Airtex E3902 in-tank fuel pump now only $19.99

RF_Burns

RF_Burns

Super Moderator
Staff member
Sep 7, 2008
5,165
1,363
113
Ontario Canada
I was searching around and came across Emery's in-tank fuel pump presentation. For fun I googled the Airtex E3902 in-tank fuel pump kit which Emery
stated he paid $68.99 for (written in 2010).

They come up as $19.99 at Summit. At that price anyone wanting to go this way or need a spare should grab one or two!

https://www.summitracing.com/int/parts/atx-e3902/overview/

--
Bruce Hislop
ON Canada
77PB, 455 Dick P. rebuilt, DynamicEFI EBL EFI & ESC.1 ton front end
http://www.gmcmhphotos.com/photos/showphoto.php?photo=29001
My Staff says I never listen to them, or something like that
 
I've looked at the Emery presentation several times and always wonder whether there is a stock GM truck (or other vehicle) in-tank pump/sending unit
available.

I have not gotten into this topic in depth just yet, but am dropping my tanks in the next few weeks due to leaking gas lines (presumed for now to be
at the sending unit connections). Once I go down that rabbit hole, clean the tanks, etc., I intend to convert to in-tank pumps. Ideally complete
replacement units, with return fitting for FI.

Am I dreaming?
--
Wackster - 1976 23' Crestmont
Baltimore, Maryland
 
> I was searching around and came across Emery's in-tank fuel pump presentation. For fun I googled the Airtex E3902 in-tank fuel pump kit which
> Emery stated he paid $68.99 for (written in 2010).
>
> They come up as $19.99 at Summit. At that price anyone wanting to go this way or need a spare should grab one or two!
>
> https://www.summitracing.com/int/parts/atx-e3902/overview/

Just a word of caution on the Airtex E3902 pump. If you have a Howell EFI, the requirement is for around 18 psi fuel pressure. Before ordering the
e3902, check the specs. I installed one and had problems with loss of power. Checking fuel pressure it was down to around 14 psi. I went back and
checked the specs on the pump and it showed min psi of 12 psi (just checked Rockauto and the specs still show 12 psi on the minimum side). That is OK
for a Rochester Throttle Body but will not support the Howell. I used an Airtex E3270 pump designed for the same application but with a min psi of
80psi. I now run 30 psi pressure for a '94, '95 Rochester TB and the pumps are doing great. The 3270 is $28 versus $17 at Rockauto.

--
Randy & Margie
'77 Eleganza II '403'
Battlefield, MO
 
Thanks for that info. I was working under the assumption that I would have to stick with a low pressure pump while still running the Rochester
Quadrajet. Unless I could identify a higher pressure pump combined with a pressure regulator that would allow me to run low pressure for now.
--
Wackster - 1976 23' Crestmont
Baltimore, Maryland
 
Wackster
If you are running a carb, you do need a low pressure pump. I'm on EFI and not up on carbs, so off the top of my head you want something 3-5 psi (I
think 8 psi is tops). Most run a Carter P4070 external pump back by the fuel tanks.

I haven't seen a fuel pressure regulator that will go down into the 3-5 psi range. Until you are ready to do EFI, I'd stick to the P4070.

I've never had a problem with vapour lock and I'm running an external fuel pump back at the tanks for my EFI system. This winter I plan to install 2
pumps external at the back and eliminate the fuel selector valve. That way I have redundant fuel pumps. My existing fuel pump is over 8 years old so
its had a good run.

--
Bruce Hislop
ON Canada
77PB, 455 Dick P. rebuilt, DynamicEFI EBL EFI & ESC.1 ton front end
http://www.gmcmhphotos.com/photos/showphoto.php?photo=29001
My Staff says I never listen to them, or something like that
 
Thanks RF. I will certainly take your input into consideration. For my future reference, what pump are you using for fuel delivery to the TBI?
Keeping it simple for now (with carbs and external pump) has lot of merit, especially when considering other maintenance priorities.
--
Wackster - 1976 23' Crestmont
Baltimore, Maryland
 
I used a pair of Mr Gasket pumps for my carbureted coach. If you go that route, do not use the supplied filters - they will fail at the crimp. Wix
makes an exact replacement, use them.

--johnny

--
76 26' Eleganza(?) with beaucoup mods and add - ons.
Braselton, Ga.
"I forgive them all, save those who hurt the dogs. They must answer to me in hell" - ol Andy, paraphrased
 
I have gone through 3 or 4 mr. gasket fuel pumps, one with their filter, they do come apart/leak, the rest with wix and I wouldn't recommend them (pump, not filter) to anyone for anything. Use Carter (p4389 I think). I still have second one bought as spare. I probably have a mr. gasket or two left in scrap barrel. This surprised me as mr. gasket stuff is usually good.

jesse farr, soddy tn, 3 26'

----- Original Message -----
From: Johnny Bridges via Gmclist
Reply-To:
To:
Cc: Johnny Bridges
Sent: 9/25/2018 9:16:58 AM
Subject: Re: [GMCnet] Airtex E3902 in-tank fuel pump now only $19.99
________________________________________________________________________________

I used a pair of Mr Gasket pumps for my carbureted coach. If you go that route, do not use the supplied filters - they will fail at the crimp. Wix
makes an exact replacement, use them.

--johnny

--
76 26' Eleganza(?) with beaucoup mods and add - ons.
Braselton, Ga.
"I forgive them all, save those who hurt the dogs. They must answer to me in hell" - ol Andy, paraphrased

_______________________________________________
GMCnet mailing list
Unsubscribe or Change List Options:
http://list.gmcnet.org/mailman/listinfo/gmclist_list.gmcnet.org
 
Well, I'd put 20K miles or so on the coach when I sold it - never had a problem once the Wix filters went on.

--johnny
--
76 26' Eleganza(?) with beaucoup mods and add - ons.
Braselton, Ga.
"I forgive them all, save those who hurt the dogs. They must answer to me in hell" - ol Andy, paraphrased
 
Wackster,
I am using the fuel pump that came with the Howell EFI kit which I bought in late 2009. Howell EFI was the way to go back then, but it was found that
just previous to my purchase, Holley started supply their TBI units with ~60pph (pounds per hour) injectors instead of 80pph. This caused alot of
issues for those who got the smaller injectors.

I now have a Rochester TBI with 90pph injectors from a 454 engine. I've also changed the ECM to a DynamicEFI.com EBL unit and very happy with the
results.

Note that EFI makes your engine run like a modern engine, but spark control is what wakes the engine up and gives it better performance. Things like
lean cruise and deceleration fuel cut-off contribute to better fuel efficiency.

Just my experience

--
Bruce Hislop
ON Canada
77PB, 455 Dick P. rebuilt, DynamicEFI EBL EFI & ESC.1 ton front end
http://www.gmcmhphotos.com/photos/showphoto.php?photo=29001
My Staff says I never listen to them, or something like that
 
Great thread - thank you all for the information. Love this resource!
--
Wackster - 1976 23' Crestmont
Baltimore, Maryland
 
Great thread - thank you all for the information. Love this resource!
--
Wackster - 1976 23' Crestmont
Baltimore, Maryland
 
I have a question related to fuel tanks and fuel pumps on the GMC. When switching to the EFI system, would it be a good idea to install just a single
fuel pump in the front (reserve) tank and feed the return line to the same tank. It seems like this will simplify all the fuel plumbing. It is my
understanding that the fuel tanks are connected via the filler hose. Is the filler hose on the rear tank low enough near the bottom to permit fuel
exchange between the tanks?
--
Vadim Jitkov
'76 Glenbrook 26'
Pullman, WA
 
Vadim,

You probably don't want to do that. The filler tubes enter the Aux. and
Main tanks at a level which leaves about 6 gallons in the non-selected
tank. That is, if you run on the Main until the engine dies, you can
switch to the Aux. and have about 6 gallons of reserve. Or vice-versa.
That reserve can be lower, due to "sloshing" and steep terrain, but you
should always have some reserve. With a pump on only one tank, you'd never
be able to access that reserve.

A MUCH better idea, IMHO, is to remove the selector valve (which is prone
to failure under ethanol attack) and install a pump for each tank. Select
the pump with a relay operated by the disconnected selector valve wire.
Now you not only have access to all fuel, but redundant pumps as well.

I DO like your idea of connecting the return to the Aux. tank. That's what
I do. Since I try to always run on Main, I KNOW that I've got reserve in
the Aux. My return is into the drain plug with a guard for that pipe
bolted to the just-forward crossmember.

Ken H.
Americus, GA
'76 X-Birchaven w/Cad500/Howell EFI & EBL,
Manny Brakes & 1-Ton, Troy-Bilt APU, etc., etc., etc.
www.gmcwipersetc.com

> I have a question related to fuel tanks and fuel pumps on the GMC. When
> switching to the EFI system, would it be a good idea to install just a
> single
> fuel pump in the front (reserve) tank and feed the return line to the same
> tank. It seems like this will simplify all the fuel plumbing. It is my
> understanding that the fuel tanks are connected via the filler hose. Is
> the filler hose on the rear tank low enough near the bottom to permit fuel
> exchange between the tanks?
> --
> Vadim Jitkov
> '76 Glenbrook 26'
> Pullman, WA
>
> _______________________________________________
> GMCnet mailing list
> Unsubscribe or Change List Options:
> http://list.gmcnet.org/mailman/listinfo/gmclist_list.gmcnet.org
>
 
> Vadim,
>
> You probably don't want to do that. The filler tubes enter the Aux. and
> Main tanks at a level which leaves about 6 gallons in the non-selected
> tank. That is, if you run on the Main until the engine dies, you can
> switch to the Aux. and have about 6 gallons of reserve. Or vice-versa.
> That reserve can be lower, due to "sloshing" and steep terrain, but you
> should always have some reserve. With a pump on only one tank, you'd never
> be able to access that reserve.
>
> A MUCH better idea, IMHO, is to remove the selector valve (which is prone
> to failure under ethanol attack) and install a pump for each tank. Select
> the pump with a relay operated by the disconnected selector valve wire.
> Now you not only have access to all fuel, but redundant pumps as well.
>
> I DO like your idea of connecting the return to the Aux. tank. That's what
> I do. Since I try to always run on Main, I KNOW that I've got reserve in
> the Aux. My return is into the drain plug with a guard for that pipe
> bolted to the just-forward crossmember.
>
>
> Ken H.
> Americus, GA
> '76 X-Birchaven w/Cad500/Howell EFI & EBL,
> Manny Brakes & 1-Ton, Troy-Bilt APU, etc., etc., etc.
> www.gmcwipersetc.com

With the filler hoses entering tanks as you describe, it makes more sense now. I was under impression that the AUX tanks just sits a little lower and
that's what leaves some fuel there when main tank runs dry. Thanks for the explanation.
--
Vadim Jitkov
'76 Glenbrook 26'
Pullman, WA
 
My experience with pressure regulators has caused me to use a low pressure
pump when needed and not mess with regulators unless your willing to pay $
120 or more
Most of you are expecting high reliability from inexpensive ones, not major
brands.

> > Vadim,
> >
> > You probably don't want to do that. The filler tubes enter the Aux. and
> > Main tanks at a level which leaves about 6 gallons in the non-selected
> > tank. That is, if you run on the Main until the engine dies, you can
> > switch to the Aux. and have about 6 gallons of reserve. Or vice-versa.
> > That reserve can be lower, due to "sloshing" and steep terrain, but you
> > should always have some reserve. With a pump on only one tank, you'd
> never
> > be able to access that reserve.
> >
> > A MUCH better idea, IMHO, is to remove the selector valve (which is prone
> > to failure under ethanol attack) and install a pump for each tank.
> Select
> > the pump with a relay operated by the disconnected selector valve wire.
> > Now you not only have access to all fuel, but redundant pumps as well.
> >
> > I DO like your idea of connecting the return to the Aux. tank. That's
> what
> > I do. Since I try to always run on Main, I KNOW that I've got reserve in
> > the Aux. My return is into the drain plug with a guard for that pipe
> > bolted to the just-forward crossmember.
> >
> >
> > Ken H.
> > Americus, GA
> > '76 X-Birchaven w/Cad500/Howell EFI & EBL,
> > Manny Brakes & 1-Ton, Troy-Bilt APU, etc., etc., etc.
> > www.gmcwipersetc.com
>
> With the filler hoses entering tanks as you describe, it makes more sense
> now. I was under impression that the AUX tanks just sits a little lower and
> that's what leaves some fuel there when main tank runs dry. Thanks for
> the explanation.
> --
> Vadim Jitkov
> '76 Glenbrook 26'
> Pullman, WA
>
> _______________________________________________
> GMCnet mailing list
> Unsubscribe or Change List Options:
> http://list.gmcnet.org/mailman/listinfo/gmclist_list.gmcnet.org
>
--
Jim Kanomata
Applied/GMC, Newark,CA
jimk
http://www.appliedgmc.com
1-800-752-7502
 
Vadim,
You need to not hesitate to ask me for diagrams for your coach so you get a
better picker and ask. Me for information.
I only need to know what info you need,not your private info, so do
Not hesitate to call.
I have 2-3 people taking care of orders so I can help

> My experience with pressure regulators has caused me to use a low pressure
> pump when needed and not mess with regulators unless your willing to pay $
> 120 or more
> Most of you are expecting high reliability from inexpensive ones, not
> major brands.
>
> On Sat, Sep 29, 2018 at 6:24 PM Vadim Jitkov

>

>> > Vadim,
>> >
>> > You probably don't want to do that. The filler tubes enter the Aux. and
>> > Main tanks at a level which leaves about 6 gallons in the non-selected
>> > tank. That is, if you run on the Main until the engine dies, you can
>> > switch to the Aux. and have about 6 gallons of reserve. Or vice-versa.
>> > That reserve can be lower, due to "sloshing" and steep terrain, but you
>> > should always have some reserve. With a pump on only one tank, you'd
>> never
>> > be able to access that reserve.
>> >
>> > A MUCH better idea, IMHO, is to remove the selector valve (which is
>> prone
>> > to failure under ethanol attack) and install a pump for each tank.
>> Select
>> > the pump with a relay operated by the disconnected selector valve wire.
>> > Now you not only have access to all fuel, but redundant pumps as well.
>> >
>> > I DO like your idea of connecting the return to the Aux. tank. That's
>> what
>> > I do. Since I try to always run on Main, I KNOW that I've got reserve
>> in
>> > the Aux. My return is into the drain plug with a guard for that pipe
>> > bolted to the just-forward crossmember.
>> >
>> >
>> > Ken H.
>> > Americus, GA
>> > '76 X-Birchaven w/Cad500/Howell EFI & EBL,
>> > Manny Brakes & 1-Ton, Troy-Bilt APU, etc., etc., etc.
>> > www.gmcwipersetc.com
>>
>> With the filler hoses entering tanks as you describe, it makes more sense
>> now. I was under impression that the AUX tanks just sits a little lower and
>> that's what leaves some fuel there when main tank runs dry. Thanks for
>> the explanation.
>> --
>> Vadim Jitkov
>> '76 Glenbrook 26'
>> Pullman, WA
>>
>> _______________________________________________
>> GMCnet mailing list
>> Unsubscribe or Change List Options:
>> http://list.gmcnet.org/mailman/listinfo/gmclist_list.gmcnet.org
>>
> --
> Jim Kanomata
> Applied/GMC, Newark,CA
> jimk
> http://www.appliedgmc.com
> 1-800-752-7502
>
--
Jim Kanomata
Applied/GMC, Newark,CA
jimk
http://www.appliedgmc.com
1-800-752-7502
 
I'll definitely keep that in mind. I do have a parts book and a full owners manual for our unit. I think I'm good for now.

Another fuel pump related question: I have an '86 BMW which I use as a towd. It has one of the most unusual fuel supply setups. It has one fuel pump
in the tank (it is a low pressure pump) and then a high pressure inline booster pump for the fuel injection system. Has anyone considered or tried to
use that type of a setup on a GMC? It might be useful with those low pressure fuel pump.

> Vadim,
> You need to not hesitate to ask me for diagrams for your coach so you get a
> better picker and ask. Me for information.
> I only need to know what info you need,not your private info, so do
> Not hesitate to call.
> I have 2-3 people taking care of orders so I can help
>

>
> > My experience with pressure regulators has caused me to use a low pressure
> > pump when needed and not mess with regulators unless your willing to pay $
> > 120 or more
> > Most of you are expecting high reliability from inexpensive ones, not
> > major brands.
> >
> > On Sat, Sep 29, 2018 at 6:24 PM Vadim Jitkov

> >

> >>> Vadim,
> >>>
> >>> You probably don't want to do that. The filler tubes enter the Aux. and
> >>> Main tanks at a level which leaves about 6 gallons in the non-selected
> >>> tank. That is, if you run on the Main until the engine dies, you can
> >>> switch to the Aux. and have about 6 gallons of reserve. Or vice-versa.
> >>> That reserve can be lower, due to "sloshing" and steep terrain, but you
> >>> should always have some reserve. With a pump on only one tank, you'd
> >> never
> >>> be able to access that reserve.
> >>>
> >>> A MUCH better idea, IMHO, is to remove the selector valve (which is
> >> prone
> >>> to failure under ethanol attack) and install a pump for each tank.
> >> Select
> >>> the pump with a relay operated by the disconnected selector valve wire.
> >>> Now you not only have access to all fuel, but redundant pumps as well.
> >>>
> >>> I DO like your idea of connecting the return to the Aux. tank. That's
> >> what
> >>> I do. Since I try to always run on Main, I KNOW that I've got reserve
> >> in
> >>> the Aux. My return is into the drain plug with a guard for that pipe
> >>> bolted to the just-forward crossmember.
> >>>
> >>>
> >>> Ken H.
> >>> Americus, GA
> >>> '76 X-Birchaven w/Cad500/Howell EFI & EBL,
> >>> Manny Brakes & 1-Ton, Troy-Bilt APU, etc., etc., etc.
> >>> www.gmcwipersetc.com
> >>
> >> With the filler hoses entering tanks as you describe, it makes more sense
> >> now. I was under impression that the AUX tanks just sits a little lower and
> >> that's what leaves some fuel there when main tank runs dry. Thanks for
> >> the explanation.
> >> --
> >> Vadim Jitkov
> >> '76 Glenbrook 26'
> >> Pullman, WA
> >>
> >> _______________________________________________
> >> GMCnet mailing list
> >> Unsubscribe or Change List Options:
> >> http://list.gmcnet.org/mailman/listinfo/gmclist_list.gmcnet.org
> >>
> > --
> > Jim Kanomata
> > Applied/GMC, Newark,CA
> > jimk
> > http://www.appliedgmc.com
> > 1-800-752-7502
> >
> --
> Jim Kanomata
> Applied/GMC, Newark,CA
> jimk
> http://www.appliedgmc.com
> 1-800-752-7502
> _______________________________________________
> GMCnet mailing list
> Unsubscribe or Change List Options:
> http://list.gmcnet.org/mailman/listinfo/gmclist_list.gmcnet.org

--
Vadim Jitkov
'76 Glenbrook 26'
Pullman, WA
 
> Wackster,
> I am using the fuel pump that came with the Howell EFI kit which I bought in late 2009. Howell EFI was the way to go back then, but it was found
> that just previous to my purchase, Holley started supply their TBI units with ~60pph (pounds per hour) injectors instead of 80pph. This caused alot
> of issues for those who got the smaller injectors.
>
> I now have a Rochester TBI with 90pph injectors from a 454 engine. I've also changed the ECM to a DynamicEFI.com EBL unit and very happy with the
> results.
>
> Note that EFI makes your engine run like a modern engine, but spark control is what wakes the engine up and gives it better performance. Things
> like lean cruise and deceleration fuel cut-off contribute to better fuel efficiency.
>
> Just my experience

Any chance you remember what the symptoms the 60 vs 80 pound injectors were? My coach had a Howell TBI installed on it when I purchased it, and I
periodically get an engine stumble coupled with a check engine light that throws a lean run code... It seems to happen most after sustained running
at a given throttle setting, and then some sort of major change... For example getting off of the highway after a sustained run, or getting on the
highway after a sustained run on surface streets.

The stumble goes away after a short period, and from what I understood there was not much to "tune" on the non-EBL Howells, other than the fuel
pressure, so it's been on the back burner for some time...

I did take the time to install a fuel pressure gauge, and I am not seeing any sort of drop in pressure when the stumbles occur... My next step was to
install a wideband just to see where the setup had me running mixture-wise and go from there...

Gonna go out and check the part number on my injectors shortly...

--
Mark S. '73 Painted Desert,
Manny 1 Ton Front End,
Howell Injection,
Leigh Harrison 4bag and Rear Brakes,
Fort Worth, TX
 
Vadim,

Before I installed EFI, I installed a "surge tank" (a 12" section of 10"OD
aluminum tube with appropriate ports tapped into the 1/4" thick sides).
Into that, I plumbed the two Carter 4070 (~5 psi) pumps which I'd installed
on the Aux. & Main tanks. The return from that was the one I described
earlier into the Aux. drain plug.

The EFI's high pressure pump is supplied from that surge tank and the
throttle body's return line feeds into that tank. So, I always have ~1
gallon of fuel which has definitely been purged of any vapor available for
the EFI. I've never had vapor lock.

The one change I've contemplated for this system is another high pressure
pump in parallel with the current one -- purely for redundancy.

Ken H.

> I'll definitely keep that in mind. I do have a parts book and a full
> owners manual for our unit. I think I'm good for now.
>
> Another fuel pump related question: I have an '86 BMW which I use as a
> towd. It has one of the most unusual fuel supply setups. It has one fuel
> pump
> in the tank (it is a low pressure pump) and then a high pressure inline
> booster pump for the fuel injection system. Has anyone considered or tried
> to
> use that type of a setup on a GMC? It might be useful with those low
> pressure fuel pump.
>

> > Vadim,
> > You need to not hesitate to ask me for diagrams for your coach so you
> get a
> > better picker and ask. Me for information.
> > I only need to know what info you need,not your private info, so do
> > Not hesitate to call.
> > I have 2-3 people taking care of orders so I can help
> >

> >
> > > My experience with pressure regulators has caused me to use a low
> pressure
> > > pump when needed and not mess with regulators unless your willing to
> pay $
> > > 120 or more
> > > Most of you are expecting high reliability from inexpensive ones, not
> > > major brands.
> > >
> > > On Sat, Sep 29, 2018 at 6:24 PM Vadim Jitkov

> > >

> > >>> Vadim,
> > >>>
> > >>> You probably don't want to do that. The filler tubes enter the
> Aux. and
> > >>> Main tanks at a level which leaves about 6 gallons in the
> non-selected
> > >>> tank. That is, if you run on the Main until the engine dies, you
> can
> > >>> switch to the Aux. and have about 6 gallons of reserve. Or
> vice-versa.
> > >>> That reserve can be lower, due to "sloshing" and steep terrain, but
> you
> > >>> should always have some reserve. With a pump on only one tank,
> you'd
> > >> never
> > >>> be able to access that reserve.
> > >>>
> > >>> A MUCH better idea, IMHO, is to remove the selector valve (which is
> > >> prone
> > >>> to failure under ethanol attack) and install a pump for each tank.
> > >> Select
> > >>> the pump with a relay operated by the disconnected selector valve
> wire.
> > >>> Now you not only have access to all fuel, but redundant pumps as
> well.
> > >>>
> > >>> I DO like your idea of connecting the return to the Aux. tank.
> That's
> > >> what
> > >>> I do. Since I try to always run on Main, I KNOW that I've got
> reserve
> > >> in
> > >>> the Aux. My return is into the drain plug with a guard for that
> pipe
> > >>> bolted to the just-forward crossmember.
> > >>>
> > >>>
> > >>> Ken H.
> > >>> Americus, GA
> > >>> '76 X-Birchaven w/Cad500/Howell EFI & EBL,
> > >>> Manny Brakes & 1-Ton, Troy-Bilt APU, etc., etc., etc.
> > >>> www.gmcwipersetc.com
> > >>
> > >> With the filler hoses entering tanks as you describe, it makes more
> sense
> > >> now. I was under impression that the AUX tanks just sits a little
> lower and
> > >> that's what leaves some fuel there when main tank runs dry. Thanks
> for
> > >> the explanation.
> > >> --
> > >> Vadim Jitkov
> > >> '76 Glenbrook 26'
> > >> Pullman, WA
> > >>
> > >> _______________________________________________
> > >> GMCnet mailing list
> > >> Unsubscribe or Change List Options:
> > >> http://list.gmcnet.org/mailman/listinfo/gmclist_list.gmcnet.org
> > >>
> > > --
> > > Jim Kanomata
> > > Applied/GMC, Newark,CA
> > > jimk
> > > http://www.appliedgmc.com
> > > 1-800-752-7502
> > >
> > --
> > Jim Kanomata
> > Applied/GMC, Newark,CA
> > jimk
> > http://www.appliedgmc.com
> > 1-800-752-7502
> > _______________________________________________
> > GMCnet mailing list
> > Unsubscribe or Change List Options:
> > http://list.gmcnet.org/mailman/listinfo/gmclist_list.gmcnet.org
>
>
> --
> Vadim Jitkov
> '76 Glenbrook 26'
> Pullman, WA
>
> _______________________________________________
> GMCnet mailing list
> Unsubscribe or Change List Options:
> http://list.gmcnet.org/mailman/listinfo/gmclist_list.gmcnet.org
>
 
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