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lisa77us · 4 years

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Hidden Wall Safes a Weapon holder should have

Nowadays, having a safe in your home or office may not be sufficiently secure to store your resources. Shrouded divider safes are offered available to give you the most ideal approach to store your adornments, significant records, or even little firearms.

The following are the best 10 best-concealed divider safes that you will love to have at home. Since picking the most appropriate one may be somewhat hard, so with the data of the main 10 best-concealed divider safes beneath, it will be a lot simpler for you to pick the correct one.

1. Paragon Electronic Wall Lock and Safe

One of the last best concealed divider safes that we will audit is the one from Paragon Electronic. The board is made to be level to cover your protected all the more adequately. They have developed with strong steel to oppose any mechanical instrument assaults well. These concealed safe accompany simple programming since you simply need to type in your mystery pins or utilize the keys to open your safe.

It will ensure that every one of your resources, including adornments, archives, or money, are consistently sheltered. Anyway, this one is ideal to put in your home, office and even in yourgetaway home.

2. Paragon Lock and Safe Flat Superior Electronic Hidden Wall Safe

Here is the best concealed firearm safe from Paragon Lock and Safe. It is made of strong steel to watch itself against any mechanical assaults. The inside and outside of the safe are all powder covered with a 1/8 inches thick strong steel entryway.

This safe is truly simple to work. With simply mystery Pin codes, you can open your sheltered a lot simpler and quicker by recalling your 3 to 8 digit codes.

Be that as it may, on the off chance that you happen to overlook your codes, you can really utilize the keys given along the pack to open it. This one is great on the off chance that you need to shield your gems or your little handgun.

3. Paragon Lock and Safe Flat Electric Wall Hidden Safe

Welcome to another model from Paragon Lock and Safe. This one can fit well between the studs since it is intended to be level to offer greater security to the safe. It is built with strong steel and appended with 1/8 inches thick strong steel entryway that can watch itself from a mechanical instrument assault. It is furnished with sealed pivots inside that are secured by dark floor covering mat cushioning.

You can pick one between two choices given to open your safe either by embeddings the codes or utilizing the key. You can put the safe behind an image or inside a storeroom.

4. Stack-On Long Gun Wall Safe

This concealed divider safe that is from Stack-On is settled on to be the most ideal decision in the event that you are to make sure about your rifles of up to 52 inches tall. There are 3 removable retires inside so you can discover your things effectively with the composed space you have made

It is extremely simple to utilize and a lot simpler to introduce since all attaching equipment are remembered for a pack. It is furnished with 3 steel locking jolts to help secure the entryway of the protected also.

5. Computerized Electronic Flat Wall Hidden Safe

Another in line is the divider concealed safe that is made of thick strong steel, ensuring its solidness. This flame resistant divider safe has 2 retires inside to bring to the table you sorting out your things dependent on kinds of things, either money, records, adornments, or firearm. It very well may be effectively mounted in the divider and can be opened with 3 to 8 digit PIN codes or the 2 keys included.

6. Viking Security Safe Fingerprint Hidden Wall Safe

At that point, we have another best-hidden wall divider safe from Viking Security Safe. And this wall safe is also featured on AssuredSafes https://assuredsafes.com/best-hidden-in-wall-gun-safe/ .This mystery compartment accompanies unique mark working frameworks so you can open this one by utilizing the enrolled unique mark or embeddings the PIN codes as you wish.

It can make sure about your things well and will caution you with its blaring sound when the entryway is left opened.

It accompanies LED light inside the storage to offer you light when you have to search for your reports when you are uninformed. Additionally, it is ideal for home use, office use, and anyplace you want to reach immediately when you are out of luck.

7. Yescom Flat Electronic Wall Hidden Safe

Yescom has brought to you the best divider shrouded safe that will give greater security to your resources. Inside this shrouded compartment, you will see two removable racks that are offered to make it simpler to arrange your things inside. They have included LED lights that will give you criticism for every activity and show you the force status also.

Anyway, you can either open this storage by embeddings your PIN codes or included keys on the off chance that you overlook your codes or when the batteries bite the dust. It will alarm you also when code mix endeavors fall flat for multiple times.

8. Giantex Electronic Wall Hidden Safe

The third one in our rundown is from Giantex. This one can be utilized to make sure about money, adornments and even weapon. This concealed firearm bureau is planned with an extremely simple working framework. You can bolt and open it a lot simpler with either PIN codes or crisis keys. This one is made of strong and hearty steel and accompanies solid locks to add greater security to your storage.

You can place your trust in this one since it tends to be shielded from theft endeavors and much offer you a superior insurance framework when many PIN code blend endeavors are distinguished.

9. Undercover Cabinets Gun Cabinet Hidden Wall Storage

The following one that will be appeared to you is the best hidden bonanza box from Covert Cabinets. It is one of the dividers mounted gliding racks that will offer you another shrouded stockpiling compartment along. Additionally, it is exceptionally simple to introduce since all equipment and directions are largely remembering for a pack. It arrives in an advanced plan that can permit you to put some finishing things on the head of the rack to carry more excellence to the house.

10. Windaze Hidden Wall Safe

The primary safe that we will start with is the one from Windaze. It is made of great steel that guarantees the quality and strength of the safe. It accompanies an advanced keypad that will require a secret phrase when you need to open your wellbeing box. There are likewise 2 crisis keys given in a pack too with the goal that you can likewise open your safe in any event, when you quick shelf safes with rfid

There are two removable retires inside so you can compose your things well in an exceptionally sorted out situation for quicker query.

End

To summarize Lisa 77 US audit today, these concealed divider safes that we have presented above are the best ones that we find enthusiastically suggested available.

They will offer twofold security to your resources and your effects just as your little firearm since the shrouded divider safes itself is made to oppose assaults well and can be covered up in the divider.

Without sitting around social affair more data, pick one of these above and have confidence realizing that you'll have the option to adequately make sure about your things

#hidden wall #safe #wall safe #firearm safe

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artistic-writer · 6 years

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Forged in Ireland

Title: Forged in Ireland by @artistic-writer Rating: P for penis innuendo and T for its real rating. Summary: Humourous Forged in Fire AU. Four novice bladesmiths, three of them Irish, compete in one of the toughest competitions of its type, Forged in Fire. Killian Jones, his brother Liam Jones, Graham Humbert and David Nolan. Who will win? Who has the skills to best the other men? A/N: Thank you to my kickass beta, @hollyethecurious - I’m posting this for @kmomof4 who i promised a fic to yesterday, but them posted a whump fic instead. No one dies in this one ;)

Taglist: @resident-of-storybrooke @hollyethecurious @kmomof4 @hookedonapirate @winterbaby89 @courtorderedcake @cocohook38 @branlovesouat @teamhook @snidgetsafan @sherlockianwhovian @shireness-says @wingedlioness @lenfaz @therooksshiningknight @ilovemesomekillianjones @bmbbcs4evr @blowmiakisscolin @deathbycaptainswan @onceuponaprincessworld @chinawoodfan @seriouslyhooked @snowbellewells @doodlelolly0910 @darkcolinodonorgasm

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"Great men are forged in fire. It is the privilege of lesser men to light the flame."- John Hurt

They had never met until now, apart from Killian and Liam, who were brothers. Graham, a tall, curly haired, blue-eyed bulk of a man, was also from Ireland. The three of them had made it through to round two of one of the toughest competitions currently aired on American television. Forged in Fire. Four bladesmiths competing against the clock for the grand prize, which, as they had all learned when the fourth competitor, David, had been eliminated, was much tougher than they had anticipated.

“We’re sorry, David, but your blade did not make the cut.”

Red-faced and in slight shock, David had gathered his tools and left the studio, or the forge as it was known. He hung his head as he walked out of the room, metal tools rattling in his tool bag, lifting it again as he had been instructed by the production team. They were going to put a slow motion shot of him leaving and they wanted him looking tall and proud, his own opinion on getting eliminated voicing over the sequence.

“It’s tougher than you think, and I respect the judges. It was the right choice. I just didn’t make the best knife today and that’s okay because I’ve learned a lot.”

“David’s knife was good,” Graham whispered to Liam, their forges right next to each other back in the studio. “I thought I was going for sure.”

“Aye,” Liam muttered under his breath with a nod, setting his footing into a wider stance behind his anvil.

“This is tough,” Killian whispered to both of them, tucking his chin to his chest to hide his words.

“Bladesmiths!” Wil Willis bellowed out over the forge, making all three men turn to face him. “Round two,” he grinned devilishly. Killian gulped. “You have three hours in which to attach handles to your weapons using the items offered to you,” he motioned to the well-dirtied metal racking in the corner of the room, stacked with offcuts of all kinds of materials, “turning them into fully functioning weapons for our judges tests, which include a rope slice and sleeper chop.” Liam, Killian, and Graham all followed the motion of his arm, eyes scanning the pieces of odd materials. “But,” he added dramatically, and they all returned their gaze to him. “They must include a guard and an element from this.”

They all held their breath as the host reached for the silky red sheet covering an oddly shaped object. With a flick of his wrist, the material fell away to reveal a huge, brass ship propeller sitting neatly on the table in front of them.

“Oh, Jesus,” Graham uttered, his words lost on a chuckle.

Killian looked over to his brother, both ex-naval men, and smirked. It was ironic, in a strange way, that the thing that had carried them across oceans would now, potentially, sink them.

“Bladesmiths, your three hours begins...now!” Willis yelled and all three men scurried to the pantry.

“I have no idea what I am going to do,” Graham mumbled to himself. His blade had received the most attention from the judges because of a slight warp in his tang. He could fix this easily by hiding his tang in a cylinder of material as a through tang, but which to choose? His eye scanned the shelves, flitting back and forth before he fixed his gaze on some deer antler. It was big enough to drill and shape into a comfortable handle, so he grabbed it before either Jones brother had a chance to.

Killian went to the top shelf immediately, spying some Micarta. It was one of the strongest materials and would stand up to the tests set out by the judges, but as he reached for it, so did Liam. They both looked at each other with a smirk, fingers holding the grey material tight.

“Age before beauty, brother,” Killian quipped with a wry grin, releasing his hold on the scale.

“No, no, I insist,” Liam said with a nod, offering Killian the piece. “Shit before the shovel, little brother.” He’d uttered the words under his breath, and they would probably be edited out of the final cut of the show, but it was mostly lost in Killian’s laugh. “Here, take it. For your little knife,” he smiled.

“I assure you, brother,” Killian began, pushing the Micarta back into Liam’s hand. “My knife, much like other things, will be much bigger than yours.”

Liam took the Micarta with a smirk, heading back to his workbench, whilst Killian grabbed some African Blackwood. It was strong and would fit his blade well, the rustic, camp knife style with a Celtic twist. Traditionally, Celtic knives were shorter, more like a small dagger, with a single loop handle and leather wrapped handle, but the shows specifications meant he had to go bigger. Killian had made a Viking Seax, a single edged blade with, traditionally, a handle made of natural materials, a knife style that had a reputation as a great chopper.

“I’ve made a Seax. It’s strong, and it’s a great chopping blade that will knock my brother right out of the competition. I’m going to cut off a piece of the prop, flatten it out and slide it between the scales and my tang, giving my handle a third layer.”

Killian ran to the tool bench, eyes searching over the dusty surface until he found what he was looking for. The grinder, fitted with a diamond cutting disc, was in his grasp before he could blink, and he then ran to the propeller in the front of the forge.

“Looks like Killian is taking a huge chunk of that flat edge side of the prop,” said David Baker, historic weapons expert and advisor to Hollywood.

“He is most likely going to flatten it out and use it somewhere in his handle,” J. Nielsen, another of the judges, pointed out, watching Killian whizz across the room with the section of propeller he had ground off.

Killian was at his anvil in a second, gripping the brass in his tongs and whacking it flat with his blacksmith’s hammer. The sound of metal on metal rang out, a bead of sweat on Killian’s brow falling to his anvil. The forge was hot, heat from the four propane forges still lingering in the air, and with each collision to his anvil, Killian felt the ricochet in his wrist and his forearm.

“Hitting that brass a little hard there, brother?” Liam teased, brushing past Killian with his own part of the propeller. He had popped off the boss cap, unscrewing the bolt that held the shaft in place, testing the weight in his hands. “When are you going to learn that hitting something harder doesn’t always yield the best results.”

“And when are you going to learn, brother,” Killian began, grinning from ear to ear with a filthy smirk. “The force from a hammer is proportional to the size of the tool. I cannot be held accountable if my tool is bigger than yours.”

“So you say,” Liam sniggered, shaking his head at his brother’s cockiness.

“Have you ever heard a complaint?” Killian raised an eyebrow at his brother who met his comment with silence. “I didn’t think so.”

“Layers will add integrity as well as a sleekness to my blade. I’m going to slip the brass under the scales to give my knife a really sexy look, kind of like a brass vest under a wooden jacket.”

Once he had the brass as flat as he could get it, Killian got back to his table and set about tracing the holes of his tang so he could drill out the brass and African Blackwood. Killian knew Liam’s plan. He had already watched him put a thread on the end of his tang so he could just screw the brass bolt in place and shape it on the belt sander. It was ingenious, really, but Killian liked the challenge of creating the perfect handle for his blade.

Glancing to his right, Killian spotted a frown on Graham’s face.

“Uh oh,” Willis thought out loud, spying Graham’s mistake instantly. All three of the judges followed his nod of direction, sucking in mouthfuls of air through their teeth in a triple wince. “Looks like Graham has messed up his material.”

Graham, in his haste to repair his warped tang, had misjudged the size and angle of the hole needed in his deer antler and had managed to drill right through the side of it. He sighed audibly, shaking his head from side to side before swiping his hand over his brow. Antler dust stuck to his sweaty forehead and the muscles in his jaw ticked.

“You can fix it,” Killian encouraged, his voice shaking Graham from his self directed rage. “Get some dust and epoxy,” he instructed selflessly.

It was like a lightbulb went off in Graham’s brain and he rushed to the saw, gathering what dust he could so he could mix it with some epoxy resin and steel dust. His handle would be off colour, but it would be functional, and that was the most important part of the competition.

“Thanks, mate,” he called to Killian who simply gave him a nod of assurance.

“Did you see that?” Willis asked the judges, directing his question at Doug Marcaida, an edged weapons specialist. “Killian just helped his fellow competitor.”

“He’s a source of inspiration,” Doug nodded humbly. “Great men are forged in fire,” he began, pointing out Killian who continued to work on his blade handle with a stern focus. “It is the privilege of lesser men to light the flame.”

“Did you just quote Doctor Who?” David Baker asked his colleague, aghast the man had delivered such a poetic quote from a TV show character.

“John Hurt,” Doug laughed. “As Doctor Who.”

All three men were at the same stage. The materials they had collected had been sized and cut into a rough shape using the huge bandsaw, and they are all currently hunched over their workbenches mixing epoxy. Two syringes full of the two resins were squeezed into each other on a flat surface, mixed with a flat spatula made of wood, the chemical reaction happening almost instantly. Graham added his dust to the epoxy, turning it into a lump consistency that wasn’t as easily spread over his tang as the glue Liam and Killian were using. They all rushed to get their handle scales in place, tapping them gently with a hammer.

“No, no, no!” Liam cursed, turning from his bench dramatically and running his steel greyed hands through his curled hair.

“Tap, tap, tap, crack. I’m done. Now my blasted brother is going to win.”

“Oh no,” one of the judges said. “Looks like Liam has broken one of his scales.”

Liam ground his jaw in frustration. He had hit the handle material too hard at just the wrong angle and it had snapped the top corner of his scale. He stared at his knife, shoulders tensed, fists balled in anger. In his anticipation to get his handle fixed he had lost his patience with tapping the delicate material with the hammer, chipping of a corner. It was a little too much to cover with some strategic sanding, so he had no choice but to start again.

“It’s going to be tricky getting those scales off now,” judge J. Nielsen told host Wil Willis. “His epoxy is already set.”

“Fuck!” Liam grunted, sure his outburst would most certainly not make a final cut.

Killian looked up from his own project, his brother’s cheeks pink with a mixture of heat and fury. He looked at Liam’s faux pas, sitting in front of his brother like a mockery of his skills, and his lips turned up into a smug grin.

“Problem, brother?” Killian taunted, looking back to his own work. His epoxy had set, fusing two brass plates between his tang and his outer wooden scales. It was perfect. All he had to do was sand it to shape.

Liam didn’t answer, punting his toe into the edge of his table.

“Shorten it,” Killian barked over the sound of Graham grinding his handle behind him. Liam looked over to him, raising an eyebrow in Jones brother fashion. “It’s only a tad, Liam,” Killian added, leaving his bench to pick up his brother’s knife. He pointed at the end, rubbing his grease covered thumbnail over the butt of Liam’s handle. “You can cut a smidge off, add an extra layer of new material and then thread your bolt on the end.”

Liam looked up at his brother, astounded by his commanding nature. He barely had time to respond before Killian thrust his knife back into his hands and Willis was announcing a time frame.

“Bladesmiths! You have thirty minutes remaining!”

Graham began humming a tune to himself as he pushed his knife handle against the sanding belt. Dust flew towards the floor and into his face, the mask he was wearing shielding his most from most of the splinters of antler. He was rushing, grinding in the wrong direction when all of a sudden the knife slipped from his grasp and his fingers were pushed against the coarse sanding belt, his knife point stabbing into his palm.

“Jesus, fuck!” He screeched, his Irish accent much thicker than it had been all day.

“Maybe, my reaction was bit drastic, but at least now I can say that literally my blood, sweat and tears are in that blade.”

“Oh, we got blood!” David Baker announced, tapping J.Nielsen’s arm in excitement.

“Is Graham going to need a medic?” Willis frowned, arching his neck to see more clearly.

“Are you alright, mate?” Killian asked Graham, his voice muffled behind his own face mask. He lifted his head, shutting off his machine to silence the screech of the belt, placing his knife on the bench beside it. “Is it bad?”

Graham hissed, clutching his hand to his chest. Killian motioned him closer and encouraged him to show him his hand, dark crimson flowing from his palm as soon as Graham opened it. Killian shook his head, looking up to catch the eye of Wil Willis, motioning with his arm.

“Can we get a medic in there?” Willis said, concern etched on his face.

Paramedics rushed to Graham’s aid. Liam downed his tools and for the first time ever, in the history of the entire show, the clock was stopped. Graham had sat on the floor under a medic’s instruction, and his leg was shaking, knee tapping the floor to distract from the pain throbbing through his hand.

“Is he going to be able to continue?” Baker thought out loud.

Graham was lost in a huddle of men, Killian pushed out by the circle by the medics. He looked over to Liam, his face pale, absolutely no colour in his cheeks, a solemn look on his face.

“When I reached Graham, I saw that his palm was sliced nearly to the back of his hand. His little pinkie finger was almost cut clean off, and the first thing I think is, he can’t possibly continue. The second thing is, that means it’s down to me and Liam. I’d be lying if I said I wasn’t a tad disappointed to be entering the final round because of an injury, but that won’t make besting my brother during the final any less satisfying.”

After the drama had cleared and Graham was on his way to the hospital, the forge fell silent once more. Liam and Killian stood before the judges table, part finished blades wrapped in protective blue cloth in their hands. Killian shuffled his feet, scuffing the dust with the toe of his boot, and Liam was nervously gripping his blade.

“Due to Graham’s medical elimination, there will be no need for further testing of your blades,” Wil Willis began, addressing both of the men in front of him. “For the first time in this competition’s history, we have brothers competing for the title and the check for ten grand.” He had his fingers tented, pointing to each brother in turn. “Congratulations on making the finale round. How do you guys feel about that?”

“No finer opponent,” Liam shrugged, looking sideways at his brother who had his trademark smirk and raised eyebrow plastered on his face.

“May the best man win,” Killian added, bobbing excitedly on the balls of his feet.

“Liam, Killian, we asked you here to forge a blade in your signature style, and we have not overlooked the fact that most of our competitors in this competition were Irish, so now we are sending you back to your home forges to recreate an iconic weapon from Celtic history.”

“The instant Wil Willis mentions Celtic, my heart flutters. Our family has strong Celtic roots, so beating Liam is going to be all that much sweeter.”

Liam looked to his brother, the same gleeful expression lighting up both their faces at the host's words. He hadn’t even revealed the weapon yet and they were both poised to explode with excitement as he reached for the red, silk cloth covering it next to him.

“And that weapon is...the Irish Ring-Hilted Sword.”

The covering fell away from the sword in slow motion, the glint of the silvered pommel catching their eyes. It was beautiful. A long, hefty sword with a distinctive design that simultaneously caused joy and terror to course through them both. What looked like a simple design was actually a long list of complex crafting techniques the show's host was about to divulge.

“You’ll have five days at your home forges in which to complete this challenge,” Willis said enthusiastically, a wicked grin on his face. “Your blades must meet the following parameters. The length of your blade must be between twenty nine and thirty one inches in length, it must be double edged, and include a fuller on both sides of the blade, that runs at least three quarters the length of the blade. You must have an ‘s’ shaped guard, with forked terminals, with at least three prongs on each terminal. Additionally, you must include a ringed pommel, through which you can see the tang. Bladesmiths, after five days you will return to present your swords to our panel of judges, and after they have thoroughly tested them, and inspected the quality of your work, they’ll declare one of you the Forged in Fire champion, who’ll walk out of here with a check for ten thousand dollars. Good luck, Bladesmiths. We’ll see you in five days.”

“Unfortunately, for Killian, he is not used to wielding such an impressive weapon, so it’s going to be easy to, once and for all, instill in him that he will always be the little brother.”

“My older brother seems too preoccupied with the size of the weapon when it’s really about how the sword will perform. I assure you, I’m up for this challenge, and when I forge the better weapon, and I will, whoever is jabbed with it, will most certainly feel it.”

After five days in their home forges, and after extensive rounds of judge testing - including both brother’s hearing Doug Marcaida declare that their blades ‘would cut’ - it was settled once and for all.

Killian Jones did indeed have the bigger knife.

#fanfic #ff #ouat fanfic #forged in fire #forged in fire au #killian jones #liam jones #graham humbert #david nolan #bladesmithing #swordsmithing #tw: near amputation of a finger #its Graham #and one sentence #you'll be fine #Krystal.

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shreddeddad · 2 years

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vimeo

HGG Performance Landmine Attachment (Universal Rack Mounted Landmine) from G on Vimeo.

HGG Performance Landmine Attachment (Universal Rack Mounted Landmine)

➡️ Check out the landmine here ShreddedDad.com/HGGLandmine ➡️ Use coupon code SHREDDED for 10% off any HGG Performance products

➡️ Go to ShreddedDad.com for home gym equipment reviews and discounts

The Home Gym Guys are at it again.

HGG Performance released a universal landmine attachment that will fit any rack that's 3.5" wide or less.

So if you're looking for a landmine attachment for your rack, this landmine will fit anywhere.

-- Attaching Mechanism --

Utilizing HGG’s famous clamping technology, including the notorious mustache bolt and textured, anti slip rubber pad, this is the first barbell landmine attachment that can secure to any post in seconds!

HGG Performance also added a pivoting point I've never seen before.

It uses a CNC machined pivot sphere, giving the Universal Landmine Clam greater rotational capacity and range of motion than traditional landmine attachments.

-- How to Use --

1. Attach the HGG Performance Universal Landmine attachment to your rack by twisting the mustache knob in a clockwise pattern until it feels tight.

2. Insert any 2" Olympic sized barbell into the sleeve

-- Landmine Attachment Exercises --

Because the HGG landmine attachment is rack mounted, it can be moved up and down the rack at any height.

This gives you the ability to perform a wide variety of landmine exercises such as:

Landmine rows Shoulder press Squats Russian twists Deadlifts Viking press Split squats Thrusters And a whole lot more!

-- HGG Performance Discount Code --

➡️ Check out the landmine here ShreddedDad.com/HGGLandmine ➡️ Use coupon code SHREDDED for 10% off

youtube.com/shorts/I2afMCgxDEU

#homegym #garagegym

HGG Performance Landmine Attachment (Universal Rack Mounted Landmine)

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muscle-cars-aesthetics · 7 years

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1969 Dodge Charger Facts⬇️⬇️⬇️⬇️⬇️⬇️⬇️⬇️ Engine: Gen III HEMI V-8 392ci displacement Bore x stroke: 94.6mm (bore) x 103.9mm (stroke) Block: cast-iron block with four-bolt powder metal caps Rotating assembly: forged steel crankshaft, powdered metal floating pin connecting rods, hypereutectic aluminum forged pistons Compression: 10.09:1 Cylinder heads: aluminum, hemispherical chamber cylinder heads Valvetrain: Mopar Performance rocker arms, pushrods, valvesprings, hydraulic lifters Induction: intake manifold with throttle body Oiling system: Front sump oil pan Exhaust: Dougs headers with 3-inch stainless pipes, Dynamax mufflers Ignition: Distributorless coil-on-plug ignition system Transmission: American Powertrain Tremec T56 six-speed Shifter: American Powertrain 10-inch polished stainless shifter Driveshaft: custom driveshaft Rearend: Moser Dana 60 rear, 3.55:1 gears Front suspension: RMS AlterKtion coilover system, Viking double-adjustable coilovers, 1-inch sway bar Rear suspension: RMS Street-Lynx, Viking double-adjustable coilovers Steering: Flaming River power rack-and-pinion Front brakes: Wilwood 13-inch rotors, Wilwood six-piston calipers Rear brakes: Wilwood 13-inch rotors, Wilwood four-piston calipers Wheels: 18×8 (front), 18×10 (rear) US Mags wheels Tires: 235/45R18 Michelin Pilot Super Sport (front); 295/35R18 Michelin Pilot Super Sport (rear) 🔋🔋🔋🔋🔋🔋🔋🔋🔋🔋🔋

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thecrazyviking88 · 3 years

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Meet the 2022 Pathfinder!

Hey guys. It's your, your favorite Nissan guy? Matt Garfinkel the Crazy Viking here at beautiful Nissan of Greer in beautiful South Carolina. And look what I've managed to steal away for a few minutes. This beautiful 2022 Scarlet Ember two tone, 2022 Pathfinder. So I want to give you guys a detailed look at this thing because everybody keeps asking me what's so great about the new ones, comparatively speaking to the previous generation. So I'm going to go into this, the whole thing front to back, give you the nuts and bolts survey guys at the highest level and show you how I do things and how I sell anywhere from 16 to 20 cars a month. So I'm going to start here at the front. So as always, just like a lot of people know, Nissan uses liquid fill engine mounts. Some people just shorthand those to breakaway mounts. Okay. Also, you're going to have the tri slit right here in the grill, hearkening back to earlier generations of the Pathfinder. We also put more engine liner in the engine compartment Great for getting rid of those low frequency engine vibrations & give you those low-frequency headaches. Okay. Got these beautiful new alloy wheels for 2022. Of course. You're going to have your signal strips here on your mirrors. You're going to have your Chrome fascia on the door here because this is a platinum. So it's got all the toys on that fascia. You're also going to have Pathfinder actually imprinted right fair and this is our Scarlet Ember tint coat, but we do have a lot of different ones available currently. So let's take a look a little closer. Look at this thing. So You're going to have your beautiful V splint male sort of a pattern right here. This is actually the Chestnut color interior does come in black. If you're looking for a more classic look, you're going to have seven drive modes. That's what that knob is right there because this isn't all wheel drive version. You're also going to have a cargo net right there underneath the glove box glove box. Fascia also has this beautiful rubberized piece right here and as Pathfinder, additionally, and stamped into it, just like on your center console right there, you're going to have a larger screen, which actually supports the high definition camera. Of course, you're going to have your basic stuff like the new electronic shifter from Nissan. You're also going to have your heated and your cooled seats and dual climate control. Because if your wife is like mine and is always cold, then guess what? She's going to need her heated seats because let's face it. You're going long disk. You don't want to have to worry about complaining. So another thing too new for 2022 is the manipulation of the second row of seats. So right here, if you can see it just the push of a button, and then you can access your third row, this one's down just to show you how flat everything will stow. Okay. Like I said, this is the platinum. So better question is what does it not have? Let me climb in the second row here. You're also going to have your additional plug right here, three prongs. So you'll have your brown prong. For those of you who are electrically inclined. You're also going to have heated seats with additional AC in the second row as well. It's proprietary to it. You're also going to have your curtain airbags right there in the a, and also in the C pillar. You're also going to have your panoramic roof as well. I don't have it open cause it's a little bit bright out today. And then of course, you're going to have your sun shades, which is great because let's face it. Nobody wants skin cancer. That's why we also have our tint already imprinted onto the, a vehicle as well. So then you can block out the harsh sunlight and the haters, just like my friend, Jordy likes to say additionally too, just like on the road for those of you that are familiar, you're also going to have your blind spot on the mirror, not on the pillar anymore. And then coming back to the front, you're also going to have your fog lamps. Okay. Additionally too. You're going to have your sensors just like you would on any other Nissan So, because this is a platinum, of course, you're going to have, you know, all your standard formats because this thing comes loaded to the gills. You're also going to have your standard compartment in the back here. Those dividers do come out very easily. Should you feel so inclined? Or if you have a Wolf specially long option, they just slide right in slide right out. Additionally too, just like on the road, for those of you that are familiar, you're also going to have your power lift gate button and also your lock button. So if you decide you want to lock all four doors, walk away. When you're at the grocery store, you do have that option also because this is the platinum, the tow package comes standard and this thing will tow 6,000 pounds without breaking a sweat. And additionally, like I said, this is also the two tones that will have the Scarlet Amber tint coat with the blacked out roof. And those roof racks are rated to hold 165 pounds. So guys, okay, these things are readily available, but they are going very, very quickly. So if you're adding to your family, if you're adding to your garage of vehicles and who knows, maybe you just want to have another third row vehicle for those road trips that you take, you're going to Florida. Or if you're going to somewhere else, like say, you're going to Gatlinburg. This is definitely the vehicle to do it in. And just remember when he come in, you want to ask for the crazy Viking, Matt Garfinkel. And in the meantime, take a look at the Pathfinder. Tell me what you guys think I've had nothing but positive reviews from people that have bought them. And if you don't like red, guess what? I got other colors. We are also bringing out our obsidian grain, which is actually flying off the shelves. We actually pre sold one before it even hit the lot. And that is a gorgeous, gorgeous, gorgeous color. You're looking at it. It is similar to something like your Highland forest green from Ford. If you're wondering exactly what it looks like, but guys, this is the 22 Pathfinder. It's not one that you want to count out. Safety comes standard. Additionally, too, you're going to get about the same mile that you went out of previous models, but you get all the comfort features. So guys, you got questions. Send me a DM, text me at 8 0 5 4 5 1 0 1 0 7 or just drop on into Nissan and Greer and come talk to me, have a blessed day.

#Thecrazyviking #2022nissanpathfinder #yeahthatgreenville #upstatesc #serveyouatthehighestlevel #nissan #pathfinder

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itsworn · 6 years

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The Flyin’ Fridge: Homebuilt 10-Second Turbo-LS 1980 Ford Fairmont Wagon

“That happens all the time…” Lebanon, Tennessee’s Shaun Potter adds after a passerby briefly interrupted our photo shoot to offer his admiration for the work on Potter’s 1980 Ford Fairmont wagon. “…but reactions like that are why I built this car.”

Casual automotive observers readily offer thumbs-up to shiny, swinging ’60s muscle cars. But it takes the keen observation of an enthusiast to appreciate infusing a tired people-mover rescued from the dustbin of uninspiring automotive appliances with a healthy shot of horsepower and ingenuity. This LS-swapped, turbocharged Ford Fairmont wagon personifies the sentiment of “built, not bought.”

The 41-year-old Tennessean had his eye on the white wagon for some time. “I drove past this car every day while taking my kids to daycare. I saw the weeds around it get taller and taller. One day, the owner was out walking his dog. I immediately whipped it into his driveway (probably startling him). I asked if the car was his and if he considered selling it. He replied, ‘No.’”

“I thanked him and apologized for the intrusion before he said, ‘No, I hadn’t considered selling it, but that doesn’t mean I won’t.’ We struck up a deal and I picked it up a few days later.”

While loading it on a trailer, the owner warned, “Be careful. The car is full of wasp nests.” The straight-six powered Fairmont had seen better days, but Potter had plans…

Potter’s previous projects include a 1991 Mustang coupe. Keen Ford nerds recognize that the Ford Fairmont shares its platform with the 1979-’93 Mustang. This shared lineage makes the Fairmont familiar territory for Mustang owners. Potter explains: “I wanted this car to be a cruiser. My kids love local car shows and taking rides in the vehicles I’ve built, however, my Fox-body with a rollcage makes this impossible. So I took all of the suspension, rearend, and fuel system out of my drag-only ’91 coupe and bolted it directly to the wagon.”

In contrast to his previous ‘91 Mustang coupe, Potter was determined to do all the work on his Fairmont Wagon himself—even if that meant the results were less than perfect. “I’m not afraid to fail,” says Potter. He was eager to try his hand at a turbo LS swap: “5.3-liter engines are so plentiful and cheap that when I break one, it’s cheaper buy another salvage engine than rebuild one. Too much boost? No problem! Just load another bullet in the chamber and try again.”

The body of the wagon carries the bumps and bruises of its past as a family hauler. The patina is unique. “I wanted to keep as much of the car intact as I could. I’m not even Catholic, but I keep the rosary dangling from the rearview mirror because it’s part of the car’s history.”

There were some areas of the wagon that needed cosmetic attention, however. Potter replaced the carpet with a fresh red rug. “It’s hard to believe, but you can find replacement carpet for Farimont wagons.” The headliner also needed replacement. “I was tired of bits of disintegrated headliner blowing in my eyes while driving. I took a piece of the plastic interior trim to a fabric store and picked a pattern fitting for a Griswold-style family truckster.”

The DIY-or-die approach continues underhood. “As you can see, my friend Mike Edwards is helping me learn to TIG weld. Aluminum is especially difficult. Even if it’s not perfect, at least I did it myself.” Engine management is also new territory for Potter. Using a MegaSquirt 3 EFI system, Potter does all the tuning and relies heavily on the advice of others. Potter even had his eleven-year-old son try his hand at tuning while his dad does the driving.

Potter appreciates that his wife and two kids not only like riding in the car, but support the family patriarch through long nights in the garage. Shannon Taylor at Boost Addicts in Madison, Tennessee helps Potter provide tuning advice…and long-block cores when Potter misses the mark. Steve Pruitt, James Rowlett, and Shane Groshong at Steve’s Automotive provided additional tuning guidance and advice.

Potter is unfazed by criticism. “Everybody on the internet is going to tell me all the things I did wrong, but I don’t care. I did this all myself. It went 10.59 at 136 mph on 13 pounds of boost. That’s a lot faster than I expected.”

TECH NOTES Who: Shaun Potter What: 1980 Ford Fairmont Wagon Where: Lebanon, TN

Engine: The 2008 GM 5.3L is a salvage yard find. A stock bottom end surrounds a Trick Flow 228/230 “Sloppy Stage II” camshaft that squeezes Brian Tooley Racing 0.660-inch lift valve springs in stock aluminum 706 cylinder heads. Potter uses a Cadillac CTS-V oil pan to clear the Fairmont’s tubular crossmember.

Induction: The major motivation for Potter’s wagon comes from a Precision Turbo 88mm turbocharger. Potter fabricated the hot and cold side plumbing linking it to factory exhaust manifolds and a stock 2008 truck intake manifold. Potter welded a sump in the Fairmont’s fuel tank, which feeds Twin Walbro 255 lph pumps and Bosch 210 fuel injectors a steady diet of E85.

Electronics: Potter and his son tune the MegaSquirt 3 electronic fuel injection system that controls the turbocharged 5.3-liter mill. Potter says: “I built the wiring harness for the engine management system and rewired the whole car. I actually enjoyed that part more than I thought I would.”

Transmission: Cameron Powers at CPR Transmissions built the GM 4L80E overdrive trans that is fortified with a Jake’s Performance recalibration kit. It receives torque from a PTC 9.5-inch non-lockup torque converter that footbrakes to 3,500 and flashes to 4,100 rpm.

Rearend: The third member was plucked from Potter’s ’91 Mustang coupe. The Ford 8.8-inch features Ford 9-inch ends and 33-spline Moser axles. The 3.08:1 gear set is highway friendly, but the spool makes U-turns a little dicey.

Chassis/Suspension: Since Potter’s Fairmont shares its platform with Mustangs of the era, finding go-fast suspension parts was as easy as swapping them from his 1991 Mustang coupe drag car. First, Potter stiffened the chassis with his own “through-the-floor” subframe connectors fashioned from 2 x 2-inch square tubing. The front coilover suspension includes Strange Engineering single-adjustable struts, Viking 200 lb/in springs, a Team Z crossmember, QA1 control arms, and spindles from a 1995 Mustang. The rear features UPR upper and lower control arms, Dakota Mustangs’ instant-center brackets, and get this: a kid’s-sized football in the right rear spring to even out his drag launches. A Flaming River manual steering rack points the wagon down the strip.

Brakes: Stopping hardware includes more from the Ford parts bin including 1995 Mustang front rotors, 2001 Mustang front calipers, a 2001 Mustang master cylinder, and a rear brake package from a 2001 Ford Explorer.

Wheels/Tires: The rolling stock is the only external cue that this wagon means business. Black SVE Mustang drag wheels measuring 17 x 4 (front) and 15 x 10 (rear), hold 26 x 17 Mickey Thompson Sportsman S/R and 255/60R15 and Mickey Thompson ET Street S/S radials, respectively.

Paint/Body: Potter goes to great lengths to retain the body’s “patina,” that is, the outside of the wagon is untouched. He washes it…sometimes.

Interior: Nearly forty years of hauling families took their toll on the wagon’s carpet and headliner. New ACC carpet replaced the original fuzz, but Potter takes special pride in the headliner, refurbished with a pattern that his wife dubbed, “Uncle Lewis” (a nod to a character in National Lampoon’s Christmas Vacation). “I chose the material because I wanted a ‘cantankerous old man’ look, but as soon as she saw it, she said I hit the nail on the head and immediately came up with the description. She even helped me lay the fabric on the backer board, keeping the lines straight from front to rear.” The MegaSquirt EFI system occupies a tentative place on the trans tunnel, as Potter has yet to find a permanent mounting location. A B&M shifter is perched prominently over the middle of the bench seat, but Potter plans to use the factory column shifter at a later time. “I’m not sure the detents of the column shifter are compatible with the 4L80E.” A tachometer occupies the space where the original speedometer was located. With a fuel gauge on the left, Potter explains, “I use my phone’s GPS as a speedometer.”

The post The Flyin’ Fridge: Homebuilt 10-Second Turbo-LS 1980 Ford Fairmont Wagon appeared first on Hot Rod Network.

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eddiejpoplar · 6 years

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Testing Yahama’s Bad Ass R1DT Dirt-Track Prototype

There are almost 700 active dirt tracks in the United States. Three of them are less than an hour from where we’re standing, a few miles outside of Lincoln, Nebraska, in the dust and grit of Eagle Raceway’s gravel paddock. The one-third-mile oval sits in a natural bowl, surrounded by wide green fields save one corner near the gate, where the granite rows of a cemetery stand. They are either ominous or convenient neighbors, depending on the day. They give me plenty to think about.

I have never driven a dirt track car, but I am moments from strapping into the Yamaha R1DT prototype, a 1,200-pound tube-frame creation powered by a cross-plane inline-four plucked from the YZF-R1S motorcycle. The 998cc engine churns out 175 hp, and a six-speed sequential gearbox shuttles it all to the rear wheels via a chain as thick as your favorite cigar. It sounds like glory. The exhaust churns and claws at the track’s empty grandstands. Dave Park, Yamaha’s new business division project manager, wants to sell you one.

“We’re talking about buying a car, taking it straight to the track, and racing it,” he says. “We’re talking about a car that has an owner’s manual, service and maintenance intervals, and good parts support. Maybe even retail financing.”

You know when to pile on more throttle, steer with the fuel, and slingshot yourself to the next turn. I want to do this all day.

There’s nothing else like that in the dirt track world. Park’s talking about bringing the factory GT3 approach to the masses, and although Yamaha seems like a strange standard-bearer for the project, he insists this sort of wild diversification makes perfect sense for the company.

“We’re new to dirt track racing, but we’re not new to racing,” he says. “We understand the challenge of putting together a race vehicle for the track. It’s tires, it’s suspension, it’s fueling—it’s all these things that could take weeks or months.”

The R1DT isn’t breaking new ground. There are already several classes for tube-chassis machines with motorcycle engines, just like Yamaha’s prototype. There are noticeable differences, however. Engineers and product planners spent plenty of time researching what drove circle track racers away from the sport. What they found, Park says, was a familiar pair of devils: time and money. From the beginning, his team set out to manage those woes by developing a car that offers low operating costs, beginning with reliability.

A typical race might subject a car to 30 or 40 laps, and most teams at the sport’s upper levels budget for an engine rebuild at the end of each season. During development, Yamaha subjected the R1DT to more than 2,500 laps of testing without so much as a valve adjustment. In a season that could see as many as 10 races, that sort of durability potentially represents years of competition without the cost or time of a teardown.

It has other money-saving tricks. The chain-drive con-figuration means swapping gears is no more difficult or expensive than changing sprockets on a bike, and Yamaha developed its symmetrical suspension geometry to keep teams from having to stock unique spares for the car’s left and right sides. There’s also the size of the thing. At 140 inches long and about 1,200 pounds, it’s more than a foot shorter than a 1990 Mazda Miata and almost half the weight. You could tow it behind a Subaru Outback and park it in a lawnmower shed.

The car was designed and built to be a driver-training tool, with adjustable power output from 120 to 175 horsepower, selectable through the instrument panel. The screen is gorgeous, plucked straight from the mighty R1, as is the car’s GPS-based data-acquisition system. Using an app on any smartphone or tablet, the R1DT can display staggering amounts of information, including learned track maps and throttle and brake position. There’s no better way to know exactly what you’re doing and where you’re doing it on a course, and that information is the foundation of going faster.

Exploring new markets: Yamaha has built an empire from clarinets to bass boats. Nothing is beyond the pale. Yamaha’s Dave Park says the R1DT is a logical next step

I’m a long way from needing to know where I can pile on more throttle. As I work my way into the cockpit for the first time, I find myself muttering that threadbare prayer to the gods of speed.

“Don’t let me bin it.”

I expect the cockpit to be cramped, like wedging myself in between a maze of table legs, but it’s big and open inside. That was intentional. Yamaha did a pile of research, renting or borrowing cars from across multiple classes, and it found the current crop to be claustrophobic and off-putting. None of them were a place you wanted to spend time.

There’s a small-diameter quick-release wheel bolted to an electronic power steering system and a rack from a Yamaha Viking side-by-side UTV. The shifter is an easy reach for your right hand. Pull back to go up a gear, push forward to go down. It’s contrary to the paddle operation in a modern vehicle, but it doesn’t take long to rewire your brain. Besides, the instructor tells me I can run the whole track in third. There won’t be much cause for shifting.

Dirt-track concept: The R1DT is very much a prototype, which is why it looks like the switchgear fell off of someone’s motorcycle.

The start sequence is easy: Turn the key, and mash the big red start button, both lifted from the R1. The engine churns for a split second before lighting and settling into a perfect flat-plane idle. I’m already grinning before I drop the gearbox into first and finesse the sensitive motorcycle clutch into forward motion.

The track is coarse, pocked with ridges and clumps of sticky soil. The R1DT uses off-the-shelf Fox shocks with custom valving. It’s not as compliant as I would’ve guessed. I’m bouncing over the worst of it until I drop into the groove, my fillings spilling out on the track behind me. The trick is to go faster, and by the time I’ve talked myself up to third gear, both car and track have smoothed out.

There is glorious thrust, and the first deep dig into the accelerator has me ripping past my conservative brake marker before I know where I am. I’d had the thing pegged as loose and wild in my head, a car constantly on the edge of slinging out into the fence, but it’s not. There’s an astonishing amount of grip. When it does break loose, as it’s designed to do, it telegraphs the available traction straight to your backside. You know when to pile on more throttle, steer with the fuel, and slingshot yourself to the next turn. I want to do this all day.

Yamaha is keen to oblige. The company is not stingy with our laps. As someone who has spent his adult life pinging around various road courses, I expected to find four corners as invigorating as a walk to the mailbox, but each lap is different. The track changes with water content and sun exposure. You’re constantly adapting and learning to get the most speed out of the car. Your mind is always working, and that’s with just one car on the course. Actual race fields can see as many as 30 competitors going wheel to wheel at the same time. Delicious chaos.

As with any track, the aim is to straighten it out, to turn four corners into two, diminishing your time off the throttle and increasing the seconds spent accelerating. By midafternoon, I’m apexing late on Turns 1 and 3, riding high on the track to drop my outside wheels into the unpacked earth up there before lifting, dropping in a quick stab of brake, and coaxing the car’s tail out then picking up the slide with the throttle and aiming for an early apex on Turns 2 and 4. A season of dirt track competition could teach you more about car control than a lifetime of low-budget Lemons racing.

This is what happens when you let the right guys loose with the Yamaha toy box. Parts plucked from circle track racers, UTVs, and track bikes all work in harmony.

Yamaha is tight-lipped about whether the R1DT project will get a green light or how much the cars will cost if they do see production. The company doesn’t know where the machines would be built, who would sell them, or in what class they would race. Those are all big questions, but the manufacturer seems keen to answer them. Dirt track racing might be the most American of motorsports, a door to the paved ovals of NASCAR, IndyCar, and beyond. The R1DT could be the key the next generation of drivers needs to throw it open.

The post Testing Yahama’s Bad Ass R1DT Dirt-Track Prototype appeared first on Automobile Magazine.

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jesusvasser · 6 years

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Testing Yahama’s Bad Ass R1DT Dirt-Track Prototype

You know when to pile on more throttle, steer with the fuel, and slingshot yourself to the next turn. I want to do this all day.

Exploring new markets: Yamaha has built an empire from clarinets to bass boats. Nothing is beyond the pale. Yamaha’s Dave Park says the R1DT is a logical next step

I’m a long way from needing to know where I can pile on more throttle. As I work my way into the cockpit for the first time, I find myself muttering that threadbare prayer to the gods of speed.

“Don’t let me bin it.”

Dirt-track concept: The R1DT is very much a prototype, which is why it looks like the switchgear fell off of someone’s motorcycle.

This is what happens when you let the right guys loose with the Yamaha toy box. Parts plucked from circle track racers, UTVs, and track bikes all work in harmony.

The post Testing Yahama’s Bad Ass R1DT Dirt-Track Prototype appeared first on Automobile Magazine.

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#IFTTT #Performance Junk WP Feed 4

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junker-town · 7 years

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The biggest surprise of the NFL season (so far) for each team

The NFL went ahead and trashed a bunch of preseason storylines with just one week of action.

Week 1 of the 2017 NFL season didn’t go exactly as planned. The defending champion New England Patriots gave up 21 fourth-quarter points to lose to the Kansas City Chiefs in last Thursday’s season opener. Three days later, the NFC champion Atlanta Falcons needed to withstand a last-minute drive from a rebuilding Chicago Bears team to avoid a similarly embarrassing fate.

The surprises stretched beyond the two teams who played in Super Bowl 51. AFC South champion Houston lost to AFC South basement-dweller Jacksonville after the Jaguars rung up 10 sacks on two different ineffective Texan quarterbacks. The Rams, one season after scoring a league-low 14 points per game last fall, dropped more points than anyone else in the NFL by scoring 46 against an inept Colts team.

There are plenty of storylines to follow as the 2017 season rounds into shape. Here’s each team’s biggest surprise.

Arizona Cardinals: Every NFC West team but the Rams looked bad in Week 1

It may be a different time in the NFC West after going from a power with Seattle and San Francisco to a power with Seattle and Arizona; now you have one team too young to compete, one team who may be too old, and the Seahawks may get their franchise quarterback killed.

For more, check out the entire entry at Revenge of the Birds.

Atlanta Falcons: Matt Ryan looks great, but the rest of the league’s top QBs are struggling

What if I had told you, after final cutdowns, that your three highest-rated quarterbacks in Week 1 would be Alex Smith, Sam Bradford, and Jared Goff? You would have thought that unlikely, at best, but here we are.

For more, check out the entire entry at the Falcoholic.

Baltimore Ravens: Terrell Suggs is still awesome while nearing 35 years old

Yes, he has only played one game, but what a performance it was. Pro Football Focus gave Suggs a grade of an 85.3. Many were unsure if T-Sizzle could continue to play at a high level. However, in week one, he answered all of those questions and more.

For more, check out the entire entry at Baltimore Beatdown.

Buffalo Bills: The Bills are in first place in the AFC East

With the Patriots at 0-1 and the Dolphins on a forced bye week sitting at 0-0, the winner of Sunday’s contest is now tops in the AFC East. If you had asked us if this was possible a month ago following Buffalo’s big trades, we would have laughed at you.

For more, check out the entire entry at Buffalo Rumblings.

Carolina Panthers: Alex Smith is the best quarterback in the NFL ... for now

Only time will tell if Smith will be able to keep up this production, but the fact that he did this against the Patriots on their home turf in the season opener is a huge surprise. The not-so-good part of this surprise, though, is when you have Tom Brady as your starting fantasy QB with Alex Smith on your bench. That’s not fun at all.

For more, check out the entire entry at Cat Scratch Reader.

Chicago Bears: Tarik Cohen looks like a game changer

Have the Bears found a new playmaker?

After racking up 159 total yards — which is a new Bears rookie season-opening record by the way — and leading the team with 66 rushing yards, 47 yards receiving, and 45 punt return yards, I’d say the answer is yes.

For more, check out the entire entry at Windy City Gridiron.

Cincinnati Bengals: It’s Andy Dalton, but not in a good way

Still, a lot of the blame falls on Dalton. He started staring down receivers allowing the opportunistic defense to take advantage. He also got gun shy on a few throws instead opting to try and get out of the pocket, not to mention he cost the team points in the red zone, which is an absolute killer to morale and momentum.

For more, check out the entire entry at Cincy Jungle.

Cleveland Browns: Joe Schobert is stepping up

After Tank Carder’s season-ending injury, Schobert seized the opportunity and had an excellent preseason. The best words I’ve been able to use to describe Schobert is that he’s recognizing and finishing plays all over the field, which is something I never would have projected.

His stunning improvement presumably compelled Williams to ensure that Schobert was not just a rotational player, but a vital cog in the defense. In Week 1, he played every defensive snap against the Steelers.

For more, check out the entire entry at Dawgs by Nature.

Dallas Cowboys: A great defensive performance against the Giants

The Cowboys suffocating defense was a collective effort on Sunday. They got pressure from their defensive line, great patrolling by their linebackers, and a secondary that clamped down on the receivers.

For more, check out the entire entry at Blogging the Boys.

Denver Broncos: The Chiefs’ ability to smoke the Patriots

I spent the first part of the game making fun of the Chiefs on Twitter, which was a win for me personally. But then I spent the second part of the game making fun of the Patriots and that was a much bigger win.

Nothing is funnier than seeing jilted, arrogant Patriots fans on Twitter saying nothing to anyone. It’s like they disappeared for a few hours.

For more, check out the entire entry at Mile High Report.

Detroit Lions: Anthony Zettel looks like the team’s next breakout pass rusher

And the Lions’ sixth-round pick from 2016 went out against the Cardinals and had himself a game. He finished with the Detroit’s only sack of the game, added an additional four hurries and nearly had an interception.

For more, check out the entire entry at Pride of Detroit.

Green Bay Packers: Several things, including Ted Thompson’s roster strategy

The way Ted Thompson has put together the 2017 Green Bay Packers roster should be truly stunning to anyone familiar with his past tendencies. Thompson signed a big-name free agent in Martellus Bennett, but that is actually not that surprising to me, considering he has landed players like Julius Peppers and Charles Woodson in the past.

Rather, it is Thompson’s sudden willingness to dip into the middle and lower tiers of free agency and the timing with which he did so that should be the biggest shocks.

For more, check out the entire entry at Acme Packing Company.

Houston Texans: The decision to bench Tom Savage so early

I’m going with Bill O’Brien’s decision to bench Tom Savage at halftime of the first game of the regular season. Without getting into the merits of the decision, I was shocked O’Brien did it, only because O’Brien expressed regret about having a similarly quick hook in the past with Brian Hoyer. Even if Savage continued to struggle, I did not expect a change at QB midway through the first game of the 2017 season.

For more, check out the entire entry at Battle Red Blog.

Indianapolis Colts: Among other things, that the Colts traded for Jacoby Brissett

If you told me right after it was announced that Andrew Luck had shoulder surgery that he would enter the season without any meaningful timetable for his return, I wouldn’t have believed it. If you told me that Stephen Morris would outplay Scott Tolzien for a second straight preseason only to be cut, I wouldn’t have believed it. If you told me that the Colts would trade former first-round wide receiver Phillip Dorsett to the New England Patriots for a quarterback, I wouldn’t have believed it.

For more, check out the entire entry at Stampede Blue.

Jacksonville Jaguars: Dante Fowler’s play

But Fowler looked every bit the part of a No. 3 overall draft pick with his performance in the season opener. He had three tackles, two sacks, one fumble recovery, and a touchdown. It was the best box score a defensive end has had in a long, long time.

For more, check out the entire entry at Big Cat Country.

Kansas City Chiefs: Alex Smith (and the whole team) was really, really good against the Patriots

Alex Smith is the top rated quarterback in the NFL after Week 1. Yes, that Alex Smith.

Even more surprising - not only is Smith the top QB in the league, but Tom Brady (yes, that Tom Brady) is among the worst (24th out of 30 if you haven’t bothered to click the link).

For more, check out the entire entry at Arrowhead Pride.

Los Angeles Chargers: Kenny Wiggins is making plays on the offensive line

For me it's easy. The fact the Kenny Wiggins not only has taken a step forward in his progression when it looked bleak for years now but also being one of the Chargers best Offensive Lineman.

For more, check out the entire entry at Bolts from the Blue.

Los Angeles Rams: The youngest NFL coach ever is a man with a plan

But for me, the most surprising thing through one game week of the 2017 regular season is how well everything has gone under the oversight of a first-time head coach with as little experience (both in the NFL and in life) as Sean McVay has.

For more, check out the entire entry at Turf Show Times.

Miami Dolphins: Jacksonville might be ... good?

The Dolphins had their opener postponed by Hurricane Irma, so the Phinsider took on a Florida neighbor instead.

Somehow, in a bizarre turn of events, the J.J. Watt-Jadeveon Clowney combo managed just two tackles, the entire Houston defensive line couldn’t come up with a single sack, and Blake Bortles played an entire game without throwing a single interception. In fact, it seemed as though Jacksonville went out of their way to do their best impression of what the Texans should have been, as they piled up a whopping 10 sacks.

For more, check out the entire entry at the Phinsider.

Minnesota Vikings: The Vikings’ offensive line makes strides

All in all, it was a huge improvement from what we saw from a Vikings’ offensive line that would have struggled against Big Ten defenses in 2016. If they can get their level of play to just around “average” on a regular basis, the Vikings are a playoff contender. If they can perform they way they did on Monday night, the Vikings are a Super Bowl contender.

For more, check out the entire entry at the Daily Norseman.

New England Patriots: The defense’s inability to stop big plays

In just one game in 2017, the Patriots gave up a pair of 75+ yard scores; a 75-yard touchdown to Tyreek Hill and a 78-yard touchdown to Kareem Hunt. Those were shocking plays by a defense that relies on not making mistakes.

For more, check out the entire entry at Pats Pulpit.

New Orleans Saints: Also shocked by Alex Smith’s performance against the Patriots

If Sam Bradford’s performance was reminiscent of Joe Montana against the Saints, then Alex Smith was more like a combination of Peyton Manning and Tom Brady. He could do no wrong, going 28-of-35 for 368 yards and 4 touchdowns. Matt Patricia’s defense had no answers for Smith, who was able to connect on some big deep balls - something we aren’t necessarily accustomed to seeing. At his absolute best, Smith’s best yards per game average was last year at 233.5 passing yards/game.

For more, check out the entire entry at Canal Street Chronicles.

New York Giants: How bad the Giants’ offense looked

From a New York Giants perspective, I’d guess you’re surprised that after eight months the offense looked as bad as it did. Even without Odell Beckham Jr. it should have been more functional than it was in Sunday’s 19-3 loss.

For more, check out the entire entry at Big Blue View.

New York Jets: At least kicker Chandler Catanzaro doesn’t suck

Many people questioned the Jets signing a kicker coming off a bad year in Arizona. Even more questioned the Jets when Catanzaro made the roster despite being outkicked by Ross Martin in training camp.

Catanzaro may yet prove to be an unsuccessful signing, but he delivered in his Jets debut by nailing field goals from 48 and 52 yards out.

For more, check out the entire entry at Gang Green Nation.

Oakland Raiders: The Raiders’ defense, especially the pass defense and interior line

I can’t think of a more promising way to kick off the 2017 season than to see two of the Raiders’ most glaring weak areas step up. They needed to show these things in Tennessee, because it’s highly unlikely they’ll receive any such test this week against the Jets.

For more, check out the entire entry at Silver and Black Pride.

Philadelphia Eagles: Nelson Agholor might actually be good

It’s not just that Agholor was merely bad or below average. He was literally one of (if not the) worst wide receivers in the league in both 2015 and 2016.

He sure didn’t look like one of the worst wide receivers in the NFL on Sunday against Washington. The former first-round pick finished the game with a career-high six receptions for a career-high 86 receiving yards.

For more, check out the entire entry at Bleeding Green Nation.

Pittsburgh Steelers: T.J. Watt doing something his brother never has

Then came the regular season opener in Cleveland.

2 sacks. 1 interception. 7 tackles.

Watt was all over the place in this game, and kept James Harrison on the sideline in the process. It may have just been one game, but if I were to bet on a player to be more than ready for the next step in his NFL progression, it would be Watt.

For more, check out the entire entry at Behind the Steel Curtain.

San Francisco 49ers: Carlos Hyde’s lack of touches

In looking through the San Francisco 49ers first week of the season, there are a few potential surprises to consider. The decision to sit Aaron Lynch as a coaches’ decision is a little surprising, and Jaquiski Tartt’s tackling problems on Sunday were a surprise. However, the real surprise might be the lack of more significant rushing opportunities for Carlos Hyde.

For more, check out the entire entry at Niners Nation.

Seattle Seahawks: The Rams could be a threat to the Seahawks in the NFC West

If, and this is a big if, Goff makes major strides in 2017, then the Rams have to be considered the only team in the NFC West that can challenge the Seahawks for the division title. The 49ers are rebuilding and the now David Johnson-less Cardinals are teetering on the verge of total collapse. Wade Phillips is surely going to have the Rams defense looking stellar, even more so when Aaron Donald returns (shudders), so a better Jared Goff means a better Rams offense, and a better Rams offense means they might even be in the hunt for a playoff spot in December.

For more, check out the entire entry at Field Gulls.

Tampa Bay Buccaneers: How badly the division-rival Saints’ offense looks

That’s surprising because the Saints, while mediocre for years on end, always at least kept a potent offense on the field — and always invested in their team, even if the results were terrible on defense. That last part hasn’t changed, at least, but if this one game is something to go off of, the Bucs don’t need to worry about the Saints walking off with the division crown.

For more, check out the entire entry at Bucs Nation.

Tennessee Titans: A dominant performance from the Titans’ next opponent

There is still a lot of football to played, but people are really high on the Jaguars after their week 1 performance. That is the biggest NFL surprise after week 1. Hopefully the Titans can go down there and bring the Jags expectations back to where they probably should be -- as a team that has a really good offense but is going to struggle to score points.

For more, check out the entire entry at Music City Miracles.

Washington: How rough Washington’s first game was

I think for me, watching week one offered this potentially surprising thought: what the hell (was Washington) working on in the preseason to come out so flat against a divisional opponent out of the gates? I was surprised that Kirk had trouble with his accuracy, given he is one of the most accurate quarterbacks in NFL history (still #3 overall ... ALL-TIME).

For more, check out the entire entry at Hogs Haven.

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muscle-cars-aesthetics · 7 years

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1963 Chevrolet Chevy II Nova ---------------------------------- Facts ⬇️⬇️⬇️⬇️⬇️⬇️⬇️ Engine: 327ci small-block Transmission: TH350. Completing the Rearend: Moser 12-bolt with 3.55 gear ratio. Suspension Package: Church Boys Racing Phase II package Front Suspension: Upper and lower tubular control arms with fully adjustable rod ends, Howe ball joints, front 1 1/8-inch tubular sway bar, billet tie-rod sleeves, and double-adjustable Viking coilovers. ATS spindles with C6 Corvette bearings. Fully bolt-in. Steering: Power rack-and-pinion conversion system. Brakes: Wilwood 13-inch slotted/drilled rotors with six-piston calipers front and 12-inch slotted/drilled rotors with four-piston calipers rear. Wilwood 1-inch bore billet master. Rear Suspension: Triangulated four-link kit with double-adjustable Viking coilovers. Small amount of welding and fabrication. Tires: Falken Azenis RT615K 235/40/18 front, 255/40/18 rear Wheels: Billet Specialties Razor 18×8 front, 18×8 rear ---------------------------------- #chevy #chevrolet #nova #camaro #chevelle #corvette #impala #ford #mopar #hotrod #musclecar #v8

#chevelle #impala #nova #ford #v8 #chevrolet #mopar #camaro #hotrod #chevy #musclecar #corvette

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tonyb-blog · 7 years

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I suppose it’s stating the obvious to say that touring or any sort of long distance travel on a motorbike will involve a number of compromises. I know from experience that something has to give. Ive done long distance European touring on all sorts of bikes, that have included: GSX-R 600’s; 750’s, 1000’s as well as on a Fireblade, CB1000R and a Kawasaki Z1000 SX.

All of them have been excellent and I suppose its only the Z1000 SX that is the most ‘obvious’ of those as an out and out sports touring bike with its factory fitted luggage option.

But it’s my opinion that really you can tour and undertake log distance travel on just about any bike … but that’s where the compromise comes in.

It might be comfort, fuel range or maybe a compromise of practicality over performance or even, reliability etc and a whole host of other things – but one that you can never really get away from is the ability and relative ease (or otherwise) to carry luggage.

It’s the last point that has proved interesting with the bike that my wife and I will be using in a few weeks time when we set off to travel in Spain and probably down into Portugal from our home in Manchester (UK)

We’re doing it on Kawasaki’s medium weight ‘cruiser’ the Vulcan S (650).

I suppose it’s not an obvious choice of bike to undertake a trip on, but having traveled extensively in Europe many times over the years I cant actually see any inherent problems with us doing it on that. It’s reliable, its got enough power, its a very easy bike to ride and it returns a pretty impressive mpg – so why not?

The availability of luggage options has increased dramatically in the last year or so. Once you got over a near choking fit when you look at the price of Kawasaki OEM luggage – over £650 for a pair of leather (non locking) panniers and a £185 for the mounting bars, then you realise that actually not only are they incredibly expensive – they probably are not even the best options.

I started looking around on the web and looked at products from Viking, Givi, Kappa, Hepco & Becker and Shad. I’m sure they all have their merits but many of the options seemed to just look wrong on the bike – especially many of them seeming to be oversized and looking way out of proportion.

Eventually we settled on a new product from the Spanish based company Shad – the SH23’s.

Shad actually produce OEM equipment for a number of companies, including: BMW; Yamaha; Honda, Derbi and others and I knew from a previous product of theirs that I had owned that the quality was a good match against the price.

The problem I initially had was actually getting hold of them as they were a new product (2017) and it seemed there were some initial distribution problems – certainly to the UK.

I ordered mine from a company based in North Wales called Fast Bike Bits who supply parts and accessories for a wide range of motorcycles. I can say without hesitation they were a good company to deal with, and although there were some problems with supply, they were down to the manufacturer and not Fast Bike Bits – I had several telephone and email conversations with them and they proved to be a really easy and helpful company to deal with.

My order arrived a few weeks ago, but as I was off traveling around Europe on one of my other bikes it was only this week that I actually took them out of the boxes and got around to fitting them.

The product arrived in two separate boxes, one with the actual panniers and the other with the fitting kit. The instructions were easy to follow and the actual fitting was pretty routine.

I had already fitted a Hepco & Becker back rest and rack – so had already done the drilling out of the two plastic covers – and in practice it was simply a matter of removing the bolts, working out which way the support bars went on and then fitting them.

Once the bars are on they are pretty unobtrusive, as you can see in the picture. After fitting the bar on the left hand side of the bike it was a case of the same again on the right hand side of the bike and to be honest that was more or less it.

The panniers both lock with the same key and feel secure when on the bike. They also came with a spare barrel – I’m not really sure why, although I’m guessing that it’s perhaps if you have other luggage (maybe a top box) then you can swap the barrel and only have to carry a single key for the luggage.

But of course – once the panniers are on then it’s back to the compromise issue and with a capacity of 23L each then clearly it’s not massive, but they DO look proportional on the bike, rather than looking like an oversize option that would be better suited to a bigger and/or different style of bike.

To help with the space we have a Givi 15L bag that we plan to secure to the rack – although I may look at other options if I need to. I’ve had a quick ‘test packing’ in one of the panniers and I reckon I can get enough of my own stuff in there (along with a tube of wash and go, so that after the first week of travel I can wash things through).

My wife has yet to have a go at looking at how much of what she wants to take she can get in – but as I have said a couple of times, motorcycle travel generally involves compromises of sorts and I’m pretty sure we will manage … even if it means compromising some of ‘my space” so she can carry a little bit more of her stuff!

Shad SH23

luggage on the Vulcan S (650) I suppose it's stating the obvious to say that touring or any sort of long distance travel on a motorbike will involve a number of compromises.

#Fast Bike Bits #Kawasaki Vulcan S #Kawasaki Vulcan S accessories #Luggage for Vulcan S #Panniers for Kawasaki Vulcan S #SH23 and Vulcan S #Shad #Shad SH23 #Touring on Vulcan S 650

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boldlyoptimisticcrusade-blog · 7 years

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Web get to is complimentary and accessible 24 hours a day

The Vikings Documentary, Web get to is complimentary and accessible 24 hours a day by means of the two portable workstations in the Internet Cafe on the Main Deck, or, by utilizing the ship's Wi-Fi with your own tablet or Wi-Fi fit gadget. Without question, the Internet benefit on Viking Ingvar was hands-down the best I have encountered on any waterway voyage. What a lovely astonishment! I could post my every day blog every day and stay aware of email, no issue. Obviously, similar to any stream journey, there were times when the administration was dropped. At whatever point a ship experiences a bolt, for instance; this is only a specialized reality of stream cruising. Likewise, when we were far north on Lake Onega, administration was inaccessible for a long stretch. Other than that, I have no protests. Not exclusively was Internet accessible all through the ship, even in our stateroom, association paces were not too bad. Great job!

Smoking is not allowed anyplace inside the pontoon. Smoking is allowed in assigned ranges on the outside decks.

The Vikings Documentary, With the ubiquity of waterway cruising, it is not irregular to have a few boats dock at a similar wharf next to each other, binds up to each other, making it important to stroll through the anteroom of at least one different boats to get to the shore. In this way, before you open your drapes, know that you may be eye-to-eye with the tenants on the ship that is attached up to your ship! Viking Helgi was cruising a similar schedule we were so it was not surprising to need to stroll through her anteroom. Since she looks practically indistinguishable to Viking Ingvar, you needed to focus on make sure you were on the right ship. At one place on our schedule, I think we needed to stroll through no less than four boats to get to the shore and there were ships on the opposite side of us whose travelers needed to stroll through more than five boats!

Facilities

The Vikings Documentary, Our classification AX Deluxe stateroom #415 is situated on the Upper Deck of Viking Ingvar. As per the Viking River Cruises writing, the stateroom has 160 sq. ft. I neglected to pack my measuring tape, so I will trust them. The stateroom feels bigger than past Viking River Cruises lodges. Like whatever remains of Viking Ingvar, the staterooms experienced finish rebuilding in 2011, and it is self-evident. The lodge looks fresh out of the box new. Truth be told, the photographs on their site don't demonstrate the new bed materials which incorporate agreeable European-style duvets.

In light of the ship's structure, there is a post amidst our room. It was odd to see it at to begin with, yet following a day, you don't see it. There is a substantial picture window on the back divider that watches out over a promenade deck. You can really open this window by turning the handle at the top and sliding the window down. This was an incredible component for taking pictures from the stateroom. Simply recollect that your window opens onto an open promenade! Likewise, there is no screen on the window, so be mindful so as not to give any flying creepy crawlies access. In 2013, the ship will experience more remodels to change over that promenade into individual verandas for the staterooms.

The two twin beds (joined to frame a ruler estimated bed for our situation) are on one divider with end tables which are mounted to the divider. Each end table is fundamentally a little table top and a solitary rack for capacity. There are light changes by each bed to control the individual perusing light and other lodge lighting. There is additionally a 220 outlet over every night stand. The beds are firm, yet agreeable and the new materials, duvets and cushions are exceptionally agreeable. There is a lot of room underneath the beds to store purge gear.

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itsworn · 6 years

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High School Sweetheart Dart GT

In the months leading up to his 17th birthday, Don Schwenker had his sights set on a second-hand Mustang. To that end, he and his father went to visit a used car dealership, Colletti’s in Babylon, New York. He didn’t find the Mustang he envisioned, but a Dodge Dart GT caught his father’s eye. “He said to me, ‘Buy this, it has a V-8 and you can go fast with it’,” remembers Schwenker. “My father gave me $100 to put down, and Mr. Coletti, the owner of the dealership, allowed me to pay it off $50 at a time. By November 15, 1975 it was mine!”

Schwenker paid a grand total of $454.25 for the Dart, which had 71,317 miles on the clock. Though bone-stock when acquired, it didn’t stay that way for long. While it would be decades before substantial modifications were made, like just about every other teenager in that era, Schwenker did what he could afford, dressing his ride up with Cragar mag wheels, Hooker headers, and air shocks.

A few years later, the Dart was hit pretty hard from behind and though his friends thought he should just scrap the wreck since it would have been easy to find and buy another one, Schwenker had already developed an attachment to the car and was determined to have it repaired. After getting it back from the body shop, he had his 340-cid engine rebuilt with new W-2 Dodge heads. Before even driving the car with the new engine however, he wanted to make some radical changes.

“It was a Saturday afternoon in 1980 when I watched the movie Mad Max, and saw the blower on the car he was driving. As soon as I heard the blower whining, I was hooked. Then, right after the movie ended, my friend pulled up in front of my house with his blown ’32 Ford coupe and yelled, “let’s go cruising.” After 5 minutes in his car I went home and called my brother, who had a 1970 340 he was getting ready to rebuild for his 1970 Cuda. I had $3,500 into my newly built motor and told him to give me his motor and $1,500, and he could have my motor. He said OK, and I had the engine rebuilt for a blower, and the blower has been on my car ever since.”

In 1989, Schwenker got the itch to make more changes to his Dart, starting with new quarter-panels and back-halfing the chassis, so he brought it to SuperPro Performance Chassis. SuperPro is owned by Tommy V, a master fabricator and welder with decades of experience. Tommy V knew the whereabouts of NOS quarter-panels, put Schwenker in touch with the seller, and that got the ball rolling.

After the quarters were installed, Schwenker presented SuperPro Performance with a huge challenge. “Don wanted a true Pro Street look,” Tommy V explains, “but he insisted that I not touch the new quarter-panels, and making it even harder, he wanted to retain the car’s original back seat!” Tommy V thought long and hard about how to fit super-meaty tires without altering the quarters or eliminating the back seat, and came up with a viable plan. He modified his time-tested four-link suspension system by redesigning the front mount brackets and then fabricated completely new framerails using .120-inch wall 3×2-inch steel tubing in order to extend the wheel base by a full 3 inches. He also disassembled the Dart’s original back seat and modified the springs and frames so they’d fit perfectly between the 42×24-inch wheeltubs he made. He even managed to squeeze a six-point rollbar into the car without impacting the back seat.

Once the fabrication work was done, Schwenker turned his Dart over to Anthony DeDomenico for a complete repaint. After massaging the body to perfection DeDomenico applied two-stage urethane in the car’s original shade of green. Evidencing just how good DeDomenico’s work is, the body and paint look every bit as fantastic today as they did 28 years ago.

With the back half of the chassis, bodywork, and paint all done Schwenker drove and thoroughly enjoyed his high school hot rod for another 25 years before getting the urge to bring it to the next level. Once again, he turned to SuperPro Performance Chassis. Tommy V installed a complete Reilly MotorSports front end that included tubular control arms, Viking coilovers, and a Mustang II–style rack-and-pinion. Combined with the custom four-link rear, the car’s overall ride height is now lowered by a full 3 inches. Tommy V also fabricated a new, 10-point rollbar setup from 304 stainless. Kevin Storms at S&L Metal polished the bars to a chrome-like finish, and Tommy V completed the polishing after all welding was finished.

For stopping power that far surpasses this Dart’s factory braking system, Tommy V turned to Wilwood. Up front, six-piston Dynalite calipers forged from solid billets of aluminum squeeze 12-inch drilled and slotted rotors. At the rear, four-piston Dynalite calipers grip 11.5-inch slotted and drilled rotors.

While updating and upgrading so many other parts of the car, Schwenker decided to build a new, more powerful engine. Since he wanted to retain a blower, he entrusted the work to forced induction specialist Andy Jensen at Jensen’s Engine Technologies in Nescopeck, Pennsylvania. Though there’s no denying the magical allure of a big-block, Schwenker was focused on preserving the original feel of his Dart, so opted to stick with a 340-cid engine. Jensen started with the block that came out of Schwenker’s brother’s Barracuda back in 1980, but converted it to four-bolt mains for increased strength and durability. To complete the bottom end, he used a factory-forged crank supplemented by a host of high-quality aftermarket internals, including forged Crower rods and forged JE pistons. For increased breathing and reduced weight, Jensen went with Edelbrock Performer RPM aluminum cylinder heads in place of the factory’s cast-iron heads.

A Big & Ugly hat caps the BDS 6-71 blower and Indy manifold setup atop the engine. BDS pulleys spin the blower fast enough to generate 12.2 psi of boost and a Big Stuff 3 EFI combined with Hilborn injection deliver the needed fuel. The Hilborn setup uses a total of 16 injectors, with eight on top of the blower, where the fuel spray helps cool the rotors, and eight mounted into the Indy manifold. Tommy V took care of the engine’s electrical needs and fabricated throttle linkage using ¼-inch diameter, .065-inch wall stainless tubing drilled and tapped for 10-32 rod ends from FK Rod Ends.

Wiring-meister Larry Feynman extensively reworked the Dart’s factory harnesses to make sure all electrical components get the juice they need. A plethora of electrical items, including the MSD ignition coil and box, MAP sensor, and various relays mount on an aluminum panel that Tommy V made to install out of sight under the dash. The blown and injected engine sends its twist to the Moser 9-inch rear end via a beefed-up 727 TorqueFlite. The transmission was built by Tommy Derych, a Mopar fanatic as well as a master transmission technician.

Since completing the car about two years ago, Schwenker continues to do what he’s been doing throughout the 43 years he’s owned it, which is to say he enjoys driving it at every opportunity. “This was my first car,” he reflects, “and that is, of course, very special. It’s been a part of my whole family, something that I’ve shared with my parents, Marie and Don Sr., my wife and daughters, and my brothers Tommy and Fred. And beyond that, it’s also been a big part of my friendships with all of my car buddies, including Tony Palmieri, Anthony DeDomenico, Victor Leal, and Tommy V. All of these guys have been a huge help along the way, and I owe them all special thanks!”

Fast Facts

1968 Dodge Dart GT Don Schwenker, Long Island, NY

ENGINE Type: V-8 Bore x stroke: 4.07 (bore) x 3.31 (stroke) inches Block: stock cast iron Rotating assembly: stock 340 forged crank, Crower forged steel connecting rods, JE forged aluminum pistons Compression: 8.0:1 Cylinder heads: Edelbrock Performer RPM Camshaft: Hydraulic roller camshaft Machine work: Jensen’s Engine Technologies (Nescopeck, PA) Induction: Indy Cylinder Heads intake manifold, Enderle Big & Ugly injector hat, Hilborn fuel injection Oiling system: stock oil pump and oil pan Exhaust: SuperPro Performance Chassis custom exhaust, including long-tube headers and 3.5-inch oval pipes made from 304 stainless steel, SpinTech custom mufflers Ignition: MSD Pro-Billet distributor, MSD Blaster 2 coil, MSD 6AL-2 ignition box Cooling: Griffin aluminum radiator, SPAL electric fan Fuel: SuperPro Performance custom 23-gallon fuel cell, Aeromotive in-tank pump Engine built by: Jensen’s Engine Technologies (Nescopeck, PA)

DRIVETRAIN Transmission: 727 TorqueFlite three-speed automatic with manual valve body built by Tommy Derych (Long Island, NY) Converter: ProTorque 9-inch torque converter, 3,500-stall Shifter: B&M Pro Ratchet Driveshaft: 4-inch aluminum driveshaft Rear End: Moser Engineering chrome-moly sheetmetal housing narrowed by Tommy V at SuperPro Performance Chassis, 9-inch centersection with Wavetrac limited-slip differential and 4.30:1 ring-and-pinion, Moser 35-spline axles

CHASSIS Front suspension: Reilly Motorsports AlterKtion coilover system, Viking twin-tube, double-adjustable coilovers, 1.25-inch antiroll bar Rear suspension: SuperPro Performance Chassis four-link and custom framerails, QA1 adjustable coilovers Steering: custom valved Reilly MotorSports manual rack-and-pinion, Flaming River tilt column Front brakes: Wilwood six-piston 12-inch drilled and slotted disc Rear brakes: Wilwood four-piston 11.5-inch drilled and slotted disc

WHEELS & TIRES Wheels: 15×4 (front), 15×5 (rear) Team III E-T Fueler Front Tires: 165/80R15 Nankang CX-668 radials Rear Tires: 31×18.00R15LT Mickey Thompson Sportsman S/R

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muscle-cars-aesthetics · 7 years

Photo

1968 Chevrolet Nova street car ----------------------------------- Facts ⬇️⬇️⬇️⬇️⬇️⬇️⬇️⬇️ Engine: 525hp LS3 Chevrolet Performance crate engine Transmission: Tremec six-speed Magnum Rearend: Strange-equipped, 3.73-geared GM 12-bolt. Suspension Package: Speed Tech Grand Touring suspension package Front Suspension: Speed Tech Chicane coilover conversion kit with upper and lower control arms, front 1 1/8-inch chrome-moly tubular sway bar, billet tie-rod sleeves; double-adjustable Viking Warrior shocks; stock spindles Steering: Power rack-and-pinion conversion system Brakes: Wilwood 13-inch slotted/drilled rotors with six-piston calipers front and 12.75-inch slotted/drilled rotors with four-piston calipers rear. Wilwood 1-inch bore billet master Rear Suspension: Torque arm system with Articulink trailing arms, billet Panhard bar, and double-adjustable Viking Warrior shocks Tires: Falken Azenis RT615K 245/40/18 front, 315/30/18 rear Wheels: B-Forged 530 RL 18×8.5 front, 18×12 rear ----------------------------------- #chevy #chevrolet #nova #camaro #chevelle #corvette #impala #v8 #hotrod #musclecar

#chevy #hotrod #camaro #corvette #impala #v8 #musclecar #chevrolet #chevelle #nova

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itsworn · 6 years

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Pro Touring 1969 Camaro With All The Trimmings

Ed Borges has always loved fast cars and early on had been a Formula 1 crazy. His family left Portugal in 1969 to come to the United States, clearly expecting that it was the way to a better future. They weren’t wrong. When he came to America “we got a TV set where I could watch racing on the Wide World of Sports.”

Time cranked on and this go-fast proclivity was soon manifested in Eddie Marine, his first company. Time continued to crank on and when things began to turn up a bit in 1994, he bought a ’71 Mustang Mach 1 and made it his mule. He gradually restored it and when he kicked off Eddie Motorsports in 2009, it was the first one to assume his billet trim bits and silvery wisdom. His thinking was pure; create a production bolt-on part that looked like a custom one-off part, the likes of which the car-building elite would include with pride. It was Ed’s vision to make that part accessible, affordable, and easy to install.

“It wasn’t until I started Eddie Motorsports that I really got into hot rods. Being in the industry and going to Goodguys shows and SEMA, I started to see what guys were building. Seeing our parts on so many high-end builds got me excited,” Ed said.

“I wanted to build an iconic muscle car to showcase our products and I’ve always loved ’69 Camaros. I had purchased a really nice ’67 for the project but my heart just wasn’t in it for that car. I couldn’t get motivated. For the ’69, I hired a local guy to do the body and initial assembly but that didn’t work out so well. Bob Frontino was the one who straightened it up and really got all of the fit and finish and details right. Right now, he’s working on his sixth build for me. I’d put his work up against anybody’s.”

Ed spent a couple of years ripping through lists on the Internet for a decent roller that wouldn’t need a ton of metalwork. He never got a solid hit. In his mind, he reluctantly revisited the ’67 … for a moment or two, until somebody made him a fat offer and he sold it. Quite by accident, an old neighbor of his had a ’69 and wanted to sell it. Ed jumped on it the next day. He said that he probably paid too much, but the body was in great shape.

Though he didn’t know it, the ’69 would be his cherry-buster. “The biggest challenge was enduring the amount of time it took to complete the thing,” he said. “I had never done a body-off restoration. I’m not the most patient person, so I was biding my time and watching the project crawl along. It drove me nuts. When things aren’t progressing the way I think they should, I dive in and make it happen. It’s ironic. The biggest disappointments I initially had with the car were that the original builder was impatient and hadn’t taken the time to finish things correctly,” he quipped. The Camaro gut-punched him, slowed him and showed him that there is no way to move along a custom build until it is the time.

Once separated from the clean body shell, the ’rails got what was coming to them. The frame was sodablasted and then another one of Eddie’s tactical arms called Fusioncoat applied the matte-black sealing paint. Though the Camaro was envisioned as a showcase car and happens to have a Pro Touring aura, it isn’t necessarily one and doesn’t require all the roughest and toughest high-profile equipment that usually attends those cars. Ed just used what made sense to his budget and his sensibilities.

Regardless, he had set up the chassis with drop spindles, put a Pro Touring clip on it, adjustable coilovers, bigger bars, four-piston discs at each point, and then illuminated the silhouette with modular wheels and gummy rubber. When it came to motivation, Ed could have easily bypassed hard-core and settled on a crate engine or some such. No. Bragging rights ruled, said he had to have a Dart SHP small-block turning forged components sucking sustenance through Holley heads. And just when you thought he might convert it to electronic fuel delivery he didn’t, and posted a traditional Holley 750 on the pinnacle instead. Output is 450 lb-ft, just about perfect for energizing the 3,200-pound Camaro’s power-to-weight ratio.

For all his business-like demeanor, Ed’s a comfort creature, too. He wouldn’t do without air conditioning or stereophonic sound. Raul Ledesma put him the seat. He and his Auto Trim shop in Ontario, California, have been making grumpy people happy for decades, like they came in wearing a burlap suit and went out in an old flannel shirt and worn-soft Levis.

The entire point of the exercise was active participation, not mindless cruising or reclining-with-a-cocktail mentality. Ed likes to rev the engine, drop the clutch, and go through the gears just like the rest of us. And like the rest of us, Ed likes to drive, but this isn’t about going long haul or anything like it. For him, it’s tooling local, checking the scene, and making mental notes; wherever he’d be going he wouldn’t need an overdriven top gear, much less a sixth one. He went no further than a five-speed capable of 600 lb-ft.

So, beyond the hyperbole and the rhetoric, Ed really has created a maintainable idea that will still be pertinent years from 2018. It’s his palette piece and one that he will keep replenishing as his scope continues to expand. Not many of us can say that. CHP

Tech Check

Owner: Ed Borges, Rancho Cucamonga, California

Vehicle: 1969 Camaro

Engine

Type: Dart Machinery SHP cylinder block

Displacement: 372 ci

Compression Ratio: 9.9:1

Bore: 4.125 inches

Stroke: 3.480 inches

Cylinder Heads: Holley, steel 2.02/1.60 valves, 68cc combustion chambers

Rotating Assembly: Forged steel crankshaft, forged I-beam connecting rods w/ 3/8-inch bolts, hypereutectic pistons w/ full-floating pins, Clevite bearings, Hastings moly ring packs

Valvetrain: Comp aluminum 1.7:1 roller rockers, pushrods, and springs

Camshaft: Comp Extreme Energy 294 hydraulic (0.540/0.562-inch lift; 242/248-deg. duration at 0.050), Eddie Motorsports billet aluminum rocker covers

Induction: Holley intake manifold and 750-cfm carburetor, Eddie Motorsports 14-inch aluminum billet air cleaner

Ignition: PerTronix Ignitor III and 8mm primary wires

Exhaust: Doug’s shorty headers, 1 5/8-inch primaries, ceramic coated, Flowmaster U-Fit 3-inch dual pipe kit and 40 series mufflers

Ancillaries: Edelbrock water pump, Derale fans, AutoRad aluminum radiator w/ aluminum core support, Powermaster 170-amp alternator, Eddie Motorsports S-Drive Plus eight-rib serpentine accessory drive and engine dress-up parts

Machine Work: Dart Machinery (short-block); Westech Performance (Mira Loma, CA)

Built By: Short-block by Dart Machinery; cylinder head prep, camshaft install, and dyno test by Westech Performance

Output (at the crank): 480 hp at 5,400 rpm, 450 lb-ft at 4,800 rpm

Drivetrain

Transmission: TREMEC TKO600 five-speed, American Powertrain billet steel flywheel, 11-inch American Powertrain Science Friction clutch assembly w/ ceramic disc

Rear Axle: GM 12-bolt, Auburn Gear limited-slip differential, 3.73:1 gears, stock axles, American Powertrain driveshaft

Chassis

Front Suspension: Speedtech 2-inch drop spindles, Speedtech Pro Touring clip, Viking adjustable coilover shocks w/ Classic Performance Products springs, CPP 1-inch antisway bar

Rear Suspension: Viking adjustable coilover shocks w/ CPP springs, CPP 7/8-inch antisway bar

Brakes: Wilwood 12-inch rotors, four-piston calipers, front and rear; Wilwood master cylinder

Wheels & Tires

Wheels: Boze Victory 18×8 front, 18×10 rear

Tires: Nitto NT555 245/40 front, 285/35 rear

Interior

Upholstery: Raul’s Auto Trim (Ontario, CA)

Material: Vinyl/suede

Seats: TMI Sport R Pro-Series

Steering: Unisteer rack, Eddie Motorsports Racer billet wheel

Shifter: American Powertrain Revolution mechanism w/ Eddie Motorsports billet aluminum stick

Dash: Stock w/ National Parts Depot Naugahyde, Eddie Motorsports billet dash insert

Instrumentation: AutoMeter American Muscle

Audio: Kenwood Excelon KDX-X300 head unit, 6×9-inch rear speakers

HVAC: Classic Auto Air

Exterior

Bodywork: Paul Smoot, PSI Auto Body (Ontario, CA)

Paint By: Paul Smoot

Paint: PPG Cyber Gray Metallic w/ Glamour clearcoat

Hood: Classic Industries 2-inch cowl steel

Grille: Camaro Central Retrofit RS

Bumpers: Classic Industries

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