on Chassis # or Engine#? 

For determining when mechanical details change, does the chassis # or the engine # dictate when the change occurs? As so often happens, the answer is “it depends”. As  found in Spare Parts catalog: 

• Oil sump 1315.10.703 was used up to engine 1315.32469 
• An exhaust component page is headed by: used up to chassis 1493.11001

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9 Sump 

NOTE: only 750 and 101 sumps are covered in this section. 

Oddities and anomalies will be discussed before looking at Alfa numbers from the Spare Parts Catalogs. 

9.1 Terminology Used in Document 

NOTE: for simplicity, and hopefully easier understanding, below is a list of terms used in the following pages. 

“Tub” – think single piece formed into the shape of a bathtub. 

Below find: 

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9.2 “Veloce” Sump – Mysteries 

It is easy to become confused when discussing the “Veloce sump”. There are three frequently call “Veloce Sump”, they are all covered in chart below. NOTE: One of the versions frequently, but incorrectly labeled “Veloce sump” (101.02.01.021.00) was also used on Sprint Normale and Spider Normale. 

3 The predecessor sump would have been 1315.10.719, but that Spare Parts page provides no ending engine numbers. 

4 There are no engine numbers on the 101.02.01.021.00 Spare Parts page, but the implication is “after 1315.32469”.

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Frequently Spare Parts will be clear on the progression of use from one part to another and then another; but not in this situation only some important clues: • The steel sump’s part number falls between the two alloy sump part numbers, implying it was used in a period between them. 

• The windage tray support brackets indicates use in 750-series and 101-series, while 1315.10.730 (1st alloy) sump was discontinued before the end of the 750- series. 
• And the best clue: TAV 8 – NOTE implies that 101.20.01.021.00 (2nd alloy) replaced 101.02.01.021.00 (steel) not 1315.10.730 (1st alloy). • The SS and SZ never used the multi-piece steel sump. 

SPECULATION – what happened: 

• The 1st Sprint Veloce, Spider Veloce, SS, and SZ had multi-piece alloy sumps (1315.10.730 + 1315.10.079). 
• Toward the end of the 750 engine, both Normale and Veloce, received the steel sump (101.02.01.021.00) made by welding together multiple pieces. • This apparently started in mid-1959 and was discontinued in 1961. 
• They leaked! It appears Alfa attempted to fix the problem by making an assembly line change, without part number change, by adding internal  bracing. 
• The most comprehensive data currently available is for Spider Veloce: 
• earliest known multi-piece steel 1959/06/26 
• earliest known 2nd generation multi-piece alloy 1960/03/22 
• After discontinuing the multi-piece steel sump: 
• 101-1300 Sprint Veloce and Spider Veloce – received 2nd generation multi-piece alloy sump (101.20.01.021.00 + 101.20.01.211.00). The SS also received this sump. 
• 101-1300 Normale received a new single piece alloy sump (101.02.01.200.00) 
• 101-1600 catalog lists a new Sprint Veloce, Spider Veloce, and SS sump (101.21.01.021.00 + same bottom pate as 101-1300); but see later  discussion if this part was ever actually supplied.

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9.2.1 1315.10.730 – Two Version 

The following is summarized from conversations with Gordon Raymond. 

Gordon Raymond and Jim Neill identified two versions of the 750 Veloce alloy sump. 

• They have the identical casting numbers on the components, but different part numbers were assigned (author: hopefully we can locate them) • The revised version 
• arrived very late in the 750 series 
• is 3mm shallower 
• used “replacement Veloce pump”, known by dealers as the “death” pump (author: probably 1315.58.707). 
• related failures pushed Alfa into both to the 1300-101 engine with stiffer block, thicker head, better oil pump and the 101 sump.  
• The two versions are indistinguishable in appearance. To identify version, perform two tests: 
• Test 1 – mount a 750 “double bubble” pump in any front cover, put a gasket on the pan, and then set the front cover on the gasket. Check  the bubble bottom to sump clearance.  
• the deep (early) version has clearance between idler pin bubble and sump round depression (see 1315.10.730 photo above)  
• the shallow (late) version has zero clearance and does not fit.  
• Test 2 – same pump upper body fitted with the angle cut “replacement Veloce pump” bottom  
• there will be clearance, but is a recipe for engine failure.

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9.2.2 101.02.01.021.00 – Two Versions 

Visual evidence says there were. It is apparent there was a running change made to add strengthening braces in the hopes it would cure the cracks and leaking  problem. Alfa did not make a part number change. 

9.2.3 101.02.01.021.00 – When Used? 

For a brief period Sprint Normale, Sprint Veloce, Spider Normale, and Spider Veloce were equipped with a multi-piece steel sump (101.02.01.021.00). While we may not be able to determine the exact begin and end dates, careful reading of Spare Parts gives indicators (and confusion). 

• Known example 
• Earliest are 1959, Sprint 1315.08055 (1959), Spider Veloce 1495*F*06989, 1315.32691, 1959/06/26 
• Latest are 1961, 101.02.1604xx 
• Windage Tray Brackets 
• Both a 750 and 101 engine number refer to use of windage tray support brackets only associated “with plate version of oil sump”  (101.022.01.021.00.) 
• The earlies engine number would correspond with 1959, the end is ill defined. 
• See earlier “Veloce” Sump – Mysteries section chart for details. 
• Oil Pumps  
• Both a 750 oil pump and a 101 oil pump refer to use “with plate version of oil sump” (101.022.01.021.00.) 
• The engine number are ill defined. 
• SS and SZ oil pumps never refer to that sump.

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• See later Oil Pumps / Alfa # & Application section for details 

9.2.3.1 Conclusions 

CONCLUSIONS: 

• It was used from mid-1959 through sometime in 1961 
• Sump was used by Sprint Normale, Sprint Veloce, Spider Normale, Spider Veloce. 
• It was never used on SS or SZ, this is contrary to motor mount listing, but supported by oil pump listing. 
• There was a special Veloce exhaust side motor mounts, with built-in bumper, used for this sump (see document titled 750-101 Motor Mount Application and Dimensions for how the following conclusion was arrived at). 
• Normale – same exhaust side motor mount as prior to the introduction of this sump. 

9.3 Normale Sump – Mysteries 

9.3.1 101.02.01.200.00 versus 101.23.01.200.00 

Below is Spare Parts Catalogs data. 

NOTE: “Amendments” provide parts that supersede parts in the base catalog.

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5 This item is listed “for motors with rear support without studs”; but based on illustration this appears to mean is the lock tab design for the rear main cap changed.

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9.3.1.1 105 Alfa Romeo Information Sheet 

This 105-series Information Sheet is provided, because it might provide a clue to why a new sump might be required (101.23.01.200.00). • It shows that the reinforced rear crankshaft bearing cap required additional clearance be added to the back edge of the sump 

• The Information Sheet is dated 1965/04/20, but the first Spare Parts Catalog to list both a “non-reinforced” cap and a “reinforced” cap is not until  1967/11. 
• The 1966/12 Amendment refers to a “strengthened” cap, but the number is the same as the cap used since 1961. Why would they now call it  “strengthened”?

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9.3.1.2 Conclusions 

The catalogs provide confusion instead of clarity: 

• October 1964 catalogs show on the illustration page:101.23.01.200.00, but on the number page:101.02.01.200.00 
• October 1964 catalogs show no new rear main crankshaft cap. 

SPECULATION – what happened: 

• The October 1964 publications has an error, but what is wrong? 
• If the illustration is correct (sump 101.23.01.200.00) then it seems likely it should show rear main bearing cap 105.00.01.107.02 (reinforced), since a rear main cap change appears to be the only reason for there to have been a sump change. 
• If the number page is correct, then sump 101.23 probably was never produced.

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9.4 Alfa # & Application 

For identification it is necessary to carefully read all versions of the 750, 101-1300, and 101-1600 Spare Parts Catalogs, including the footnotes; plus all amendments  to each catalog. 

NOTE: re-read Terminology Used in Document section for terms used under “Describe” column. 

………………..Continued on next page 

6 Suction head and windage tray brackets differ between Normale and Veloce versions. 

7 Superseded: for Sprint & Spider by 101.02.01.200.00, for Sprint Veloce & Spider Veloce by 101.20.01.021.00 

8 1493.20716, 1315.010979, 1959 

9 1493*F*06989, 1315.32691, 1959/06/26, 750 engine, split case

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9.5.1 1315.10.719 (Steel tub sump) 

9.5.2 1315.10.748 (Steel tub sump)

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9.5.3 1315.10.730 + 1315.10.079 (Multi-piece cast sump)

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9.5.4 101.02.01.021.00 (Multi-piece steel sump) 

101.02.01.021.00: leaked where the stampings are joined as seams, as well as the sump gasket surface which is usually warped with bolt tightening. The stampings  were often stretched and stressed enough to develop age cracks at bends or in tight corners and sharp bends.

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9.5.5 101.02.01.200.00 (Cast tub sump)

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9.5.6 101.20.01.021.00 + 101.20.01.211.00 (Multi-piece cast sump)

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9.5.7 101.21.01.021.00 + 101.20.01.211.00 

9.5.8 101.23.01.200.00 (Cast tub sump)

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10 Oil Pumps 

10.1 Which To Use? 

Gordon Raymond (condensed by the author from several conversations): 

I have been building and re-building Alfa oil pumps since 1965 when I learned some of the “tricks” from Ron Neal at Ausca Racing. 

• The original 750 series pumps suffered from premature wear and lower output than later pumps. 
• The wear was caused by the idler pins not being hardened properly; with use the pin is worn by the spinning idler-gear resulting in the gear  “floating”. (Author’s example had diameter of 11.96 instead of original 12.0.) This results in a decrease in the oil pressure. In extreme cases  the idler gear floats enough to touch the inside of the pump body sending a stream of aluminum “dust” down the oil lines. 
• One of the MAJOR CHANGES from the 101 1300 engine to the 101-1600 engine, was the oil pump. There were many variation, some were never  in the Spare Parts Catalog. 
• The purpose was to increase high speed oil volume. 
• The 29 mm tall gear 750 pump is down about 20% on available oil volume as compared with the 31 mm tall gear, 11 tooth 101-1300 pump. • The 31 mm tall gear, 11 tooth 101-1300 pump is down about 30% from the 31 mm tall, 9-tool pump 101-1600 pump. 
• Today no one that knows uses the 11-tooth gear set pumps from the 750 or 101-1300. 
• Fitting a 101 pump into a 750 sump definitely requires a bit of grinding & fettling. 

(Author: reviewing pump part numbers, it appears early 101-1600 may still have had 11-tooth gears.) 

• 105-1600 pumps have bronze / steel 9-tooth helical gears with the cast pick-up as part of the pump bottom housing. 
• The helix of the 105-1600 gears are not quite identical to the helix gears in the 101-1600 pump, so you cannot mix this gears. 
• The ONLY detachable pick-up pump bottom housing that will fit the 105-1600 upper pump body is from a 9-tooth 101-1600. 
• 105/115-1750 pumps replaced the bronze “driven-gear” with steel unit.  

(Author: reviewing “driven-gear” part numbers, the steel gear may have 1st appeared with 101-1600 Spider Veloce with the “Optional” oil pump.) • These 1750 steel gears are highly preferred for racing engines. 

• 105/115-2000 pumps use “straight cut” gears, which are suitable for lower RPMs. 

(Author: Gordon has re-machined many pumps from 11-tooth to 9-tooth for use in 750 and 101 cars.) 

See Gears Inside Pump section for more information. 

10.1.1 Alfetta Pump 

Gordon Raymond 

• The first Alfetta pumps had helical gears, both of steel. However, manufacturing tolerances were loose and many were cut out of round. • Later Alfetta pumps had straight cut gears, both of steel. Tolerances improved, but should be considered low-speed pumps. 

Author 

An Alfetta sample measured, had gears of slightly smaller diameter (28.3 versus 28.4). 

10.1.1.1 Alfetta Sump & Pump in Giulietta 

Gordon Raymond

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• Some try using a modified Alfetta sump, but the pump bottom housing is way too close to the sump bottom and the pick-up is poor design for  maximum oil flow. Those conversions require a lot of effort for no positive result.  
• The worst in my opinion and experience is use of the Alfetta sump and pump on Giulietta’s and Giulia spiders as it just hangs too low below  the frame rails. You are likely to experience broken engine mounts, dented hoods and smashed sumps on rough roads. 

10.1.2 Normale / Veloce 

Gordon Raymond 

The only difference between an 101 Normale and 101 Veloce pump is the bottom housing that encloses the gears has or does not have locating pins. 

Gordon Raymond 

Back in racing team days, where sumps were often pulled to check bearings, it was discovered the big square cut “O” ring that connected the Veloce  goose neck to the cooling passages in the sump were often cracked or showed signs of uneven compression, because the goose neck flange was not  parallel to the sump boss.  

This was easily corrected by removing the pins, and trial assembly of the sump with nuts on the goose neck studs tightened only enough so the big “O”  ring would seat parallel with flange and boss. The nuts were fully tightened after this parallel fit was achieved. This adjustment is not possible with the  pins in place. Since that time in the early ’60’s I’ve pulled all the locating pins from real Veloce bottom housing.

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10.2 Anomalies 

Gordon Raymond: 

CAUTION: for several years the 11-tooth were sold out of dealer stock as replacements; with many being installed into cars that left the factory with 9-tooth  pumps. This was done because many 11-tooth pumps were already in the supply chain. 

Author: 

A pump removed from a 1963 101-1600 Spider Normale wrecked at only 23,000 miles presents one of the anomalies you are likely to encounter. It should  have been a 9-tooth pump 101.10.06.010.00, but it was an 11-tooth pump. Additionally it has the upper body reinforcement webs of a 101-1300 Veloce  pump, but not the Veloce siphon locating pins. This car was built in the midst of the 101 to 105 transition.

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10.3 Confusing Wording in Alfa Publications 

In various Italian language Spare Parts Catalogs you will see the word “maggiorata”. The usual translation is “oversized”. The term does not appear in English  language Spare Parts Catalogs. What does it imply? Why is it not in English catalogs? 

The above chart adds to the confusion: 

• Amendment to 993 list one pump “maggiorata / oversized” and other “non-maggiorata / not oversized”; even though they have the same gears. • Pub 1150 lists two gears, which by necessity would have to be of identical dimension and number of teeth, but: 
• 101.10.06.015.00 “standard” has been identified as 11-teeth 
• 105.14.06.105.00 “oversized”, since for 105 pumps must be 9-tooth 
• Pub 1312 lists both pumps “maggiorata”, lists the same two driven-gears as publication 1150, but use the Italian terms • 101.10.06.015.00 “non maggiorata”  
• 105.14.06.105.00 “maggiorata” 
• of identical dimension as “maggiorata / oversized” and other.  
• So what is “maggiorata / oversized” about the pump? 
• So what is “maggiorata / oversized” about the driven-gear? 

CONCLUSION 

• Alfa was probably attempting to differentiate between 11-tooth and 9-tooth. 
• Pumps are either 11-tooth or 9-tooth gears, not a mixture in the same pump! 
• Publications 1150 and 1312 contain errors, when they imply either an 11-tooth and 9-tooth driven-gear could be used in the same pump. • Therefore: 
• Ignore the word “maggiorata / oversized” when associated with a pump. 
• Ignore the word “maggiorata / oversized” when associated with a driven-gear. 
• That is what is done in the rest of this document.

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10.4 Alfa # & Application 

Gordon Raymond: 

• CAUTION: There were many variation that were never added to the Spare Parts Catalogs. 

(Author: chart presented below is only what is in Spare Parts Catalogs.) 

For identification it is necessary to carefully read all versions of the Spare Parts Catalogs, including the footnotes; plus all amendments to each catalog. NOTE: re-read Terminology Used in Document section for terms used to describe the association oil sumps. 

NOTE: the following is in part number order, which does not always following chronological order which Alfa installed them on the assembly line. 

Most of the “superseded by” numbers come from Indice numerico riferito al boliettino d’aggiornamento no 002/983 per vettura Giulietta (Numerical index  referring to the update bulletin no. 002/983 for the Giulietta car) 

10 Based on “up to 1315.33000” as the English translation of the Italian language publications 983, whereas the English publication 776 erroneously list “from 1315.33000”.

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11 “Optional”.was found on USA Parts Bulletin No. 23 “Differing parts – Giulia Spider Veloce 101.18”, no publication date. 

12 Oddly 101-1600 Spider Veloce Spare Parts Catalog list one complete pump number, but two bottom housings and two “driven-gears” (listed as “standard” and “oversized”).

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10.5 Gears Inside Pump 

In Italian spare parts catalogs the gears will be labeled: 

• Ingranaggio conduttore= drive-gear 
• Ingranaggio condotto = driven-gear 

10.5.1 How To Count Teeth & Measure Gear 

NOTE: the shaft diameter of all gears is the same, 12 mm. 

10.5.2 9 or 11? Bronze or Steel? Helical or Straight Cut? 

Gordon Raymond: 

• CAUTION: There were many variation that were never added to the Spare Parts Catalogs. 

(Author: chart presented below is only what is in Spare Parts Catalogs.) 

“—” = not provided in catalogs

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13 Steel driven-gear was found in NOS sample purchased by Thierry Van Nuffelen. 

14 Is the number change because of a change in the contour of the gear helix contour that Gordon Raymond refers to or is it just to signify the introduction of 105.14-Giulia T.I.?

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10.5.2.1 Conclusions 

• 750 and 101-1300 pumps had 11-tooth gears. 
• 101-1600 was a 11-tooth to 9-tooth transition period, where either might be found. 
• All 105 and later pumps 9-tooth 
• All 750 and 101 pumps had bronze “driven-gears” until the steel “driven-gear” was introduced at the time of the 1750 engine, with some  exceptions going into 101-1600 Spider Veloce. 
• All pumps had “helical” gears until the 115-2000 and 116 era when some pumps switched to “straight cut” gears. 

CAUTION: on eBay new-old-stock 605.22400 “driven-gears” are frequently listed as for 105, but it is a “straight cut” gear.

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Sumps and Oil Pumps 

750-115 Lubrication Components Oil Pumps Page 36 

10.6 Cast # 

The cast # (found on the side of the many body on many pumps) is not useful for identification. The same number, 1315-58001 was used on many pumps; even  when the casting changed. Best example is 101.10.06.010.00 (with strengthening ribs) and 101.10.06.013.00 (without ribs). 

10.7 Pictorial Identification 

NOTE: the following is in part number order, which does not always following chronological order which Alfa installed them on the assembly line.

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Sumps and Oil Pumps 

750-115 Lubrication Components Oil Pumps Page 37 

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Sumps and Oil Pumps 

750-115 Lubrication Components Oil Pumps Page 38 

 Copyleft — sharing with Alfa community Originally provided by Carl R. Davis Send correction to carl750@sandprairie.net

Sumps and Oil Pumps 

750-115 Lubrication Components Oil Pumps Page 39 

 Copyleft — sharing with Alfa community Originally provided by Carl R. Davis Send correction to carl750@sandprairie.net

Sumps and Oil Pumps 

750-115 Lubrication Components Oil Pumps Page 40 

 Copyleft — sharing with Alfa community Originally provided by Carl R. Davis Send correction to carl750@sandprairie.net

Sumps and Oil Pumps 

750-115 Lubrication Components Oil Pumps Page 41 

 Copyleft — sharing with Alfa community Originally provided by Carl R. Davis Send correction to carl750@sandprairie.net

Sumps and Oil Pumps 

750-115 Lubrication Components Oil Pumps Page 42 

 Copyleft — sharing with Alfa community Originally provided by Carl R. Davis Send correction to carl750@sandprairie.net

Sumps and Oil Pumps 

750-115 Lubrication Components Oil Pumps Page 43 

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Sumps and Oil Pumps 

750-115 Lubrication Components Oil Pumps Page 44 

10.8 Evaluation 

Alfa provides two specification, but probably more important is visual inspection.

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Sumps and Oil Pumps 

750-115 Lubrication Components Oil Pumps Page 45 

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Sumps and Oil Pumps 

750-115 Lubrication Components Oil Pumps Page 46 

10.9 INFORMATION SHEET – oil pump installation

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Sumps and Oil Pumps 

750-115 Lubrication Components Suction Heads Page 47 

11 Suction Heads 

11.1 Alfa # & Application 

For identification it is necessary to carefully read all versions of the 750, 101-1300, and 101-1600 Spare Parts Catalogs; including the footnotes. 

15 Superseded by: for Sprint & Spider by sump 101.02.01.200.00, for Sprint Veloce & Spider Veloce by sump 101.20.01.021.00.

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Sumps and Oil Pumps 

750-115 Lubrication Components Suction Heads Page 48 

11.2 Detachable Suction Heads 

The following had sump pickups that could be detached from the oil pump: 

• 750 series 
• 101-1300 series 
• 101-1600 series 
• 105 GTA, GTAm, and some TZ’s  
• Note the hanger for each pick-up also differ. 

These were obviously different for different applications and different sumps. You need the correct detachable pick-up used with the specific model of sump on  your engine.

 Copyleft — sharing with Alfa community Originally provided by Carl R. Davis Send correction to carl750@sandprairie.net .