#Shaft Mounted Gearbox dealer

[dynamicproducts]

Industrial Planetary Gearbox distributor | Dynapar

Dynamic Products is one of the leading supplier and dealer of a industrial Planetary gearboxes. Planetary gearboxes are a reliable, efficient, and high-precision solution for various industrial applications. They offer improved performance, low noise and vibration, and high efficiency compared to traditional gear systems. With their compact design, high torque output, and precise power transmission, they are ideal for use in robotics, aerospace, automotive, and medical device industries.

[victoriahale47]

Shaft Mounted Speed Reducer Gear Box - Manufacturer

Makoda Gears have extensive experience in engineering, manufacturing, designing and supplying shaft mounted speed reducer gearboxes. We have some of the most advanced shaft mounted speed reducers that have been designed, tested and approved as per the Indian and international standards. Our shaft mounted speed reducers are available to manufacturers, wholesalers, dealers and end users. Our gear boxes are extremely well-built to withstand extreme pressure and torque while providing the maximum efficiency. We emphasize quality in our products and all products are tested and inspected in our own laboratory to ensure they meet the highest of expectancies. We also offer custom gears and gearing solutions for any requirement. Our customer service team is available round the clock to attend to all your queries. We pride ourselves on providing the best quality gear boxes with competitive price points.

https://makodagears.com/shaft-mounted-speed-reducer-gear-box-manufacturer/

[rmechmachines]

Exporter of Trommel Machine in Angola

Exporter of Trommel Machine in Angola.We “R Mech Machines LLP” were established in 2008 in Ahmedabad, Gujarat, India as a dependable manufacturer and supplier of a comprehensive range of Bale Opener Machine, Grinder Machine, Industrial Dryer, Conveyor Belt, Dewatering Machine, Floating Tank, Force Feeder Machine, Friction Washer Machine, Bottle Recycling Plant, Granulator Machine, Label Removing Machine, Mixture Machine, PET Washing Line Machine, Plastic Drying Line Machine, Longer service life, superior functioning, reduced maintenance, hassle-free performance, sturdy construction, and other attributes are highly valued by our clients.Our goods are made using the highest quality components and advanced technology under the supervision of our experienced employees and in accordance with international quality standards.A trommel machine is a cylindrical drum-like device used for screening and separating materials. It consists of a rotating drum with perforated walls, allowing smaller particles to pass through while larger ones are retained inside. Trommel machines are commonly used in industries such as mining, waste management, composting, and construction. They are effective in sorting and classifying materials based on size, allowing for efficient processing and disposal. Trommel machines are versatile and can handle various materials such as soil, gravel, sand, biomass, and more.1. The screen hole is difficult to obstruct and the rolling conveying mechanism has a low friction coefficient. 2. The roller support uses a through-shaft structure, which is sturdy in use, noiseless, and vibration-free. 3. The internal trommel screen accessories use a split design, which has a simple construction and allows for quick and easy maintenance and replacement. 4. The roller device uses a sturdy, completely sealed construction that is dust- and pollution-free. 5. The procedure is dependable and safe. The reducer is used because it has a high gearbox efficiency, a small belt power requirement, requires little energy, and clearly saves energy. 6. To increase the lifespan of roller screens and save maintenance costs, trommel screen manufacturers use various screen materials based on the needs of their customers. 7. A special screen is used, which has a high rate of screening and a long lifespan. 8. The massive steel structure's primary frame is built with parts that minimize material accumulation. 9. on increase service life, trunn on components are mounted on heavy-duty roller bearings. 10. Low installation inclination angle with effective screening. Exporter of Trommel Machine in AngolaR Mech Machines is willing to provide Trommel Machine in Angola . If you are dealer or distributor we will be glad to collaborate. For more details we will be please to have a professional conversation with you / your team. Call: Mail Us: Read the full article

[richardvandewallejr]

The largest tractor ever made by Oliver.

Oliver was constantly looking for a large tractor to market. The time it took the business to develop one was short. It was known as 2255. It was a Cat 3150-powered V8 tractor with 140 PTO horsepower. It received several pieces promotion.

A modular two-stroke Detroit Diesel engine was used in Oliver's 1954 version of the Super 99. This engine had a lot of horsepowers and was rock-solid.

Oliver updated their track tractor models in the 1950s and included a new machine identification system called OC (Oliver-Cletrac). Although the OC-3, OC-4, and OC-9 were all identical machines, their cab designs varied.

The OC-4 featured a more robust industrial appearance, built halfway between the OC-3 and OC-9 ranges. This seemed less stylized than the previous versions in the same series.

The OC-18 was Oliver's most giant track-type tractor to date. It had a diesel Hercules-type DXFE engine that produced 161 flywheel horsepower and placed between D7 and D8 in the track tractor category.

For busy farmers, powerful tractors were a need during the American baby boom. Oliver designed their Fleetline series tractors with extreme care since they knew this. They weren't simply interested in horsepower; they also wanted a nice-looking tractor. And one of them was in 1955!

It was the largest Oliver tractor ever produced, painted meadow green and bearing the Oliver logo. It had a cab installed by the manufacturer and was offered by dealers nationwide.

This model had a diesel engine, unlike the prior ones. The 5.1 L (310.0 cu*in) engine had a 14.7-liter displacement and produced 161 flywheel horsepower.

The 1950-T, manufactured in 1954, was the largest tractor ever developed by Oliver. The turbocharged 310 CID engine from the 1750 produced 105 verified horsepower on the PTO.

Detroit Diesel, a subsidiary of General Motors that has produced modular two-stroke engines since the 1930s, made this engine. The business had a solid reputation for building powerful, durable engines.

Oliver's decision to go with Detroit Diesel over Continental or Waukesha seems understandable. They didn't have to bother constructing their power plants, and if it made sense for them to do so, they could utilize the same equipment as other manufacturers.

2255 was a significant development for Oliver since it was the largest tractor ever produced with the Oliver name and meadow green color. This was one of the first tractors to have a six-speed over/under the gearbox.

For Oliver, the over/under was a novel design that gave the tractor a far greater ground clearance than any previous track-type tractor could. Most of the shaft alignment issues that other tractors had at the time were resolved by the trunnion mount that connected it to the main transmission.

It had a 145 PTO horsepower rating. A Cat 3150 engine was used to get that figure. This model's ability to be purchased with the Cat 3208 engine, which could interchange with the Cat 3150 engine relatively simply, is another intriguing feature. This implies that 2255 might have both machines running simultaneously, could even be an export version of a domestic tractor, or could keep one in the country while shipping one abroad.

[jaimaaengineering]

Gear boxes, Transmission and Mechanism

Gearboxes are often seen as synonymous with the transmission. Gearbox simply refers to a set of gears and their housings most commonly found in automobiles. Since most automobile engines have high operating and idling speeds, the transmission helps the machine run efficiently and also helps slow down and stop the machine. Gears are used to transfer energy from one source of rotational energy to another and are used in automobiles, turbines, and heavy machinery. Want to purchase gear box? Contact the best gear box dealers in Chennai!

Gear Box

A gearbox is a mechanical device used to increase output torque or change engine speed (RPM). The motor shaft is connected to one end of the gearbox and through the internal configuration of the gearbox gears. It provides output torque and specific speed determined by the gear ratio. No matter your industry, you can be sure you have the perfect gear solution. The companies design wide-ranging types of gearboxes such as-

Reduction Gear Box

Pinion Stand

Reduction Cum Pinion

Rolling Mill Gearbox

Crane-duty Gearbox

Material Handling Gearbox

Agitator Gearbox and other custom-gearboxes as per the applications concerned.

There are several types of gearboxes or transmission gears starting from bevel and helical gears to worm and planetary gears. The gears are mounted on roller-bearing shafts and rotate around them. A gearbox is a mechanical method of transferring energy from one device to another and is used to increase torque while decreasing speed.

Types of Gearbox in Chennai

Gearboxes - reduction gear boxes

Planetary gearbox - bevel gear box

Bike gear box - rolling shutter gear box

Smsr gearbox - industrial gear box

Jai Maa Engineering Co is one the top-rated gear box dealers in Chennai supplies quality gearboxes high-standard and precision-engineered at affordable prices. With state-of-the-art manufacturing infrastructure, unique innovative designs and state-of-the-art technology, our experienced team continually strives for customer satisfaction.

[somar78]

A Rare British Prototype – The AC 3000 ME MKII

The AC 3000 ME has been described as the little-known British answer to the mighty Lancia Stratos. The history of the wedge-shaped, mid-engined British sports car is fascinating, it was very nearly Ford’s Group B rally car, and Carroll Shelby almost build a production high-performance version named the Shelby ME 2.2 Turbo.

Despite the rarity of the AC 3000 ME it’s still relatively affordable, good examples change hands for south of £20,000, though I suspect this is likely to change over the next few years.

The AC 3000 ME – The Beginnings

The AC 3000 ME started life as a passion project for Peter Bohanna, an automotive body structures engineer and significant figure in the world of high-performance British race cars in the 1960s.

Bohanna had been instrumental working on the Ford GT40 project with Ford’s Advanced Vehicle Operations and Lola, then by the late 1960s he was working for Lola on their hugely successful Can-Am Championship-winning T70 model.

It would be at Lola that Bohanna would meet Robin Stables, prior to his tenure at Lola he’d been a motorsport mechanic and Lotus dealer. The two men formed the Bohanna Stables company and in 1968 their design won the contract for an all-new British sports car tendered by the wealthy aristocrat Piers Weld-Forester.

Their advanced new design wouldn’t go into production with Weld-Forester, the two men instead took their design (now called the Diablo) to AC and TVR, but neither were willing to sign on the line to put it into production.

The prototype was first shown at the London Racing Car Show in 1972, after AC’s Keith Judd saw the Diablo at the show he became convinced it was the future of AC. After getting permission from Bohanna and Stables he drove the prototype to the AC headquarters and convinced AC company owner Derek Hurlock to acquire the rights to the car – which he did.

The AC 3000 ME Engine + Specifications

The specifications of the AC 3000 ME were relatively advanced for the era, it features a folded sheet steel central tub with integrated roll-over protection, subframes are fitted at the front and rear to attach the suspension, engine, etc.

Suspension is independent front and rear, made up of upper and lower A-arms with coil springs, telescopic shock-absorbers, and anti-dive/anti-squat geometry. Braking is provided by a dual hydraulic system with Girling discs on all four corners wrapped with Wolfrace alloy wheels and Pirelli rubber.

The early prototypes of the 3000 ME used a number of different engines including a 1.5 litre from the Austin Maxi. Fortunately the later production cars were fitted with the larger 3.0 litre Ford Essex V6 with 138 bhp and 192 ft lbs of torque.

The engine was mounted behind the passenger compartment in a transverse orientation, mated to an AC-built 5-speed gearbox containing Hewland gears, and it’s operated via a gated shifter.

The 3000 ME has a relatively low kerb weight of 1,085 kilograms or 2,392 lbs in part thanks to its fibreglass body, and the weight distribution is 40/60 front/rear.

There were plans to offer turbocharged versions of the car and conversions were offered in-period. The biggest turbo upgrade turned out over 300 bhp thanks to twin-turbos, Cosworth pistons, Weber carburettors, and water injection. Sadly none of the production plans came to pass, and early surviving turbocharged cars are highly sought after by the 3000 ME cognoscenti.

The AC 3000 ME – The Production Run

The production run of the AC 3000 ME was anything but predictable, the challenges of putting an entirely new car into full production caused a series of problems for AC.

Initial crash testing resulted in the chassis needing to be reworked which significantly slowed the process down. The benefit of this was that the chassis that went into production was considerably safer, stiffer, and stronger.

The 3000 ME officially went on sale at the 1978 NEC Motor Show with a price of ₤11,300, sales were somewhat slow as the car was now competing with the likes of the Lotus Esprit.

Production ceased in 1984 at the Thames Ditton factory when just 80 cars had been delivered. A new company named AC (Scotland) plc. was formed by David McDonald who bought the rights to build the 3000 ME and a new factory in Hillington, Glasgow.

The plan was to ramp up to 40 cars per week, but sadly this never came to pass and just 30 cars were built in total. The Scottish company hired former BRM production engineer Aubrey Woods to develop a MKII version of the car with an Alfa Romeo engine and running gear.

The power unit chosen was the Alfa Romeo 2.5 litre Busso engine, a 60º V6 with a SOHC per bank, 12-valve cylinder heads, an aluminium alloy engine block and heads, and much more tuning ability than the original Ford V6.

Production was shut down in 1985 before this MKII prototype was ready for production, which is a great shame as it has all the hallmarks of a genuinely fantastic mid-engined sports car.

Group B Rally and the Carroll Shelby Version

Two of the greatest “what ifs” in the story of the AC 3000 ME are the stories of how the car was almost developed by Ford for Group B racing duties, and how it was later very nearly sold in the USA as a heavily modified turbo version by Carroll Shelby – a man who was no stranger to the AC marque.

In 1980 Ford of Europe vice president Karl Ludvigsen learned about the 3000 ME whilst discussing replacement options for the recently retired Mark II Escort rally car. Ludvigsen had been talking to Ford of Europe chairman Bob Lutz and Ghia’s chief designer Filippo Sapino, the men agreed the car would be perfect, and the similarity to the formerly dominant Lancia Stratos rally car was noted.

Ford’s directory of rallying Peter Ashcroft and Ford’s chief designer Uwe Bahnsen were tasking with developing a prototype, and AC provided Ghia with one complete car and one rolling chassis.

The 3000 ME was modified extensively for the project and renamed the AC Ghia, it was displayed at the 1981 Geneva Motor Show and earned positive reviews from the motoring media, but by this time Ford had decided to race with the turbocharged MKIII Escort instead.

Carroll Shelby first saw the 3000 ME in the early 1980s, he worked with a series of people including Kas Kastner of Arkay Incorporated and his own engineering team at the then-new Chrysler-Shelby High Performance Center in Santa Fe Springs.

Initially they installed a naturally-aspirated 2.2 litre Chrysler engine but this was quickly upgraded to a turbocharged G-24 engine and 5-speed transaxle. They called the car the Shelby ME 2.2 Turbo, it had bodywork completed by Metalcrafters before being sent to Chrysler President Lee Iacocca.

Iacocca and his team decided against putting it into production and the prototype became a test bed for Shelby, eventually passing into the hands of a private collector.

The AC 3000 ME MKII Prototype Shown Here

The car you see here is one of the most significant of the surviving 3000 MEs, it’s the MKII prototype built by the Scottish 3000 ME team in 1985.

It includes the more advanced Alfa Romeo V6 (now upgraded from 2.5 litres to the 3.0 litre version), and its running gear was extensively replaced with Alfa Romeo equipment including suspension parts, wheels, the control unit, pedals, steering assembly, the CV drive shafts, and upgraded ventilated disc brakes.

This is essentially what the AC 3000 ME would have evolved into had it been given the chance, the much lighter aluminum alloy V6 lowered the kerb weight a little but it also reduced the rear weight bias and reduced the propensity for oversteer.

This remarkably well-preserved piece of motoring history is being auctioned by H and H on May the 1st with a remarkably affordable estimated hammer price of between £18,000 and £22,000. If you’d like to read more about it or register to bid you can click here to visit the listing.

The post A Rare British Prototype – The AC 3000 ME MKII appeared first on Silodrome.

source https://silodrome.com/ac-3000-me/

[sbknews]

Ride Smarter With Husqvarna Motorcycles 2022 Motocross Models

Subtle refinements and striking new look for all full-sized competition-focused TC and FC motocross machines. Delivering true motocross performance and adorned with Swedish-inspired dark blue and white graphics for a striking new look, Husqvarna Motorcycles is pleased to announce the launch of the nine-motorcycle strong, competition-focused 2-stroke and 4-stroke line-up. Developed to create superior riding experiences for racers of all ages, all models provide uncompromised power-to-weight performance, together with leading ergonomics and aesthetics, and exceptional handling. Together with the new dark blue and white colour scheme, Husqvarna Motorcycles has improved the durability of all full-size TC and FC machines with each model now featuring a Brembo hydraulic clutch system. The high-performance component is thoroughly race-tested to guarantee even wear, near maintenance-free operation, and perfect action in all conditions.

Ensuring exceptional comfort and control, the 2022 motocross models are equipped with class-leading WP Suspension, which delivers precise handling to riders of all skill levels. Highly adjustable WP XACT forks with AER technology feature a capsulated air spring and pressurised oil chamber for consistent damping across rough terrain. Complimenting the forks, the low-friction seals on the WP XACT shock ensure optimal rear-end performance on all surfaces. With exceptional power and superior handling, the TC line-up remains the racers’ choice when it comes to 2-stroke machinery. Featuring compact, powerful, high-performance engines, the TC 125 and TC 250 machines are modern motorcycles designed to deliver pure intensity and incredible on-track experiences, in all conditions.

Engineered to stay ahead of the field, Husqvarna Motorcycles 4-stroke machines feature lightweight and compact engines that produce class-leading power and ensure incredible manoeuvrability, together with progressive and consistent suspension. Exclusive to both the FC 250 and FC 350 machines, for 2022 a new friction bearing on the counter-balancer shaft increases the durability of the high-revving 4-stroke engines. Technical Highlights 2022: - New high-performance Brembo hydraulic clutch system guarantees even wear, near maintenance-free operation and perfect action in every condition - New Swedish-inspired dark blue and white graphics create striking new look - WP XACT forks with AER technology - optimal performance and light weight - WP XACT shock features low-friction linkage seals - High-grip seat cover texture - Progressive bodywork for optimal ergonomics - Chromium-molybdenum steel frame featuring precisely engineered flex characteristics - Innovative two-piece composite subframe design - Interchangeable airbox cover on FC models for optimised airflow - CNC-machined triple clamps - Brembo brake calipers and high-performance discs combining superior stopping power with great control and confidence - Traction and launch control with advanced settings (4-strokes) - Electric starter for easy starting when time is critical - Lightweight Li-ion 2.0 Ah battery - ProTaper handlebars - Progressive throttle mechanism and ODI grips allow for adjustable throttle progression and easy grip mounting • Laser engraved D.I.D. wheels - Gearboxes produced by Pankl Racing Systems

Husqvarna Motorcycles is proud to offer a full range of minicycles. All machines provide youth-specific ergonomics and user-friendly operation for aspiring future champions. Allowing youngsters to develop their skills in readiness for the full-size machines, the TC 50, TC 65, TC 85 and EE 5 deliver incredible performance and serious motocross fun. Technical Highlights 2022 minicycles: - Unrivalled engine performance and rideability - WP XACT forks with AER technology - optimal performance and light weight - Confidence-instilling ergonomics thanks to a broad, flat seat and one-piece airbox cover - High-grip seat cover for comfort - Roller actuated throttle assembly for TC 85 - smoother throttle motion and improved durability - Formula brake calipers, clutch and brake assemblies for TC 85 - excellent stopping power and improved reliability - NEKEN tapered diameter aluminium handlebars offer optimised ergonomics for TC 65 and TC 50 Ensuring comfort, protection, and style, the Functional Offroad Apparel Collection provides a range of performance-focused apparel, for riders of all ages and abilities. With each product incorporating the latest material and construction technologies, the line-up also delivers protective equipment for both adults and kids. The Husqvarna Motorcycles Technical Accessories range includes an extensive selection of engine and chassis upgrade options, for both 2-stroke and 4-stroke machines. With exhausts, suspension, brakes, graphics and many other products, the performance of the TC and FC motocross models can be further enhanced to meet the needs of all riders. The 2022 motocross range is available now at all authorised Husqvarna Motorcycles dealers. Availabilities may differ from country to country. For all details on pricing and availability, please refer to your national Husqvarna Motorcycles subsidiary or importer.

For more Husqvarna Motorcycles news check out our dedicated page Husqvarna Motorcycles News or head to the official Husqvarna Motorcycles website husqvarna-motorcycles.com/en-gb.html

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[dynamicproducts]

cyclo gearbox dealers | Dynapar

As a leading supplier of CYCLO gearboxes, we offer high-quality drive solutions for a wide range of industrial applications. Cycloidal Gearbox, Slewing Drive, Creep Drives, Slew Ring. A cycloidal gearbox, also known as a cycloidal drive or cycloidal speed reducer, is a type of mechanical gearbox that uses a cycloidal disk to transmit torque and reduce speed. The cycloidal disk has a series of lobes that mesh with corresponding rollers in the gearbox, creating a cycloidal motion that drives the output shaft.

[crosbyru-blog]

Used car buying guide: Porsche 911

Diehards bemoan its water cooling but it drives like a 911 The 996 series is the 911 for Individuals with more sense than money, because Costs are on the up yet still relatively affordable Whenever they encounter a 996-series 911 of 1998-2004, Porsche enthusiasts look the other way. Since the first of the water-cooled models, it represents a betrayal of everything the car maker had hitherto stood for, they tell themselves.  Fortunately, their mantra has spawned a deal. From #15,000 to #20,000 should be enough to get a straight 3.6 coupé or cabrio in two- or four-wheel driveway with approximately 70,000 miles.  Most encouraging of all, dealers reckon prices for great cars are at their lowest point and showing signs of climbing as buyers, priced out of elderly air-cooled 993s and 964s, park their reservations and begin piling to the model. So with luck, purchase now and clean up later on.  At launch in 1998, the 996 came in coupé form only, powered by a 3.4-litre apartment six producing 292bhp and with a selection of six-speed manual or five-speed Tiptronic automatic gearboxes. A cabriolet followed shortly after and then, in 1999, came the four-wheel-drive Carrera 4. This introduced Porsche Stability Management (PSM), a system designed to rein in the vehicle at the limits of adhesion.  It was followed by a trio of high performance, so-called Mezger-engined, versions which are beyond the scope of this brief guide. First out was the 355bhp GT3 — a stripped-down track-inspired variant — followed by the 408bhp Turbo, with pumped-up styling to match. Topping them off was the infrequent 456bhp GT2. Costs for Turbos begin at around #29,000. The only GT3 we saw, a 2004-reg with 64,000 miles, was #64,995.  A 2002 facelift retired the 3.4-litre engine for a 312bhp 3.6 with Porsche’s Variocam 2 variable valve timing. The infamous’fried egg’ headlights also got the heave-ho in favour of the Turbo’s’teardrop’ dazzlers. This is the generation to buy if your budget allows.  The same year marked the coming of the Targa, with its sliding panoramic glass sunroof. This is another rare 996, although we did see a fairly nice 2004 example with 60,000 miles and complete Porsche background for #19,995. Also in 2002, the Carrera 4S coupé and cabriolet emerged. Wrapped in the Turbo’s wider body and fitted with its sportier suspension and more powerful brakes, these cars are the choice of most experts we spoke to. Prices start at #17,000. And then, with the arrival of the all-new 997 in 2004, it was all over.  All over for the 996, but not to the rumour mill, fuelled by stories about the model’s poor reliability, particularly failure of the rear main seal (RMS) and cracked cylinder heads at all ages, failure of the intermediate shaft (IMS) bearing on some post-2001-model-year cars, and divide cylinder liners on some 2004-model-year cars. These are very rare problems and you will find tell-tale signs, so don’t allow scaremongers put you off. You’ll only kick yourself. How to get one in your garage An expert’s view  Matt Gooda, Mortimers:“The 996 is your 911 to purchase but do so now because costs are rising. I am paying more for good ones than I was 12 weeks ago. It is inevitable now that the earlier, air-cooled cars are out of reach. The 996 won’t always be as cheap as this. The exception is the Turbo, whose prices have been climbing steadily, although I guess they have peaked. You’ll be lucky to find a 996 with a full main dealer service history but a mixture of main dealers and pros using the correct oils and filters is fine.”  Buyer beware…  ■ Engine: Listen for a rattle from cold, suggesting the IMS bearing is failing. An oil leak is another hint. Check whether it has been replaced, and if it has not, consider a retrofit replacement when the clutch is changed. Cylinder heads and liners can crack and split on early 3.4s. Look for coolant in the oil and have the bores checked. An oil weep may be the rear main seal. Assess the front-mounted radiator and air-con condensers for rust or damage. Inspect the coil pack insulation for cracks.  ■ Transmission: Heavy pedal activity suggests impending clutch failure. On Tiptronic versions, check the coolant pipes for rust.  ■ Suspension and brakes: Listen for creaking and rattling over speed bumps from the car’s four corners, suggesting control arms require replacing. Check workshop invoices for signs of recent brake work and that parts used were OE. Uneven tyre wear may point to alignment difficulties.  ■ Body: With the exception of the door latches, any rust you see is likely related to an accident repair, so check panel gaps, too. Inspect the bottom for signs of structural damage. Check the headlights for rust due to condensation. Make sure that the automated boot spoiler rises and falls. ■ Interior: Squeaks, rattles and worn and scuffed trim are to be anticipated. Check for warning lights and be sure that the air-con system does its job.  Also worth knowing  A used 996 may be inexpensive but its repair bills certainly won’t be. It’s why getting your proposed purchase inspected by an expert such as Porsche Inspections (porscheinspections.com) is a smart move. It is not cheap, at #410, but could persuade the seller to throw that vital service or repair into the deal.  How much to spend  #9000-#12,999: Mix of 3.4s and early 3.6s, most over 100k miles.  #17,000-#20,999: More early 3.6s but in appropriate condition and some with new IMS bearings.  #21,000-#24,499: More appropriate 3.6s, sold by experts and with around 70k miles.  #29,000 and above: Mainly Turbos up to #45,000. One we found  It’s 12 service stamps in the book. It has also had five owners but, on the plus side, that means five honeymoons during which it has been cherished instead of taken for granted… Porsche 911 review The history of the Porsche 911: film special​ The post Used car buying guide: Porsche 911 appeared first on Auto Note Buyer - Sell Your Auto Notes For Cash. https://autonotebuyerinc.com/used-car-buying-guide-porsche-911/

[itsworn]

Dodge’s 1954 Pace Car was also its First 4-Barrel Hemi Car!

The vivid Pace Car Yellow and Jewel Black two-tone paint are faded and the chrome Kelsey Hayes wire wheels are missing, but the rest of this 1954 Dodge convertible is solid and in original unrestored condition. The Indy Pace Car package added $201 and was only available on top-level Royal convertibles. No hardtops or sedans were built.

The story behind the story—that’s what the Junkyard Crawl is all about. To a casual observer, junk cars are nothing more than rusty eyesores to be crushed and hauled away as soon as possible. Gotta protect those property values, right? But junkyard crawlers know better.

Against all odds, the very special Red Ram Hemi was never spotted by engine swappers. Displacing a mere 241 cubic inches, the initial Dodge Hemi’s 3.4375 x 3.250 dimensions would eventually grow out to 3.690 x 3.800 for 325 cubes in 1957, its final year of production.

This month, we present a 1954 Dodge Royal convertible with the Indy Pace Car option. One of only 701 built, these open-air Dodges came standard with Dodge Red Ram Hemi power and numerous unique features not found on any other 1954 Dodge.

Under the gritty coating, the Offenhauser logo appears on Dodge’s first-ever four-barrel intake manifold application. When new, the entire Red Ram engine was painted silver, including the aluminum Offy manifold. The only missing item is the circular oil-bath air cleaner unit, which was painted yellow to match the body. The correct air cleaner is going to be tough to find…

First launched in 1953, the new Dodge Red Ram Hemi V8 measured 241 cubic inches and inhaled through a restrictive single two-barrel carburetor. It was a humble start. And again for 1954, the Red Ram—still at 241 cubes—suffered with a single two-barrel…unless it went into one of these Indy Pace Car ragtops! For the first time, the Pace Cars stepped up to single 450cfm Carter WCFB four-barrel carburetor for a 20-click boost to 170 horsepower.

Before the Carter AFB and Holley 4150-series four-barrel carburetors arrived in 1957, the Carter WCFB was a popular choice for Detroit carmakers seeking to feed their ever-growing V8 engines. Packard even used one on their 1954 inline eight. Rated at 450 cfm, the WCFB was perfect for the Red Ram’s 241 cubes, but was restrictive on bigger V8s. To cope, cars like the 372-cube Packard Caribbean, 331-cube Chrysler C300, and 265-cube 1956 Corvette used two WCFBs, coining the popular term “dual quad.” In 1956, 3,080 out of 3,467 Corvettes were ordered with the RPO 469 dual-quad 265 V8!

But there was a hiccup. Dodge lacked its own four-barrel intake manifold. Think about that, Dodge—the company who only a few years later would crank out thousands of tandem dual-quads, long rams, cross rams, Hyper-Paks, and Six Packs—didn’t have a lousy 1×4 intake manifold in 1954!

Transmission choices for the 1954 Indy Pace Car (and other Dodge Red Ram cars) included a three-speed manual with column shift, three-speed column shift with overdrive ($98), and the all-new Power Flite automatic, as seen here ($189). Offered throughout Chrysler Corp.’s divisions, Power Flite was Chrysler’s first fully automatic transmission. Equipped with a four-element torque converter and two-speed planetary gearbox, the cast-iron Power Flite had a 1.72:1 Low gear ratio (1:1 in Drive) and was air cooled. A stamped tin fin structure spot welded to the torque converter drew 280 cu. ft. per minute over the converter housing to help cool the fluid.

So while the Dodge elves toiled on better intake manifolds (a cast-iron four-barrel unit finally arrived in 1955), for the 1954 Pace Cars a deal was struck with California speed equipment merchant, Offenhauser Sales Corp.

An externally mounted spare tire was included with the Indy Pace Car equipment. The original tire enclosure was painted Pace Car Yellow to match the body and had a 10-inch opening in the center to clear the wire wheel’s hub. This forces Pace Car restorers to buy five wire wheels to get it right.

Long known for its Indy-dominating 270-cube Offy inline four-cylinder racing engines, Offy was also a major player in the hot rod aftermarket. For the Pace Car editions, they whipped up a lightweight aluminum dual-plane manifold casting. And yes, that nifty induction setup is still present on this junkyard discovery.

Lets’ take a peek at this amazing rare junkyard discovery to learn more about it and its back story.

Built nearly a decade before the Detroit bucket seat fad, the Pace Car shared its bench seat interior with lesser Dodges. The 120-mph speedometer and “Royal V8” dash emblem reminded passengers they were in something special.

The unmolested, original-paint firewall reveals this black grease pencil marking which seems to spell out the word “Indy.” Though not verified, it probably helped assembly line workers select the right components during Pace Car construction. Hand scrawled messages like this appear on many Chrysler vehicles and are a “must” for proper restoration.

Groovy Factoids!

The first Chrysler product to pace the Indy 500 was a 1926 Imperial driven by…Louis Chevrolet. Wha??? Remember, though Louis co-founded Chevrolet in 1911 with his younger brothers Gaston and Arthur, and legendary Detroit wheeler dealer William C. Durant, by 1926 Louis had sold his interest in the company that bore his family name.

Before the major American automakers had their own (private) test tracks and proving grounds, the Indy 500 race track facility was often rented for durability trials. In 1911 the first 500 mile race was held, and ever since, automakers clamored to have one of their models granted pace car duties. The assumption they could “go the distance” grew out of the track’s early days as a testing facility.

Bonus Material! As Dodge’s first high-performance offering with a standard four-barrel carburetor and dual exhaust, this piece of history is just as important as any Charger R/T, Coronet Super Bee, Challenger T/A, or Charger Daytona. It’s also accurate to say that the chain of Dodge performance cars that’s currently highlighted by the nine-second 2019 Demon wouldn’t have happened without this open-air Hemi car to light the fuse.

Let’s continue our exploration of this ground-breaking specialty car.

CAPTIONS:

Still wearing its factory applied Pace Car Yellow and Jewel Black two-tone paint scheme, this 1954 Dodge Royal Indy Pace Car edition was a convertible, like all of them. There is plenty of rust to cope with, but most of the needed parts are still present to do a full restoration to showroom condition.

Records indicate the Offenhauser aluminum intake and Carter WCFB four-barrel carburetor were shipped in the trunk, then installed at the dealership level. What happened to the 701 cast-iron manifolds and Stromberg two-barrel “take-off” parts is not known.

If you thought the Ram logo was new in 2009 (when FCA re-branded the Dodge truck line as Ram), here it is atop the 1954 Royal’s hood. The V8 logo below it sits in the center of an oval opening that would grow in size in 1955 and ’56. The center is open and flows air into the engine bay, but even on the much larger 1955-’56 designs, air flow was never directed into the air cleaner for extra performance. Dodge’s first functional (ducted) hood scoop wouldn’t arrive until the 1963 Max Wedge lightweight.

Implying victory at the end of a 500-mile race, Dodge’s 1954 Indy Pace Car was the first of many Detroit automakers to co-opt the crossed checkered flag symbol. For the 1955 Ford Thunderbird, a nearly identical crossed checkered-flag emblem (minus the number 500) was affixed to the ‘bird’s nose and tail. Dodge also revisited the logo on its 1955-up D500 and D501 equipped cars. This may have forced Ford to abandon the flags after 1955 in favor of a stylized turquoise thunderbird emblem. Chevy still uses the crossed flags for the Corvette today.

Another 1954 Dodge Royal Indy Pace Car trim detail is the numeric “500” emblem integrated into the body side trim. On lesser Dodges, the stainless steel trim flowed uninterrupted through this area. Dodge tooled specific trim just for the Pace Car, a surprising level of commitment considering that only 701 were built. If missing today, this trim is virtually impossible to find.

Dodge was still using conventional body-on-frame construction in 1954 (unitized construction arrived in 1960), making rust repair a bit easier. Note the “fluted” leaf springs. The recesses were formed into each leaf to suppress squeaks. The rear axle resembles the sturdy Mopar 8 3/4 but has a different bolt pattern. The center sections do not interchange. Like all Chryslers through 1964, two-piece axle shafts are used.

As seen in the December 1952 issue of Motor Trend, this full-page ad for the 1953 Dodge ushered in the Hemi era. Modern readers might wonder what all the fuss was about until it’s compared to the 230-cube flathead six it replaced. The ancient six produced 105 hp at 3,600 rpm and 185 lb-ft at 1,600 rpm. The new baby Hemi delivered 140 hp at 4,400 rpm and 220 lb-ft at 2,000 rpm, enough to deliver; “a thrilling reserve of acceleration that lets you drive with greater confidence and safety,” according to the ad. And to think, today’s Dodge ads brag about getting kicked off NHRA drag strips for being too fast. The “good old days” are right now…

One year after Dodge struggled to come up with a four-barrel intake manifold for the 1954 Dodge Royal Indy Pace Car program, Dodge got serious about performance. This 1955 Coronet NASCAR replica pays tribute to the Super Red Ram engine option which displaced 270 cubic inches and delivered 193 horsepower with a single four-barrel carburetor atop a cast-iron manifold. From here, Dodge would grow from strength to strength.

While Dodge was busy negotiating the purchase of aluminMore Groovy Factoids!um intake manifolds for the Pace Car editions, Chrysler Corp. and the AAA (the sanctioning body for the Indy 500 race) were in heated negotiations over a dead-ended “stock block” ruling that would have allowed Chrysler’s new 331 cubic-inch Fire Power Hemi to race against the Offy 270. Testing revealed the 400 horsepower Hilborn injected Hemis could top 137 mph and last for 500 miles doing it. This would have toppled Offenhauser’s monopoly on Indy. Frightened Offy team owners lobbied the AAA Contest Board to do something. They did. Rulebook revisions forced the Hemi to drop down to 270 cubic inches. Power fell to 350 hp and off-corner torque plummeted. Knowing the de-stroked Hemi stood no chance of being competitive, Chrysler backed out beforehand, and racing was done.

  The Dodge Red Ram Hemi (and DeSoto Fire Dome) was flawed by the block’s 4.3125 inch bore spacing. This limited ultimate cylinder bore diameter and forced designers to boost deck height from 9.29 to 10.38 inches to boost the Red Ram from 270 to 315 cubes in 1956. And don’t forget, while the Dodge Red Ram, DeSoto Fire Dome, and Chrysler Fire Power Hemi V8 all looked similar, very few parts interchange.

The post Dodge’s 1954 Pace Car was also its First 4-Barrel Hemi Car! appeared first on Hot Rod Network.

from Hot Rod Network https://www.hotrod.com/articles/dodges-1954-pace-car-also-first-4-barrel-hemi-car/ via IFTTT

[purenpopo]

BSA reworked

Lets get the paperwork done first:-  The V5c declares the bike as manufactured in 1947  and that is because the main frame was stamped by BSA  with that year code (XB31 9178). The engine is from 1955 (BB33 6301). The bike is registered in my name as a  "Historic Vehicle" therefore does not need an MOT and is tax exempt.

The V5c states "First Registered 01/07/2016" and that is because it was repatriated from the USA shortly before that date.

This bike has been built up from many different BSA models and is as far from a "restored" machine as you might get. I purchased the bike specifically because it had already been substantially altered by the previous owners and thus I was able to build what I wanted without worrying about spoiling a precious historical relic.

If you put the frame and engine number into Google you may well see that it was auctioned by Bonhams after it landed in the UK and it went to a dealer who sold it to me via eBay. When I got it M20 girder forks were fitted!

The rear frame has been changed at some point by bolting on plunger suspension rear end. The engine carrying plates have been altered to carry the later gearbox (same as A10 gearbox) and the primary chain case is the same as an A10 one as well.

The steering head bearings were replaced with the conical/taper roller type.

Most of the nuts and bolts have been replaced like for like with new ones. All wheel bearings and other perishable seals etc replaced.

There is a whole list of modifications:-

Tyres are modern Road Riders.

Front wheel and twin leading shoe brake is from a Suzuki T500 , (works very well!)

Forks are 1970 era BSA with a Gold valve emulator kit fitted (also work very nicely)

Headlight LED bulb

Completely new wiring harness with modern cable and connectors. Wrapped in old fashioned non adhesive PVC wrap.

Thor spark Electronic ignition, with Magneto stripped out completely except for shaft and gears etc.The ignition coil is under the seat.

Dynamo 12 volt winding on stator and rotor with electronic controller.

The speedometer is an electronic one with both analogue needle and digital readout. It will also show "trip A" and "trip B"   plus voltage and a few other items. The speed sensor is mounted on the rear wheel. This looks reasonably in keeping with the bike and has been calibrated with a GPS.

The engine has been re bored and fitted with a high compression Gold Star piston with a 2 mm plate under the barrel for valve clearance. Also has Gold Star touring cams which give a boost to the "performance". Also has had new valves, valve springs and Colsibro valve guides. A Keihin carb has been fitted and specially adjusted to get the lower end performance good without pinking and also a good top end (e.g.80mph downhill). Foam air filter to keep the dust and dirt out.

A Gold Star swept back exhaust and "silencer" are fitted. Also fitted out of sight is a "decibel killer" in the tail pipe to reduce the noise to something reasonably tolerable. I found that restrictions did reduce the "power" output so it has had to be a compromise between noise and "power".

The oil tank is something I have not discovered the likely source of but it was modified by the previous guys to fit the frame so I have left it in place. The sump has an alloy filter and drain plug fitted.

I have made up an engine breather canister which separates the oil from the breather line (can bee seen under the seat) and this drains the oil back into the oil tank and not the back of the bike.

Both mudguards and the stays are stainless steel as are many of the fixing bolts. The carrier and headlight mounting are also stainless items.

Underneath the hairy seat cover is a serviceable sprung seat (more comfortable with sheep skin!)

Tail lights are LED type as are the indicators (removable but I think essential with modern traffic.)

An ignition switch has been added (two keys) for some peace of mind.

The electric start is basically a "Pearson" kit for a Gold Star. The mounting for the starter motor had to be substantially modified to suit the earlier frame and you can see the motor under the engine in one of the pictures. The starter is powered by a lightweight Lithium type of battery and it works quite well and has certainly saved my knee from further damage.

In the primary case is an SRM four spring clutch with a new primary chain.  The back of the clutch has a "Pearson" lipped seal conversion and the gearbox output shaft has an SRM seal.  On the end of the crankshaft an SRM hexagonal  spring retaining nut has been fitted to allow easy torquing up to stop it undoing.   Another special SRM nut holds the clutch in place. The clutch lever and cable were changed to a hydraulic type and that gives it a reasonably light feel. More importantly it is self adjusting to allow for the engine and gearbox to move as they heat up.

There is a big file of data as well as a hand drawn wiring diagram that will go with the bike. There are also various spares that can go with it as well if the buyer would like them (no extra charge!)

The bike was built to be used in all weathers in much the same way as it was intended to be used when manufactured all those years ago. I have done a total of around 1800 miles in all weathers since the first build and around 400 miles of that was with the overhauled engine parts. So it is not fully run in yet!

It is a nice bike to ride, goes reasonably well and does draw some attention.  

I am a time served mechanical Engineer and worked for 40 years in the Aircraft industry. I have made or modified most of the parts myself in my own workshop.  The plunger rear suspension would be OK for a younger and fitter person but is the main reason I am selling.

[somar78]

A Brief History Of The Unusual Hercules W2000 Rotary-Engined Motorcycle

The Hercules W2000 and the Wankel Rotary Engine

Felix Wankel first toyed with the ideas that would become his rotary engine back in the late 1920’s and 1930’s but he was unable to do practical development work on it until the disruption of the Second World War was concluded in 1945. Thus it was that he didn’t produce a working prototype until February 1st, 1957. That working prototype served as a proof of concept but it had a long way to go before it would be ready to be put into mass production.

Despite the engine being in need of a great deal of development work there were a great many customers who purchased licenses to develop and manufacture the engine including NSU (who would work on it in conjunction with French car maker Citroën in the joint Comotor project), Japan’s Mazda, Yamaha, Kawasaki, and Suzuki (and possibly also Honda), and Fichtel & Sachs. Of these it would prove to be Mazda who would enjoy the most success with the engine, while the NSU/Citroën Comotor project almost bankrupted Citroën and brought NSU to an end.

Fichtel & Sachs were in the business of making their StaMo two stroke petrol/gasoline engines of 50cc-600cc capacity and also produced a two stroke diesel under license from Holder initially in 500cc and later 400cc and 600cc. They also produced a semi-automatic transmission called the Saxomat along with bicycle parts and shock absorbers.

Being in the business of making engines with industrial applications such as marine or agriculture Fichtel & Sachs’ interest in the Wankel rotary engine was for its potential in those fields. They acquired the Hercules motorcycle company in 1963, which was a sensible acquisition for them because Hercules was one of the dominant makers of motorcycles for the German market and many of their bikes were fitted with Sachs two stroke engines.

This was around the time they purchased their license for the Wankel engine, and so it was a natural idea for them to put the two together and create a Wankel engine powered motorcycle.

Fichtel & Sachs work on the Wankel engine had wider application than just for a motorcycle however. Their initial work on a single rotor Wankel engine was intended as a power plant for snowmobiles such as the American made Arctic Cat Panther 295.

This engine was an air-cooled 294cc single rotor which produced 27hp and would in later versions produce up to 32hp, this was the engine they decided would be a good fit in a motorcycle.

The Hercules W2000

Fichtel & Sachs decided to call their first Wankel engine motorcycle the Hercules W2000 and they showed the prototype at the 1970 West Cologne Autumn Motorcycle Show: that prototype featuring a shaft drive and four speed gearbox from a BMW R27 that would not be used on the production model.

Needless to say a motorcycle fitted with such a unique engine was guaranteed to garner a significant amount of interest. Such interest was likely helped along by the work Mazda had successfully accomplished in getting their Mazda Cosmo wankel rotary engine sports car into production in 1967, and their success in the 1968 84 Hour Marathon de la Route at Nürburgring in Germany: a success that demonstrated the reliability of the Wankel engine.

1968 had also seen the improved Series II Cosmo enter production, so the Wankel was getting good publicity and many motorcyclists are enthusiasts interested in innovative technological advances.

The Japanese motorcycle makers were keen to develop Wankel engine motorcycles with Yamaha showing a prototype twin-rotor RZ-201 at the 1972 Tokyo Motor Show. Suzuki were also planning a Wankel engine motorcycle called the RE5 which they put into production in 1974: the same year the Hercules W2000 entered production and began appearing on dealer showroom floors.

The enthusiasm for the Wankel in a motorcycle was not only founded on its being a new engine concept, but because it provided a smooth power delivery and could theoretically be made to operate a very high revs. So the engine was seen as an ideal power plant for motorcycles.

Hercules put a great deal of effort into making their new Wankel engine motorcycle a success. The tubular steel frame was purpose built and featured two down-tubes that bent back to provide twin horizontal supports for the Sachs Wankel engine which was hung mounted longitudinally from them, that support being supplemented by another mounting at the rear.

The engine had to be mounted lower than would have been preferred because of the clearance needed for the 32mm Bing carburetor sitting on top of the engine (as it would in the snowmobile that engine had originally been made for).

The single rotor engine had a compression ratio of 8.5:1 and in its first iteration produced 27hp @ 6,500rpm with torque of 24.5lb/ft @ 4,500rpm. Engine power was later raised to 32hp @ 6,500rpm. The engine had a single exhaust port which was then branched into two with exhaust pipes with mufflers running each side of the bike.

A rotary engine tends to run very hot and produce very hot exhaust gases so both engine temperature and exhaust header temperature had to be handled properly in the design, no small feat as the heat in the engine varied greatly, much more than in a conventional engine.

This Wankel engine was air-cooled and so was fitted with a large axial fan at the front which was in the most advantageous position to benefit from air flow cooling once the bike was in motion. The engine was fitted with an electric starter with a kickstart also provided for emergency use.

The first version of this Wankel engine required oil to be pre-mixed with the fuel just like one would do for a two stroke engine. For the later model an injector system was installed to provide engine lubrication and eliminate the need to pre-mix oil and fuel and this model had a 1.9 liter oil reservoir.

The oil used in this model was not two-stroke oil but a standard four stroke engine oil such as Castrol 20/50. The engine was mated to a six speed gearbox via a 90° bevel gear and wet clutch with a chain final drive.

The front forks were by Ceriani and provided 4.5″ travel while at the rear was a swing arm suspension also with Ceriani shock absorbers which featured adjustable pre-load. Both front and rear wheels were 18″ with the front brake being an 11.8″ disc while at the rear was a 7″ drum.

The fuel tank capacity was 17 liters (4.5 US gallons or 4.0 Imperial gallons). Fuel mileage was around 40 miles to the US gallon (48 miles to the Imperial gallon, or metric 5.9 liters per 100 km), and top speed was up to 90mph (145km/hr) for the 32hp version: so no prospect of “doing the ton” unless you were traveling downhill with a tail-wind.

While the handling of the Hercules W2000 was good the bike was criticized for its low ground clearance that precluded enthusiastic cornering. The other major criticism was the lack of engine power, which translated into a lack of acceleration and a rather unimpressive top speed.

The lack of performance and limited cornering ability made the Hercules W2000 a bike for comfortable touring and it would have been a practical daily commuter. The bike weighed 173kg (381lb) dry and 180kg (390lb) wet, with the fuel tank half full. So it was not a heavy machine and would have been easy enough for a less experienced rider to manage.

The W2000 was sold in some markets, such as the UK, under the DKW name, and it could have become a commercial success had it not been for it getting the double whammy of being quite highly priced, and also being put into a “high performance, high risk” insurance category.

The high insurance having been caused by the insurance industry incorrectly measuring the bike’s engine capacity as the total swept volume of 882cc and not just the combustion chamber volume. Added to that was the W2000’s unimpressive fuel economy, effectively superbike fuel consumption without the superbike performance.

The end result of this combination of factors was that sales of the Hercules W2000 were dismal: even the 1976 improved upgraded model with the oil injection system only managed to sell 199 bikes by the time production was ended in 1977.

Also of interest is that in addition to the W2000 road bike Fichtel & Sachs/Hercules made a limited number of the KC-30 GS Enduro Wankel engine dirt bikes.

Conclusion

Total production of the Hercules W2000 was 1,784 bikes. These motorcycles were well made and were reported to be comfortable, with “slow and graceful” handling. Road tests of the bike said that the engine needed to be kept up around 4,000rpm or above and that sixth gear at 65mph (110km/hr) was about perfect. If you were looking for a sports motorcycle this was not the bike for you.

But if you were looking for a motorcycle on which to enjoy vibration free riding, a bike that provided graceful handling, a bike on which you could relax and experience the pleasure of the open road, then this was a bike for you. Sounds like exactly the sort of motorcycle I’d most enjoy.

The Hercules W2000 provided a legacy after its own production ceased however: David Garside of BSA/Norton purchased one of the Fichtel & Sachs single rotary engines and trialed it in a prototype motorcycle. He then went on to combine two rotors in one engine which despite the cooling being less than ideal was good enough for a limited production run of 100 bikes. The bike created was the Norton Classic and with its 588cc Wankel engine it was a brief taste of what could have been.

The Wankel engine would form the foundation of the British experiments with rotary engined motorcycles which eventually resulted in the aforementioned Norton rotary bikes which would go on to achieve significant successes on the race track and at the Isle of Man TT.

There are not many Hercules W2000 motorcycles in the world but if you are looking for an unusual collector bike that will provide a relaxing riding experience then this might just be the bike for you.

Picture Credits: Hercules/Fichtel & Sachs, Bonhams.

The post A Brief History Of The Unusual Hercules W2000 Rotary-Engined Motorcycle appeared first on Silodrome.

source https://silodrome.com/hercules-w2000-rotary-motorcycle-history/

[getfastcasloan]

7 Things That You Never Expect On car tyres.

Roadside assistance autos, Fire, police or EMT all want emergency LED lighting to keep them and us safe. Publisher: Sunil Punjabi Emergency light can imply several issues. It generally is a mild in a constructing that's lit when there is a major energy outage. Emergency lighting might be something that comes on when a hearth or burglar alarm is activated. Writer: Jolandi Kerstetter Automobile house owners are liable for the maintenance and upkeep of their cars. You don’t just own your car; it's your obligation to yourself, other owners, and drivers to make sure that it runs smoothly and is in tip top situation. All about Eco Responsible Car Care options! Writer: Larry Chetan Eco responsible car care is all about cleansing your automobile and maintaining the surroundings around you. What is the feel like? Low profile automotive tires are among the many sexiest new fads within the automobile sector. The tires are usually not exclusive to simply race automobiles any more. Low profile tires are even being fit on the whole lot from sports coupes to household sedans. Low profile automotive tires are among the sexiest new fads throughout the automotive sector. The tires are not exclusive to only race cars any more. Low profile tires are even being fit on every thing from sports coupes to family sedans. Due to those progressive tires there are several things wanted to be answered. What is the feel like? Sk Motors An advantage of these auto tires is the feel of the street these explicit tires supply for the motorist. If you utilize a specialist accident administration firm, they may handle your automotive accident declare, though you solely have third occasion cover. Corporations equivalent to these specialist automobile accident declare ones will kind all features of your automobile claim out. They may arrange a replacement car to use, if yours will not be highway worthy. If the automobile accident was not too severe they'll arrange an engineer to examine your automotive. A report of the injury can be made, though your automotive accident was not your fault, why ought to yuou lose out, when making a automobile accident claim? Likewise, you possibly can elect to your automobile accident claim repairs to be done by a important dealer, reasonably than some backstreet repairer the insurer approves. To conclude, utilizing your individual insurer, to handle your car accident claim, is seldom the very best route ahead. You will save time, money & get much better service all spherical, by utilizing a specialist automobile accident claims company. After getting made your closing determination and are the proprietor of the automobile and have sorted out obligatory insurances and so forth, it's time to get to know your automobile. You must already have checked that all the controls, lights, windscreen wipers are working appropriately, in addition to brakes, suspension and steering. If you are ever in any doubt about these, talk to a certified mechanic. Earlier than setting out on any journey, make certain you already know where all the controls are. This sounds obvious but it is surprising what number of persons are so keen and impatient to get driving that they find they don't know where the wiper or mild controls are or how they work! Make sure that all automobile mirrors are correctly adjusted in order that you should use them efficiently when in your driving place.

55 (%) - is the height of the sidewall represented as a share of the tread width

5 - Purchase higher Tyres

Tyre fitting, including valves

Dunlop Sport BluResponse

Have your wheels balanced and aligned yearly

Rim Dimension and Tyre width

Verify the procedures and ask questions in case you want clarification

Do the tires need to be the identical brand? It's always a good idea to match tires. Imagine your self wearing two completely different brands of operating sneakers. That can be uncomfortable, and gradual you up. The identical model is more more likely to be evenly matched up. Still, if you don't have any alternative, it will most likely work. Do I have to exchange all four tires? It depends upon the car. In case you have a rear-wheel drive automobile, then you don't must change all four tires at the identical time. You probably have a entrance-wheel drive automotive, then you must replace the tires in pairs. Don't say a peep about your commerce-in. Never tell the salesperson instantly what you have got for a trade in. The seller will give you a worse deal for those who tell him concerning the trade-in too soon. Look on the internet for a superb value on the used automotive you could have had your eye on. You don't have to visit a dealership in order to buy a car in fashionable instances. As an alternative, look on eBay, Craigslist and your native classified advertisements. Through the use of these sites, you will discover the lowest worth while protecting yourself from high-strain salespeople. Not all dealerships and salespeople are equivalent. Though auto gross sales associates are recognized for using high strain tactics, these strategies are shedding effectiveness. Dealerships are beginning to realize softer gross sales means clients which can be happy. If the salesperson is too aggressive, you should not hesitate to go away. There are plenty of nice salespeople on the market that will likely be more than pleased to help you. As you'll be able to see, it is very important be nicely-knowledgeable earlier than heading out to buy a automobile. This text has the proper solutions for automotive purchases. You may find that selecting a automobile isn't as scary as you'll have thought. In association with an increased requirement for efficiency and at the same time a requirement for economical driving, there's an elevated requirement for extra gear steps in the gearboxes. Extra gear steps might be organized by mounting more gear wheels in the gearbox on its current shafts. Which means the gearbox is given an axially longer extent. For autos with a longitudinally mounted gearbox, this is not any great downside. On the other hand, for vehicles with a transverse gearbox, the space in the transverse course of the vehicle is critical, since an elevated gearbox length isn't normally attainable with out the width of the automobile having to be elevated.

Love your Car, Love your Tyres. For Tips and Hints, Click here http://dld.bz/gb3te pic.twitter.com/0OgfDppgQ1 — Wiltshire Tyres (@WiltshireTyres) November 15, 2017

The very first thing that you just want to keep in mind is the price of the car. Do not go right into a shopping for scenario with out having a price range in mind. Should you do not need a value vary in mind, you're liable to spend 1000's more than you'll be able to really afford. Do the analysis to find what amount would be greatest suited for your current financial situation. You might not be capable of get the newest automobile, but you'll at the very least have a good idea of what value you may go along with. One other thing that it is best to keep in mind is the gasoline mileage of the car.

[bpautosparesindia-blog]

How to Replace Faulty U-joints?

Universal joints also abbreviated as U-joints are the major components of a drive shaft, also known as propeller shaft assembly, usually found in most rear-wheel drive trucks, 4WD trucks, and SUVs, or off-road vehicles. The driveshaft along with the u-joints connects the transmission to the rear axle on most 2WD vehicles. 4WD vehicles also use driveshaft and u-joints but with one drive shaft positioned between the transfer case and rear drive axle and the other drive shaft between the transfer case and the front drive axle. A drive shaft is used in a vehicle to transfer rotational force from the transmission to the rear drive axle. So for the drive shaft to move up and down in comparison to the gearbox, a u-joint at each end is fitted to provide flexibility.

Since drive shafts rotate three times faster than the wheels the chances of u-joints to wear out quickly are quite high. The symptoms of bad or worn out u-joints comprises of a clunking noise when shifting from drive to reverse, a squeaking noise when accelerating and vibrations when accelerating or driving. If your vehicle shows any of the above-mentioned symptoms, BP Auto Spares India, largest Mahindra spare parts dealers recommend having the u-joints inspected or replaced.

Things you’ll need

·         New set of universal joints

·         2 vehicle ramps

·         Bearing grease

·         Tape

·         Wrench

·         Screwdriver

·         Hammer

·         Pliers

·         Vise

Steps to replace faulty u-joints

Step1: Jack up the front end of your vehicle.

Step 2: Position the jack stands under the front end of the vehicle to ensure stability.

Step 3: Look under the car and pull out the drain plug to drain out the transmission fluid to avoid leakage. Put an empty bucket under the transmission’s drain plug for the fluid.

Step 4: For your ease and to remember the configuration, put some reference marks with the help of a marker.

Step 5: Now, remove all the mounting clips, bearings and bolts which connect the driveshaft to the transmission.

Step 6: In order to remove the driveshaft from the transmission, dislodge the yoke.

Step 7: If you don’t want the bearing caps to budge, secure them with a masking tape.

Step 8: Stabilize the driveshaft in a vise and remove the tap.

Step 9: Now, disconnect the bearing from the yoke by removing all the retaining rings.

Step 10: Since the vise is providing the much-needed leverage, with the help of an appropriately sized socket, force the bearing caps out of the yoke.

Step 11: As the caps peaks out of the yoke, pull them all the way out with the pliers.

Step 12: Flip the vise and repeat the process on the other end.

Step 13: Now pull out the universal joint from both the yoke and the driveshaft.

Step 14: Clean the driveshaft thoroughly and lubricate the bearing caps well with grease.

Step 15: To put the universal joint back in place, reverse the steps you’ve just carried out.

Step 16: Remove the jack stands and lower your vehicle to the ground.

Step 17: Fill the transmission with the fluid and put the drain plug back on.

[petescycleco]

2017 Honda VFR1200X On Sale $9,299.00 Was $15,999.00

You know where adventures start? From right where you’re standing—or more likely, sitting. Sure, some folks jet over to Everest or Antarctica for the weekend. But the real adventurers know that you can find excitement right in your own backyard—or a backyard one or two states over. Especially if you’re on a motorcycle. And especially if that bike happens to be a Honda VFR1200X. The VFR1200X is built for people who know adventure isn’t someplace you go, it’s what you do getting there. It’s an excellent machine for exploring the world around you, and doing it in comfort, confidence, and style. Sporty, athletic, nimble enough for around-town cruising or tight winding back roads, it’s also big enough to reel in those highway miles, and see the Statue of Liberty, Mount Rushmore, and the Alamo all in the same trip. And the VFR1200X is loaded with features too—the most important being its 1237cc V4 engine and choice of six-speed transmissions. Best of all, we’re offering a ton of accessories, so you can fine-tune it to how you want to ride.

Where will a 2017 Honda VFR1200X take you? Wherever adventure calls. V4 Power: The VFR1200X’s V4 isn’t just another engine—it’s a spectacular example of motorcycling’s best. Case in point: the two rear cylinders are closer together than the front two, making the engine narrower where your legs are. Smart engineering! Two Transmission Choices: Take your pick between a conventional six-speed manual transmission or our third-generation automatic DCT: six speeds, push-button shifting, your choice of shift modes. Shaft Final Drive: Clean, efficient, proven, low-maintenance. Shaft final drive is the perfect choice on a top-of-the-line machine like the VFR1200X. One-Hand Adjustable Windscreen: One size doesn’t fit all—and neither does one windscreen. Adjusting the VFR1200X’s windscreen only takes one hand and a couple of seconds.  

Selectable Shift Modes: When you choose the Automatic DCT model, you can scroll between standard “D” mode, three sport modes, and even the option to “manually” shift up or down with the handlebar-mounted buttons.

Innovations

1237cc V4 Engine: Drawing on 30 years of V4 technology and racing success, Honda designers gave the VFR1200X what is one of our most advanced streetbike engines yet: a fuel-injected, liquid-cooled 1237cc, 76-degree V-4 brimming with low-end torque.

Transmission Choices: You can choose between a conventional six-speed manual transmission or our latest, third-generation Honda Automatic DCT transmission. With the DCT, you upshift or downshift with a pair of paddle-style buttons, or you can let the gearbox shift for itself.

Selectable Torque Control: Honda's Selectable Torque Control system (HSTC) is designed to help riders adapt to multiple traction conditions. With the push of a button the VFR1200X's (HSTC) lets you choose from three levels of engine-torque. The system can also be turned off according to rider preference. Available on both manual-transmission and Automatic DCT versions of the VFR1200X.

43mm Inverted Fork: Who knows where you’ll be riding, but the VFR1200X’s suspension is up to the job. The 43mm KYB fork is adjustable for spring preload as well as rebound damping, and is plenty stiff for steering precision.

Pro-Link® Rear Suspension: The KYB shock on the VFR1200X’s rear suspension is adjustable for rebound damping and features a convenient no-tool preload adjuster making it easy to fine-tune the ride for varying loads.

One-Hand Adjustable Windscreen: It couldn’t be easier to adjust the new VFR1200X’s windscreen. One hand and a couple of seconds is all you’ll need. The range adjusts over three inches from high to low.

Shaft Final Drive: Tough, durable, silent, clean, and low-maintenance, the VFR1200X’s shaft final drive is exactly what you want in a bike designed to turn out some serious miles.

Single-Sided Swingarm: The final-drive assembly runs right through the single-sided aluminum swingarm housing, making rear-wheel removal a snap.

Spoked Wheels: With a 17-inch rear and a 19-inch front, the VFR1200X’s wheels are built to handle the rigors of gnarly pavement or dirt/gravel roads.

Dual Front Discs: The twin front brakes use huge 310mm discs for plenty of fade-free stopping power. Combined ABS is a standard feature.

Accessory Socket: Need to charge your phone, run a GPS, or any other electrical accessory? This handy outlet makes it a cinch.

Aluminum Frame: The VFR1200X’s twin-spar aluminum frame members are fine-tuned to offer very precise control over weight and rigidity, and form the foundation of the bike’s stellar handling.

Engine

Engine Type: 1237cc liquid-cooled 4-stroke Unicam 16-valve 76 deg. V4

Bore And Stroke: 81 x 60

Induction: PGM-FI electronic fuel injection

Ignition: Electric

Compression Ratio: 12.0:1

Drive Train

Transmission: 6-speed

Final Drive: Enclosed Shaft

Chassis / Suspension / Brakes

Front Suspension: 43 mm inverted telescopic forks with hydraulic damping, preload and rebound damping adjustment

Rear Suspension: Pro-Link® with gas-charged damper, preload and stepless rebound damping adjustment

Front Brake: Dual 310 mm discs, Combined ABS

Rear Brake: Single 276 mm disc, Combined ABS

Front Tire: 110/80-R19

Rear Tire: 150/70-R17

Dimensions

Rake: 28.0 deg.

Trail: 107 mm

Wheelbase: 62.8 in.

Seat Height: 33.5 in.

Fuel Capacity: 5.68 gal.

Other

Model ID: VFR1200X

Available Colors: Candy Red

Emissions: Meets current California Air Resources Board (CARB) and EPA standards.

Factory Warranty Information

One Year: Transferable, unlimited-mileage limited warranty; extended coverage available with a Honda Protection Plan.

from Blogger https://ift.tt/2YykzIY via Motorcycle Dealer Maryland

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Befared gearbox suppliers | Dynapar

Dynapar Products is the leading distributor and supplier of Brfared Gearbox in Mumbai, India we offer wide range of Customized Gear Reducer. Our product range also comprises of Aluminium Body Worm Gearbox, Planetary Gearbox, Universal Gears, RM Series Gears and H Series Gears. Planetary gearboxes, also known as epicyclic gearboxes, are a type of gear system that is widely used in various industries, including robotics, aerospace, automotive, and many more. These gearboxes are designed to provide high precision, high torque, and efficient power transmission in a compact and lightweight package. Here’s a closer look at the features, benefits, and applications of planetary gearboxes.