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the-firebird69 · 8 months

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Use this frame because the regular frame is kind of clunky and you have a lot of space and it would not make it a compact wheelbase. So me and my grand nephew are senior thinking about it they said you just take the whole front end off and you put a Sportster front end on and the tire not so wide retired is going to match the front and you take off the tank and the seat and the fenders and you put a miniaturized Softail fender system one and this bike overall is only about 73 in it's 1 in shy of his or 2 in side of his big ebike which is not really that small but it's not very big it's our dimension we're going to use was probably 24 in overall and that's the size of a standard cruiser but that's rubber outside to rubber outside and the wheel is smaller so 20-in wheel now it's around 18 in not exactly and that's not really that big so it looks pretty good and he said you keep the same rake to make it handle well and we like that idea and a new tank which would be a miniaturized Sportster to start and the fenders will be me to try a Sportster they're about an inch lesson with and two or three inches less in length he said you might want to give it a shorter tail because it's more sporty and that's what we like it's in keeping with what it is but it would still look nice and then in the sports village he's talking about the old Sportster and we are too we don't like the new one doesn't look like a Sportster it looks like a 48 or a breakout and then you change the seat of course smaller up front a little bit larger in the back and you change the foot pegs the Chrome the engine and the transmission and you put the number of cubic inches on it even though it's small it's tradition and it works for me is a good designer and the front end from the Sportster is nice that you should see it it looks nice as Chrome and the shocks are not upside down and you keep the rear shock black like a Softail with the sportser has that new tires and of course and all it looks like a great bike and it looks like an earliest Sportster and then we're going to try a bagger and he says you just change the tank and the seat practically and you put the 550 in instead of the 350 most of the baggers and the cruisers will be 550 It will be the motor from the series and he wants redundancy with the fins and we can do that and no shut off and reasonable fuses and EMP system and then smaller bags which is kind of funny It would look great I mean now it is people look ridiculous that they're all small and smaller top bags and smaller stackers and when the cruise you have bigger fenders but not huge and you'd have to figure tank with the cool curlman in the middle and bigger speedometer and other gauges this is a great idea we're paying our head against the wall and the idea didn't come out real well because the frame is not suitable you'd have to use an aftermarket motor is too small and highly densely this will fit in there and it's not the fuel frame it's our own and we are going to try and make one up and I'll tell you won't take much effort you just chrome a motor and tranny and assemble it and you put the number on it I mean you put the front end from a sports unit it's really just mismatching and then the miniaturization would have to spend some time on but then he says there's some tanks that are smaller and you could do it for just looks it's true too they sell a smaller tank you can switch out we're going to do this this is great I mean the practically do it with the parts we have cuz we're in the factory and I like this idea for Indian it's great it's the same thing and you'd have tender foot and squaw would be lighter and smaller and you'd have different colors and I can't believe it but women loves the idea then it's going to help us these guys don't want to do it but others do it's going to be a lot of fun if it works

Mac Daddy

We have a couple other things we do make a V-Twin that's smaller at Harley-Davidson it's a 350 it looks better than this but it won't fit in this frame that's a problem so we're going to get the look we'll see what it looks like but I want to do a smaller frame so he says you pick the 350 up and it should fit the 5:55 they're probably about the same size cuz this fits both and I said this they do fit both and I will do it so it does and keep it right that's not so great for handling and I see what you're saying it's going to be like a Harley but shrunken down and that's why I use the Sportster fork so I'm trying to do it that way and he says he likes my way better and doesn't want to offend anybody but Max can actually assemble a bike right now and it's kind of a different idea even though we have the motor we really don't use it and his motor or our motor really on that is different and it's supposed to be so you can put in compact of course the frame I make will make it extremely it's really only one reason to do that is what we're doing it's kind of funny cuz people ride these bikes in there they're way too big for them it's true it's like the same block for the 350 I looked at it and you don't have to make an inch longer and that's no big deal and Mac is starting to sway because the frame on that is kind of cheesy so we're going to go ahead and make a frame and he says if I don't have one that's crazy and we do have a frame it looks like the others we started out like that and with the V-Twin and we missed it and it's a huge market even for hours especially for hours and even Max and other races are not so big we don't know who the hell is so big it wasn't you guys nobody was that huge they're all around 5 foot 7 and he's saying that David probably did it it makes sense and because Harley is Michelle or Carol and Davidson is David and yeah that's why so that'll give us motivation

Ben Arnold

It's a lot of fun cuz he can't handle these big bikes either not until he's ridiculously huge and it's no real point to becoming really huge you must be a little bigger but geez it's like a disease but he can't help it he has to do it off and on or he'll get sick all the time and he has to heal it's hard and we see that we're moving on and we're going to get it done but I think the new frame is a better idea can make it to fit stuff but the motor is not that big and there's a way to sneak it in there because the suspension on this is different you can put the suspension under and he just mentioned that is a good idea we're going to go ahead with it and we're going to go there and make it together like the Honda rebel but it'll sound like a Harley and furthermore he says if we want to be funny stupid you make a replica that's what we're really doing for the for the dirt bike but you can make it for the whole dirt bike so it doesn't get ridiculous he needs the Enduro and that's why this bike came into reality it's still not really an Enduro and it's not really a big seller like the Enduro would be if it was like the old one smaller and lighter I like will Pierce's sister and everybody references that no but that's the bike it looks like that a little but he wants to make one like that for kids cuz they don't they can't handle these Japanese spikes at that age they're not for cruising around and having a good time there for aggressive dirt bike riding and people notice that too they just don't do well on them I mean if you take an adventure bike and lower it they do okay the Motocross is too high up and it's too hard to handle and they just don't have the skills at that age they shouldn't for doing jumps and all the stuff it's made for so I'm going to go ahead and do that and that idea too and the Enduro we're going to start this off and it's a lot of fun

Mac Daddy

We're going to actually help if this is a great idea

Olympus

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rubbersupplier · 4 years

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vridetv · 3 years

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Here's a couple of pics after cleaning her up a bit, I'll be doing a full "OCD clean & polish" over the winter... 🤣 Check out the list of accessories it came with 🤩 #2003VRODS 🏍🎥😃👩👍 The newest addition to the VRIDETV stable: 2003 Harley-Davidson Two Tone Sterling Silver and Black 100th Anniversary VRSCA V-ROD Odometer Reading: 23,480 kilometres. I’m the third owner & the gentleman I bought it from had it for six weeks, decided to sell because it was to small for him. (He was a very big man) Genuine Harley-Davidson Accessories: 100th Anniversary Clutch Cylinder Cover p/n 34812-03 100th Anniversary Derby Cover Kit p/n 25373-03 Chrome Billet Sprocket p/n 4019-01 Chrome Front Sliders 46526-02A Chrome Swingarm p/n 48410-01A Chrome Swingarm Pivot Bolt Covers p/n 48893-01 Chrome Upper Belt Guard p/n 60469-01 Chrome Lower belt Guard p/n 60484-01A Chrome Rear Axle Cover p/n 45621-02 Chrome Front Axle Nut Covers p/n 43317-01 Chrome Coolant Hose Cover Kit p/n 29770-01 Chrome Upper Fork Stem Cover Kit p/n 46213-02 Chrome Billet Cam Cover Medallion Kit p/n 44497-02 Oil Temperature Dipstick p/n 26962-01A Nylon Saddlebags p/n 91441-06 Saddlebag Mounting Hardware Kit p/n 91440-06 Chrome Fender Baseplate p/n 51120-01A Chrome Luggage Rack p/n 51119-01A Chrome Luggage Rack and Sissy Bar Hardware Kit p/n 94112-04 Tallboy Rider Seat and Pillion p/n 52927-05 Smooth Look Touring Passenger Backrest Pad p/n 51783-07 Low Sissy Bar Upright p/n 51126-01A Quick-Release Detachable Touring Windshield p/n 57211-05 Headlamp Visor p/n 67750-88T and visor Screw p/n 3383 Chrome Engine Guard Kit p/n 49267-01 Chrome Billet Muffler Clamp Kit p/n 65271-03 Screaming Eagle Slip On Mufflers: Top p/n 65028-02 Bottom p/n 65015-02 Custom Hand Control Lever Kit p/n 45533-02 Rider Slotted Chrome and Rubber Custom Footpegs p/n 43280-01 Passenger Slotted Chrome and Rubber Custom Footpegs p/n 43280-01 Slotted Chrome Shifter Lever p/n 34555-01A Slotted Chrome Rear Brake Lever p/n 42964-01A Rear Master Cylinder Chrome Banjo Bolt Cover Slotted Polished Stainless Steel Gear Shift Linkage 33796-02 Contoured Chrome... 🤣 Instagram said my caption is too long. Read more at vridetv.com/projectvrod3.html https://www.instagram.com/p/CUxlGKEFOzB/?utm_medium=tumblr

#2003vrods

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marvel-daily-mantra · 3 years

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HARLEY-DAVIDSON VROD PARTS Wheels BOX39 Pulley BOX39 Cantilever pendulum BOX39 Traverses BOX39 Fork extension BOX39 Discs Galfer Fork Heels BOX39 Fuel tank BOX39 Plastic kit BOX39 Steering wheel BOX39 Lids in assortment BOX39 Brakes Beringer VRod Muscle Custom parts V ROD HEADLIGHT Headlight chrome Headlight black Headlight LED Headlight fairing Headlight cover V ROD BODY KIT Airbox cover Rear fender Front fender Radiator cover PROTECTION BARS SISSY BAR WINDSHIELD VROD HANDLEBARS V ROD EXHAUST SYSTEM Vance & Hines Competition series 2into1 Competition brushed Competition black Competition Chrome Slip-ons Widow 2in2 Blanck Slip-ons LCD FUELPAK Akrapovič exhaust systems Black Titanium Chrome Titanium Supertrapp exhaust system Cary Faas exhaust system Bassani manufacturing Bassani 2 in 1 chrome Bassani 2 in 1 black TAB Performance V ROD WHEELS VROD Chrome wheels REACTOR Chrome wheels SAVAGE Chrome wheels VROD Black wheels MAJESTIC Eclipse black ADRENALINE black wheels VROD Wheel kit Reactor Chrome Wheels kit SAVAGE Chrome kit MAJESTIC Eclipse black kit ADRENALINE black wheels kit VROD WIDE TIRE METZELER AVON DUNLOP SHINKO VEE RUBBER MICHELIN Pic courtesy via @pugachevmark (at London, United Kingdom) https://www.instagram.com/p/CUSUu4BB-pl/?utm_medium=tumblr

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jonathanbelloblog · 6 years

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The 1960s Studebaker Lark Wagonaire Was the First Crossover

Long before the Subaru Outback came on the scene, and decades ahead of Chevrolet both confusing and delighting pickup fans with the Avalanche, Studebaker was busy inventing a vehicle that mashed up various vehicle types—a crossover. Of course, it wasn’t labeled as such: marketing mavens in the early 1960s were as creative as they are now, but the South Bend, Indiana–based automaker was more laser-focused on survival than pioneering new automotive segments when the sliding-roof Studebaker Lark Wagonaire debuted.

It may have been the first of a breed that wouldn’t be recognized until nearly 30 years later, but the 1963 Lark Wagonaire was more specifically the product of Studebaker’s keen need to fill showrooms with new models while spending as little of its rapidly dwindling capital as possible.

Luckily for the brand, it had secured the services of Brooks Stevens, an industrial designer who had already penned the well-received Studebaker Gran Turismo Hawk, the eye-catching Oscar Mayer Wienermobile, a series of bikes for Harley-Davidson, and the soon-to-be-released Jeep Wagoneer. Stevens would dip back a few years into his own design past to revive the idea of a station wagon with a retractable metal roof, which he had initially explored in the late ’50s while doing concept work for Chrysler.

The Lark lineup had been a strong seller for Studebaker, with its various coupe, sedan, wagon, and convertible models appealing to thrifty families seeking a small and relatively frugal commuter with respectable style. Eager to squeeze a little more life out of the Lark platform in the face of stiff competition from Detroit’s Big Three, Studebaker president Sherwood Egbert tasked Stevens with tweaking the overall look of the cars for ’62.

The move was a success, and thirsty for more, Stevens was then pressed to continue massaging the Lark’s sheetmetal, and was given enough leeway to execute the world’s first production wagon with the sliding roof he had been dreaming about for nearly five years. Dubbed the Lark Wagonaire, the vehicle offered the ability to retract most of the steel covering over its cargo area, creating a practical open-air bed that added considerable usefulness to the already useful wagon body style. It also boasted an available tailgate-attached step for ease-of-entry.

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If this sounds more like a novelty than anything the public was actually asking for, you’re not far off. Studebaker itself had no real idea how to pitch the Wagonaire’s party trick, with various ads from the era showing the Lark hauling a fridge upright down the highway, or parked on the side of a river so that a man in a jaunty fishing cap could cast his line from the comforts of its available rear-facing third-row seat. Or, in another version of the poster, simply a family setting up camp deep in the wilderness with the roof open for, well, some reason.

This is not to say that the Wagonaire was a bad idea, or that it wasn’t actually extremely useful for that small slice of the car-buying public who wanted to transport surfboards without a rack (even though the Lark offered one over the forward roof section) or setup their telescope and gaze at the stars while safely ensconced in their Studebaker. It’s more that the car lacked the marketing muscle to be perceived as innovative rather than quirky.

Other unusual aspects of the Wagonaire’s design included convertible-like X-bracing for the frame and a pair of 35-pound counterweights on the outside of the frame rails at the forward corners. It was available of course with a cost-focused six-cylinder, as well as two available V-8 engines. You could even step up to a 240-hp, high-compression ‘R1’ version of the top-spec 289-cubic-inch motor, which was lifted from the Avanti sports car and sold as the Lark Daytona. Nearly 300 horses were available from that same engine in ‘R2’ spec thanks to the addition of a supercharger. (Read more details and our drive of the R2-powered car pictured here as part of our “Collectible Classic” series.)

Despite being quick, practical, and affordable, the Lark Wagonaire was facing a somewhat suspicious public, which had become leery of the convertible wagon’s ability to keep the elements at bay after early reports about leaks and drips. The top was a simple mechanical design, using a single hand crank to slide to-and-fro. It locked into one of three positions with a series of pins to keep it from sliding, and it relied on pressure against rubber weather-stripping to keep water at bay. What did make it through flowed into four drain tubes that exited in the fenders, but the drains often clogged up and caused moisture to enter inside the vehicle if not attended to.

Moisture fears put enough of a damper on the vehicle’s reputation that by mid-model year, Studebaker had offered not just a fixed-roof version of the Wagonaire, but also a discount of $100 on that version to appease would-be buyers. The company made it difficult to avoid the slider, however, forcing buyers to opt out of the feature at ordering time. This author’s father owns one of each—you can probably guess which one is infinitely cooler—and Studebaker would build the two Wagonaire versions side-by-side for ’64, ’65, and ’66 before the retractable feature disappeared completely.

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The Lark Wagonaire would be among the last truly original vehicles to be produced by Studebaker, which would close its South Bend factories by the end of 1963, move its operations to Canada, and then play out the string outsourcing motors and dressing up aging designs until the company’s bankruptcy before the end of the decade.

That the versatile Studebaker managed to prefigure both the GMC Envoy XUV’s similar sliding-roof system, which would appear in 2004, as well as the Ford F-150’s much later tailgate step, gives truth to the argument that the company had unwittingly stumbled into the crossover category. That it was completely unable to leverage its trailblazing to do anything other than buy a few extra years’ time from its creditors is unfortunate, but at least we have the surviving Wagonaires to remember what a pioneering automaker can be capable of.

The post The 1960s Studebaker Lark Wagonaire Was the First Crossover appeared first on Automobile Magazine.

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jesusvasser · 6 years

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The 1960s Studebaker Lark Wagonaire Was the First Crossover

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eddiejpoplar · 6 years

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The 1960s Studebaker Lark Wagonaire Was the First Crossover

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robertkstone · 6 years

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2019 Harley-Davidson Ford F-150 Concept Debuts

Harley-Davidson and Tuscany Motor Company rolled out a Harley-Davidson Concept Custom 2019 Ford F-150 for the motorcycle marque’s 115th Anniversary Celebration this weekend in Milwaukee, Wisconsin.

The Harley styling crew and Ford-authorized specialty vehicle manufacturer Tuscany Motor Company co-designed the new concept pickup, which takes its styling cues from Harley’s most popular and iconic ride—the Fat Boy.

It will be on view at the Harley-Davidson Museum and it looks like the perfect hauler for next year’s ride out to Sturgis.

“Harley-Davidson is one of the most iconic brands in the world,” said Jeff Burttschell, Tuscany Motor Co. VP, in a statement. “The new truck was designed to evoke the same sense of power and freedom as the Harley-Davidson motorcycles that inspired it.”

And that it does. The concept truck gets a matching coat of Vivid Black paint (or Leadfoot Gray), plenty of H-D bar and shield badging, custom tuned BDS suspension lift with upgraded Fox shocks, lighted power running boards with unique integrated rocker trim, and a custom-tuned Flowmaster exhaust with H-D solid billet aluminum tips.

The custom F-150 also sports a ram-air hood, custom fender flares and vents, a front bumper cap with skid plate, LED light bar, honeycomb grille and mesh, locking ABS tonneau cover, and rolls on Fat Boy-style 22-inch milled aluminum wheels with 35-inch all-terrain rubber.

Inside, there’s a splash of orange accents on the door, dash, and steering wheel trim, plus stainless steel H-D gauges, billet H-D racing pedals, and two-tone diamond stitched perforated custom leather seats. Need more H-D? There’s also H-D-emblazoned floor mats, door sills, and a numbered center console badge complete with the Harley logo.

Source: Harley-Davidson

The post 2019 Harley-Davidson Ford F-150 Concept Debuts appeared first on Motor Trend.

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motorgirls · 7 years

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Used 2013 Harley-Davidson FLHX - Street Glide Motorcycles For Sale in Maryland,MD

2013 Harley-Davidson FLHX - Street Glide, 2013 Harley-DavidsonÂ® Street GlideÂ® The 2013 Harley-DavidsonÂ® Street GlideÂ® model FLHX is equipped with an iconic bat wing fairing this custom hot-rod bagger an amazing HarleyÂ® style that needs to be seen and ridden. The HarleyÂ® Street GlideÂ® FLHX model has a 2-1-2 exhaust. Check out all of the H-DÂ® Street GlideÂ® FLHX model s specs and features and see why this bike is meant for motorcycle touring. Take a look at more of the Harley-DavidsonÂ® touring motorcycles including the motorcycle luggage storage capacity of the Electra GlideÂ® Classic model or the Road GlideÂ® Ultra model ideal for motorcycle travel. Classic Fuel Tank Part of the unmistakable style of the Harley-DavidsonÂ® Street GlideÂ® motorcycle is plenty of room for showing off your paint. This classically styled, bold six-gallon fuel tank doesn't just give you a bigger canvas for premium or custom paint; it holds six gallons of go so you can eat up a lot more road between pit stops. We know fuel economy is important but so is style. Sharp, eye-catching colors and precision-crafted Harley-DavidsonÂ® tank medallions complete the unique look of this tough bagger. Twin Cam 103 Engine Heritage The knowledge of what makes an engine truly move a rider runs deep at The Motor Company, and it was put to good use when we created the Twin Cam 103 engine. We painstakingly perfected every cubic inch, pushing design and technology forward all without compromising one bit of Harley-DavidsonÂ®'s unique styling. Evolved, yet carrying on the legacy of the Flathead, Knucklehead, Panhead, Shovelhead, EvolutionÂ®, Twin Cam 88Â® and Twin Cam 96 engines that came before. The performance and durability are a direct result of the untold miles logged on the V-Twin since 1909, and the proud heritage that comes from a century's worth of commitment to life on two wheels. Harman/KardonÂ® Advanced Audio System Naturally, the king of the road gets some royal extras. The premium two-speaker, 20-watt per channel Harman/KardonÂ® audio system boasts great sound for booming down the boulevard and highway, and, yeah, it might as well go to 11. It's loud, proud and comes with AM/FM receiver and accommodates a CD or MP3 player. Riding free just wouldn't be the same without the right soundtrack. DunlopÂ® Multi-Tread Tires The 180mm back tire is engineered to do more than fill out the rear fender and put a bigger patch of rubber on the road. DunlopÂ® Multi-Tread technology uses harder compounds at the center and softer on the sides for a tire that still knows how to knuckle-down on corners. Perfect for making this bike agile on every curvy stretch of road. And the way it feels going through an abrupt off-camber turn will put a grin on your face that'll last to the next state line. Two-Up Seating Modern styling and comfort that doesn't sa

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#Harley-Davidson #FLHX - Street Glide #Touring #Hughesville #MD #motorycycle #rv #auto #motor

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marvel-daily-mantra · 3 years

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HARLEY-DAVIDSON VROD PARTS Wheels BOX39 Pulley BOX39 Cantilever pendulum BOX39 Traverses BOX39 Fork extension BOX39 Discs Galfer Fork Heels BOX39 Fuel tank BOX39 Plastic kit BOX39 Steering wheel BOX39 Lids in assortment BOX39 Brakes Beringer VRod Muscle Custom parts V ROD HEADLIGHT Headlight chrome Headlight black Headlight LED Headlight fairing Headlight cover V ROD BODY KIT Airbox cover Rear fender Front fender Radiator cover PROTECTION BARS SISSY BAR WINDSHIELD VROD HANDLEBARS V ROD EXHAUST SYSTEM Vance & Hines Competition series 2into1 Competition brushed Competition black Competition Chrome Slip-ons Widow 2in2 Blanck Slip-ons LCD FUELPAK Akrapovič exhaust systems Black Titanium Chrome Titanium Supertrapp exhaust system Cary Faas exhaust system Bassani manufacturing Bassani 2 in 1 chrome Bassani 2 in 1 black TAB Performance V ROD WHEELS VROD Chrome wheels REACTOR Chrome wheels SAVAGE Chrome wheels VROD Black wheels MAJESTIC Eclipse black ADRENALINE black wheels VROD Wheel kit Reactor Chrome Wheels kit SAVAGE Chrome kit MAJESTIC Eclipse black kit ADRENALINE black wheels kit VROD WIDE TIRE METZELER AVON DUNLOP SHINKO VEE RUBBER MICHELIN Pic courtesy via @pugachevmark (at India) https://www.instagram.com/p/CUSUmL_Bi3R/?utm_medium=tumblr

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itsworn · 7 years

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2018 Detroit Autorama Painless Performance/STREET RODDER Top 100 Winners

The 2018 Painless Performance/STREET RODDER Top 100 award program continues at the 66th Annual Meguiar’s Detroit Autorama Presented by O’Reilly Auto Parts.

It’s only March and we’re already four events into the program. By the end of the summer we will have picked 10 cars at 10 shows for a total of 100. Each of those cars (or classic trucks) will be part of our Top 100 list. One will be selected as the 2018 Street Rod of the Year.

We had a tough time awarding only 10 winners from the hundreds of worthy rides in Cobo Center. We tried to mix up the picks, selecting a variety of decades, makes, styles, and body types. They represent nine different states and five different decades. Nine are from the main floor of the Autorama and one is from the Autorama Extreme show in the basement. Some are never-seen-before cars and one in particular is a recently redone car with an impressive history. Some of our choices from Detroit ended up getting selected as Pirelli Great 8 Ridler Award finalists (we tried to make many of our selections on set-up day, before the Great 8 were revealed on Friday). Our judging criteria is based on our taste and is subjective—probably just like yours.

The Painless Performance/STREET RODDER Top 100 program will continue in June at Back to the 50’s in St. Paul, Minnesota. Here are the vehicles that earned our award at the Detroit Autorama.

1955 Chevy Nomad Vic & Sharon LaBantschnig Fenton, MO

When Vic purchased the 1955 Nomad from the original owner in 1965, he used it to drive to school and work. In 1992, he ordered every piece of available sheetmetal and trim, anticipating a future rebuild. The rebuild started at Carnock Creations in Des Moines in 2014. The goal was to retain the original look with modern components, such as a 480hp LS3 with Inglese Eight Stack injection,Tremec TKO 600 transmission, and Strange rear with Positraction. The Art Morrison frame replaces the stock ’rails. The wheels are ET Sebring pin-drive knock-off wheels add a vintage racing edge to the wagon. Inside, waffle-pattern imprinted leather uphostery on the bench seat, a Con2R steering wheel, Classic intruments, and other retro-style elements maintain a stock theme to the completely redone Nomad.

1956 Continental Mark II Chris Ryan Ninety Six, SC

Ryan’s Rod and Kustom owner Chris Ryan doesn’t get much time to build cars for himself. When he did, he decided to do something his customers don’t typically ask for, a Sixties-style show custom. The ’56 Continental was originally owned by actress Susan Hayward, but was rough when Chris started on it. He nailed the Sixties look with a 2-inch chop, wide whites on 20-inch one-off Curtis Speed wheels, and PPG red candy and flake paint. The Continental trunk hump was removed. A Fatman Fabrications Stage IVfront suspension, RideTech 4-bar rear, and ShockWaves put Chris’ sled on the ground. Period-perfect interior mods include a ’60 Plymouth steering wheel, ’62 Chrysler Astrodome gauges, and ’64 Thunderbird seats in white leather with red piping. The underhood surprise is theFord Performance Coyote engine.

1926 Ford Pickup Larry Birdsong Prescott Valley, AZ

The biggest buzz on the floor of Cobo Center must have been about Larry’s closed cab truck. The first glance doesn’t give any clues about the engineering involved in fitting a blown 427 SOHC engine under an uncut Model T hood. Larry angled the engine 40 degrees to make it work. A jackshaft underneath runs the accessories. The transmission is an offset driven C6, with a Frankland rear converted to IRS, with a Detroit Locker, Sheetmetal mods include a 6-inch cab streetch, widened fenders, stretched hood, shortened bed, and flush fit doors. The chassis is homebuilt. The interior was kept old-timey with leather button tuck upholstery and a wooden Model T wheel. Larry has owned this truck for 30 years and has dreamed of building it since he was 14.

1931 Ford Coupe Scott McDonagh Northville, MI

Brothers Custom Automotive always has impressive traditional rods on display at Autorama Extreme. This year it was Scott’s ’31 Model A. Scott showed photos of the primered rolling chassis to Bill and Autumn Jagenow at Brothers and instantly knew they shared his vision. The top received a 4 1/4-inch chop. Polished stainless tacks along the roof and jambs are a tiny but impressive detail. The ’32 frame hangs on So-Cal coilovers. The coupe is powered by a stroked 383 Chevy small-block topped with tri-power induction tied to a Tremec transmission. Front ’40 Ford wheels and rear ’48 Fords roll on Firestone piecrust tires from Coker. A ’40 Ford style wheel from Limeworks and Stewart Warner gauges complement the interior. For us, the salt ‘n’ pepper cowhide seat upholstery clinched the deal.

1947 Cadillac Kevin Anderson Indianapolis, IN

The concept behind The Crystal Cadillac is “What if Harley Earl and Bill Mitchell buillt a custom?” Kevin found a ’47 Series 62 4-door sedan in a museum in Minneapolis and took it to Mike Boerema at Gas Axe Garage. The body was converted to a coupe with 48-inch doors. The 5-inch chop combined with air bag suspension brings things low. The sedan windshield was reshaped to look like a covertible, and the padded Carson-style top completes the look. Chromed sombrero hubcaps and wide whitewalls fill the front fenders; rear fender skirts are lowered and filled. The custom leather upholstery features authentic Cadillac fabric inserts. Door garnish moldings wear polished Crystal Cadillac badges. That’s the original 47,000-mile 346 Cadillac flathead under the hood, freshened with new or N.O.S. parts.

1960 Ford “Adonis” Starliner Bill Whetstone Warren, MI

Adonis, the ’60 Starliner custom built by the Alexander Brothers for Bill Whetstone, was new when it won Best Custom at the 1961 Detroit Autorama. It was in practically every car magazine in the Sixties, but by the Seventies, the famous custom was destroyed. John Schleicher’s precise clone appeared at the 2002 Autorama and last year Bill Whetstone bought it. In addition to the House Of Kolor Candy Wild Cherry paint, Adonis is distinguished by front and rear tubular grilles. The pearl white vinyl upholstery is a careful replication of the original elaborate pleats—the same goes for the cut ’60 Pontiac steering wheel. The stock suspension features cut front coils and rear lowering blocks. Bill drives the 390-powered custom to shows during warm weather, just as he did with the original Adonis.

1934 Ford Pickup Danielle Lutz Moscow, PA

Danielle didn’t have to look very far for her ’34. It belonged to her husband Steve, who gave it to her as a gift. She had two criteria for builder Jason Graham—it had to be blue and she wanted door panel pockets with flaps. Jason added his signature in the form of a 4 1/2-inch chop, slanted A pillars, custom grille insert, custom bed sides, ’32 Ford headlights, ’37 Ford taillights, and 1 1/2-inch cab stretch for flush fit doors. Traditional suspension parts include a custom straight axle, front and rear split wishbones, Winters quick-change and 4-link rear, and Posies quarter-elliptic springs. The 18- and 20-inch custom wheels are wrapped in Excelsior rubber. Inglese Eight Stack induction feeds a stroked 347 Ford, and deep brown relicate leather covers the interior.

1927 Ford Roadster Dave Wilson Williamsville, NY

The Double Dare Green Model A roadster with a suicide frontend, hairpins, and smoothie wheels stopped us every time. At 14, owner Dave bought his first car—a ’37 Ford. Today at 77, he hasn’t slowed down. He asked Paul Forbes of California Dreamin Hot Rods for “an old-school hot rod with all Ford drivetrain.” A Shadow Rods body was used, with a laid-back windshield, custom louvered hood, louvered rear pan, and other exterior mods. A Ford 302 has Thunderbird valve covers and triple Strombergs. Modified Deuce ’rails have Houdaille shocks and Aldan coilovers in back. Rocket wheels roll onare wrapped with Excelsior rear tires and Stahl Sport tires in front. The interior features leather covered bomber seats, a ’40 Ford wheel, and Classic Instruments gauges.

1939 Ford Sedan Delivery Rhea & Harold Schrader Franklin Lakes, NJ

Rhea and Harold’s Sedan Delivery is another winner that has been in the family a long time. They were looking for a Ford with more space than they’re ’35 and ’34 coupes. It was an Eighties style rod at the time. They took it to Dan Wickett at Hot Rod Construction to turn it into a contemporary driver. The sheetmetal has been extensively rehaped and the interior was dressed up with zebra wood and plenty of leather and suede. A fuel injected 5.7L Chrysler Hemi is topped with a custom cover that echoes other body lines. Hjeidts suspension components carry the ’39, which rides on Schott wheels and beefy Toyo tires. The Garnet Red Metallic finish was shot with Axalta. Interior pieces include the modified ’39 Cadillac wheel and ’41 ford Deluxe gauges.

1955 Chevy Bel Air Larry Gayhart San Antonio, TX

It was impossible to miss Larry’s Torch Red ’55 Bel Air hardtop in Cobo Hall. Larry has owned the car for four years, three spent in the process of a complete rebuild by Derick Samson at Samson Design. Bodywork retains hardware and trim that is characteristic of ‘55s, incuding the bumper guardsSatin charcoal inserts and 100 handmade chrome pieces throughout the fully-smoothed body accent the paint. The exterior The LS3 resides under a Tri-Five-inspired engine shroud and a handmade chassis resides underneath everything. Hot Rods By Boyd supplied the 20×10 and 18×8 wheels. The full leather interior featureschrome trim that extends to the floor, headliner, trunk, and underneath. The ’55 steering wheel was cut down and Vintage Air A/C and a Pioneer sound system were intalled to make keep things cool.

The post 2018 Detroit Autorama Painless Performance/STREET RODDER Top 100 Winners appeared first on Hot Rod Network.

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jonathanbelloblog · 6 years

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By Design: Three of Our All-Time Favorite Porsches

Last summer I was talking with a friend who possesses one of the finest design minds I’ve ever encountered. Although he has never worked on cars, he said something that I realized summed up Porsche’s operational philosophy perfectly: “The best way to do a new project is to use as much existing and off-the-shelf stuff as possible.” Cast your mind back to 1948 and Porsche’s humble beginnings as a car manufacturer, and you envision that hardy band in the Gmund sawmill doing just that. Quite literally making jewels out of junk, they rounded up off-the-shelf bits from military Kübelwagens and pieces they could get from an Austrian Volkswagen dealer to make VW hot rods.

Sophisticated hot rods to be sure, but reworked economy cars all the same. They were in essence doing what the returned G.I.s in California were doing with old Fords, saving the best bits and transforming both appearance and performance—the key difference being the Porsche engineers had designed their economy car source themselves.

There’s a mantra I’ve always liked, usually attributed to American Quakers and used widely during the Depression Era: Use it up, wear it out, make it do, or do without. The glorious Porsche 356 embodies some bad features that stayed to the end, so in effect Porsche made do with what it had available in the beginning and completely wore out the concept of using VW parts, but made it do for a long time until the 911 completely replaced the 356. Remember, the 911’s initial design was quite weak, and early models were simply bad cars, so Ferry Porsche rightly removed Hans Tomala, who had run the 911 development program. Porsche AG was too poor at the time, though, to tool up a complete alternative to what it had already spent most of its capital getting ready. So it had to make do with the 911, and as half a century of respected success has shown, it did so in spades. The last part of my favorite saying, “or do without,” applies to Porsche as well. For a full 50 years, the company did without radiators, water pumps, pipes, hoses, clamps, and other hardware miscellany in its cooling systems, and it benefited greatly from doing so.

1. These bulges at the wheel openings express the difference between the original 911 as a premium small sports car and today’s 911s as high-performance icons.

2. Marvelous sculpting gives a neat surface flow from the headlamp to the front wheel opening, then an indent to the nominal fender and door surfaces.

3. This cowl inlet is a nice punctuation mark on a bland, flowing surface. A strong visual reference, it doesn’t detract from the car’s profile.

4. This swirling gestural line separating hood, fenders, and bumper is elegant and unobtrusive. You don’t really notice it in the overall scheme at first glance, but when you do, it’s a powerful graphical statement.

5. Sorry, but without round, inclined headlamp shapes, 911 variants are not perfectly Porsche. These are classic, with minimal framing and maximum transparent area.

6. The three modest inlets below the bumper strike face are well sculpted and do not particularly call attention to themselves.

7. The necessary front-corner lamp cluster is again unobtrusive, elegantly shaped, and set off by the black rubber bumper buttresses.

8. These air inlet details are interesting but barely noticeable for a person standing near the car.

This particular car shows some examples of accessorizing, to which 911 owners are often partial. Not everyone would justify leather floor mats, least of all the Porsche factory— unless it can make a few bucks, of course.

1. From the inboard position of the footrest, you can see how the pedals are quite sharply moved to the right of the steering column and the driver’s body centerline. It seems awkward but has never bothered me driving a 911 of any vintage.

2. This small-radius section extending straight across the cockpit seems almost stupidly simple, but it provides a baseline for the handsome and matter-of-factly practical instrument panel. No flash, no fancy styling, just an ideal environment for a serious driver.

3. The tachometer is where it ought to be—where the driver can see it with minimal diversion of sight lines.

4. Airbags are smaller now, but this fairly big central container does not at all seem out of place in the Carrera 4S.

5. Porsche’s leather-wrapped shift lever adds a bit of class to the driver’s controls. However, the important thing about it is the proper placement and that it is ergonomic. And its movements are precise and kinesthetically satisfying.

6. Again, no fuss, no styling, just straightforward, simple design to purpose. The seats are good looking, comfortable, and—as from the early days with the 356—extremely well made.

1. There is a subtle reflexive upward curve in the decklid below the slightly raised surround for the grille behind the backlight. The visual effect is to increase the apparent length of the 911.

2. In this view the subtly modeled strike face side extension also adds visual length.

3. As do these hard surface change lines derived from the sill extension between front and rear wheel openings, which are blessedly free of the flat perimeter bands that have become nearly universal on all sorts of vehicles.

1. Full-width wraparound taillights are essentially a Detroit idea, but no American car ever had as simple, straightforward, and pleasing a design solution as this.

2. The added panel for the center high-mounted stop light is neat and unobjectionable.

3. Notice how the rear fender surface flows smoothly back from the maximum width established by the bulge over the rear wheels, making a broad shoulder above and a clean highlight on the flank.

4. The steel door remains as original, but the sill projects outward a bit, with a small, tight radius at its top, which is extended into the fender bulges as a character line, elongating the body length visually.

5. The hard horizontal line established with the paint break on the sill between body color and black below wraps around the rear of the car, interrupted by the exhaust cutouts.

6. The rubber bumper buttresses are effective without being overly awkward.

In its first 50 years, Porsche AG was simply a sports car company, augmenting its income with engineering consultancy, patent royalties, and the occasional design of entire vehicles for other manufacturers. Today Porsche earns its revenue by making crossovers, luxurious four-door GTs, and a relatively small number of true sports cars—the mid-engine 718 lineup’s descendants of the original 356/1. The reputation upon which this range of disparate vehicles was built is due to Porsche’s motorsports activities (which were surely never a profit center) and above all the evergreen 911.

There are literally dozens of 911 variants available right now, and there have been hundreds of models among the more than one million 911s made since 1964. For most people, the 911 is Porsche. From its very first race, at the Targa Florio, driven by Olympic ski champion Jean-Claude Killy and journalist/photographer Bernard Cahier, to the “pink pig” GT class winner at Le Mans last June, the 911 has burnished the aura that makes a suburbanite driving a Macan feel like a star.

Some enthusiasts consider the last air-cooled Porsche—the 993, sold in the U.S. from 1995 to 1998—to be the ultimate and best 911 sports car, as opposed to later, more luxurious (and heavier) grand touring Carreras. Indeed, my favorite 911 design is the 993 Carrera 4S, essentially a 993 Turbo without its whale tail and turbocharged engine. The car is of course bigger and enormously more powerful than the 2.0-liter original with its mere 130 horsepower and skinny little tires, but there is a consistency of form and easily apprehended aerodynamic quality that goes back to Erwin Komenda’s VW 60K10 race cars and continued through all 356s and 911s up until today. It’s hard for us to believe now, but the 911 was intended to disappear like the 356, to be replaced by the 928—a car many Porsche lovers refuse to acknowledge as legitimate.

The 928, though, is my choice for Porsche’s best front-engine car design. Some called it Porsche’s Corvette, and in fact that’s not so far from reality. In 1956, two young men worked together in a temporary space at the General Motors Tech Center, charged with devising the next Corvette, the C2. I was one, as stylist for the form, and Anatole Lapine was the other, responsible for its architecture. Consulting with Zora Arkus-Duntov and Ed Cole, we came up with a shorter wheelbase than the C1, with the V-8 moved rearward and the gearbox out back. Chevrolet would not use that layout for several more decades, on the C5, but Porsche introduced the conceptually identical 928 at the 1977 Geneva Motor Show and produced it until 1995. Lapine took a lot of ribbing (not least from me) for getting Porsche to make “his” Corvette, but Porsche really did it because it feared the U.S. would ban rear-engine cars like the 911. The 928 is much better looking than any ’50s GM design in the Harley Earl era could have been, and of course Porsche’s engineering then was far more refined than Chevrolet’s. To me, the 928 S4 model remains the best high-performance daily driver GT of all time, easy to enter, easy to drive, comfortable, and dead dependable. Notably, if the 928 was influenced heavily by American ideas, it was also an American, Peter Schutz—Berlin-born but Chicago-raised—who reversed the decision to cancel the 911 just three weeks after taking over as Porsche CEO, something for which all Porsche people should be eternally grateful.

In the racing realm, aside from 911-based machines, Porsche has been faithful to the mid-engine layout of the very first 356/1 for many of its competition cars, starting with the 550 Spyder first seen at the 1953 Paris auto show. It made Porsche’s giant-killer reputation in the 1954 Carrera Panamericana, when Hans Herrmann finished third overall behind two 4.5-liter Ferraris. (Another 550 was fourth.) That was reinforced by an overall win at the 1956 Targa Florio, the toughest event on the international calendar.

1. Rear visibility was really good on the 928s despite the strutlike C-pillars. It was certainly better than most comparable Italian cars—or Corvettes.

2. The corner lamp cluster is neat and clean, and the lamps are set far enough back for the elastomeric bumper surface to protect them. The whole front end is immediately identifiable as Porsche, a neat trick at the time.

3. Porsche learned with the 914 VW-Porsche that cars without identifiable headlamps on the front were dangerous, and all Porsches since have had the glass visible even if it has to pop up to be useful, as here.

4. It’s a bit astonishing that this very small inlet—you can’t call it a grille—was adequate to cool the big engine while handling the air conditioning and even the cabin ventilation. But it was.

5. This little elastic bumper strip was probably necessary at the widest part of the body, but cars without it looked better.

1. The air scoop just behind the door was prescient for mid-engine coupes, but the Olde British hood strap seems a bit much, even as far back as this car goes.

2. Long headlight fairings were not the sleek ovals used by Italian coachbuilders but had a hard, straight inner line intersecting the hood (which has no strap).

3. The car’s long nose looks extremely sleek, but I suspect its profile, nearly symmetrical, would have generated a lot of front-end lift. But no one knew much about that when these cars were conceived.

4. This undercut, running all around the car and providing a hard horizontal datum for the body, is a handsome visual accent but seems to have no relationship to the actual tubular chassis structure, unlike later Can-Am race cars.

5. Stamped wheels, as used on 356s, were probably steel, although alloy stampings might have existed.

Some 550s were used as fast road transport, notably by conductor Herbert van Karajan, who went from concert to concert very quickly back when there were no European open-road speed limits. But of all the special-series racing sports cars, the most interesting to me is the 904, a coupe that really was designed by the third-generation Ferdinand Porsche, known to the family as “Butzi.” Porsche AG would like you to think that he also did the 911 all by himself, even going so far as to cut Erwin Komenda out of period photos, rather as the Politburo did with out-of-favor politicians in the Soviet era.

The 904 got to keep its type designation because Peugeot hadn’t yet exercised its naming rights, which previously turned Porsche’s then-new project 901 into the beloved 911. The 904 was the first Porsche racer to eschew the suspension layout of the Auto Union grand prix cars created by Professor Porsche in the mid-’30s (and used, of course, for the VW, and thus all 356 Porsches). Its body was fiberglass, a first for the company, rather heavy, and highly unsuitable because it used crack-prone sprayed chopped-fiber technology—reasonable for small pleasure boats where weight doesn’t much matter but not good for a race car. But it is a handsome beast, quite clearly a Porsche from the front, and it was a very good design for its intended purpose. The fact one took first overall at the Targa Florio in 1964 is ample proof that it was well conceived.

Designer Jerry Cumbus was at GM Styling at the same time as Lapine and I. Creator of the knee-saving curved A-pillar on 1961-62 full-size cars, he has owned six Porsches, including a 904 bought used in 1962 not for racing but as a road car. He was then living in San Francisco, not the most hospitable city for exotic cars; he reports that a coupe only 38 inches high was “simply not a practical car to drive in traffic,” and “with no bumpers the car was a risk in any parking situation.” His car was initially part of a Dutch race team, driven by Ben Pons, and “had the most international race victories of any 904.” He sold it because of logistical problems but said, “If I had it to do over again, I would still buy the 904.” Who wouldn’t?

Porsche 928 S4 courtesy of LuxSport Motor Group

Porsche 904 GTS courtesy of Peter Harholdt

Special thanks to Automobile reader and Porsche fan Benjamin Shahrabani for providing his 1997 Carrera 4S for this photo shoot.

The post By Design: Three of Our All-Time Favorite Porsches appeared first on Automobile Magazine.

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jesusvasser · 6 years

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2019 Harley-Davidson F-150 Concept by Tuscany

Harley-Davidson and Tuscany Motor Company rolled out a Harley-Davidson Concept Custom 2019 Ford F-150 for the motorcycle marque’s 115th Anniversary Celebration this weekend in Milwaukee, Wisconsin.

The Harley styling crew and specialty vehicle manufacturer co-designed the new concept pickup which takes its styling cues from Harley’s most popular and iconic ride—the Fat Boy.

It will be on view at the Harley-Davidson Museum and it looks like the perfect hauler for next year’s ride out to Sturgis.

And that it does. The bad ass concept truck gets a matching coat of Vivid Black paint (or Leadfoot Gray), plenty of H-D bar and shield badging, custom tuned BDS suspension lift with upgraded FOX shocks, lighted power deploying running boards with unique integrated rocker trim, and a custom tuned Flowmaster exhaust with H-D solid billet aluminum tips.

It also sports a ram-air hood, custom fender flares and vents, a front bumper cap with skid plate, LED light bar, honeycomb grille and mesh, locking ABS tonneau cover, and rolls on Fat Boy-style 22-inch milled aluminum wheels with 35-inch all-terrain rubber.

Inside gets a splash of orange accents on the door, dash, and steering wheel trim, plus stainless steel H-D gauges, billet H-D racing pedals, and two-tone diamond stitched perforated custom leather seats. Need more H-D? There’s also H-D emblazoned floor mats, entry sill, bed rug, and a numbered center console badge.

It sure looks like a great time to head to Milwaukee and join the celebration. Besides the concept trucks, there’s a custom bike show, bands, tours, food, and more at the H-D Museum.

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