Profilo di BenNo Brain, No PainFotoBlogElenchiAltro  |  Strumenti Guida |
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29 novembre Using Ventrilo 3.0.x with ISA 2006Most likely if you've upgraded to Ventrilo 3.0.x and you're using ISA 2006 server, you've made the discovery that Vent no longer works. At least that's what happened with my daughter, who uses Vent with her WoW buddies.
For starters I went to the forum on the Vent site to find out lots of other people are having problems with the 3.0.x release of Ventrilo, but what sucked was there were many posts about problems, but barely any posts with solutions. By the time I hit the forum I had sifted through the ISA logs and realized that Ventrilo switched from using TCP connections to UDP connections, so I put up a post asking if there was some way I could configure the software to use TCP connections again. Someone, no doubt trying to be helpful replied, "Enable UDP". Ah yeah, of course--now I just need to find the magic checkbox for enabling UDP. Hmm, can't seem to find it.
So, with a bit more investigating in the ISA logs and some packet sniffing with Wireshark on the client machine, I ended up with a reasonably good idea how Ventrilo 3.0.x connects to the server. Here's what I found:
Armed with this data, you'll need to create a new protocol in ISA 2006 with the following settings:
Obviously, if you're connecting to a Ventrilo server on a port other than 4000, you'll have to use the port you're using instead of 4000. The UDP connection on port 5000 and 6100, though, won't change regardless what server port you're connecting to. Also, the UDP connection must be specified as "Send Receive", otherwise ISA 2006 will just discard the UDP packets inbound from the server. Port 5000 could feasibly left as just "Send" since the return packet doesn't appear crucial to the client, but I don't really see the advantage of that. However, you might not be out of the woods quite yet: if ISA 2006 already has a protocol set up for UDP packets going to the port you're connecting to on the server, then ISA will use that protocol instead of the one you've just defined. In my case, a legacy ICQ protocol is already defined in ISA 2006 for UDP packets going to port 4000. And, since this protocol defined the port 4000 UDP connection as "Send" and not "Send Recieve", returning UDP packets were being tossed out. The solution for this is to either create a deny rule for the offending protocol, or un-include the protocol from a blanket rule that would normally allow any traffic originating from the Internal network going to the External network. I used the latter. I'm not sure how many folks are using Vent on a network with ISA 2006, but I hope this helps someone! ;) Ben 03 novembre The Jetta 120k challenge!Last weekend, with the mileage on the Jetta hovering dangerously close to the 60k mile powertrain warranty, I replaced the timing belt, water pump, tensioner and a couple other minor things. I figured with my luck, I'd hit 60,001 miles and *snap* the timing belt would break, leaving me with a $2k repair bill. So, I figured I'd do some preventative maintenance before the bell tolled.
First off, have to give props to www.dieselgeek.com, bought their "all-inclusive" timing belt kit and it was indeed all-inclusive. All the parts were first-rate, the price is great, and packaging/shipping speed was commendable. Good stuff.
One thing I was actually looking forward to while changing the timing belt on the Jetta was that the crank pulley was attached with 4 allen key bolts, instead of a big bolt on the end of the crankshaft that's torqued to some ridiculous spec like 144 ft/lbs. What the heck???? HELLO!!!! The pulley is driving a few accessories, not holding a house together... On the cars I've previously done timing belts on ('85 Camry (x2), the Sebring, and I know I did a Ford 2.3L 4-banger, just don't remember it) I've taken the ghetto approach of putting a breaker bar on the bolt, jamming it against the frame or a driveshaft, and hitting the starter to break the bolt free. I always hated doing that, but... it works.
So, the good news was that the crank pulley came off without drama. Unfortunately, that was the only high point of the procedure. The rest was typical timing-belt changing drudgery, just in a smaller-than-anticipated space.
Prior to doing this work I had checked out a walk-through on VWVortex, which convinced me it was pretty much a typical timing belt change. One thing I found interesting was that people were complaining that they couldn't get the lower section of the motor mount out. Of course, I figured that no doubt these people were (relatively) clueless, and given my experience getting the Bose amps out of the doors in the Corvette, I'd have no problem getting the lower motor mount out. Also, I wasn't sure why they were using the TDC mark on the flywheel, because *certainly* this would be marked somewhere on the crank gear, right?
Yeah, right. ;-)
It turns out that the motor mount hangs up on the tensioner assembly, so you pretty much have to leave it hanging in place why you work around it. And if there's a TDC mark on the crank gear, I certainly couldn't find it! Score 1 for VWVortex, 0 for me :-s
A couple of things I found notable. First, I was very surprised that when I pulled out my water pump, a chunk of the impeller was missing. This was something also mentioned on VWVortex, which I assumed was due to the impeller getting bumped against the block while the water pump was being removed. But I was pretty careful while removing the water pump, and nonetheless the impeller was broken. Hmmmm.... It doesn't seem very logical that the water pump was working fine with part of the impeller missing, but hmmmm....
The other notable part was that there was no adjustment to preload the timing belt before the tensioner was released, as there was on the Sebring. The net result of this was that even with the tensioner fully retracted, the timing belt was still tight enough that you just couldn't slip it on the pulleys. Or, I should say, I sure as heck couldn't figure out how to just slip it on, even after a couple hours of trying different approaches. In the end (and I hated doing this), I got the belt partially on the crank gear and then started turning over the engine with a wrench until the belt worked its way fully onto the crank gear.
Anyway, everything's back together now so I was thinking to myself, "What's the chance that I won't have a check engine light before the next time I have to change the timing belt (at 120k miles)?
It could happen. It *might* happen. But will it???
I know it won't. But hey, I can dream, right?
Ben |
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