#Classic Update Wiring Harness | Explore Tumblr Posts and Blogs

bigyack-com · 5 years

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Out: M.P.G. In: Kilowatt-Hours. Classic Cars Get an Electric Jolt.

CHATSWORTH, Calif. — A vintage Fiat 124 Spider — so pretty you could pinch its little orange cheeks — accelerates up a canyon road in the San Fernando Valley. But there’s something strange about this Pininfarina-designed Italian roadster. First, it feels downright peppy as it chugs uphill. And there’s actually no “chugging,” but rather a spacey, high-pitched whir.Inside this 1982 Fiat is a modern battery-powered drive system designed by Electric GT, a California company that has created a “crate motor.” Electric GT’s version of the crate motor, a term long associated with hot-rod gasoline engines sold in crates by automakers, allows professional restorers or even enterprising home mechanics to convert vintage gasoline cars to run on electricity.“A lot of guys go out in a classic car that’s 40 or 50 years old, but it’s a one-way trip — they get a ride home with AAA,” said Eric Hutchison, who founded Electric GT in 2014 with a partner, Brock Winberg. “This is for enthusiasts who love their cars but want something reliable that’s good for a weekend drive.”The company garnered attention when it took a junkyard 1978 Ferrari 308, perhaps best known as Tom Selleck’s car in “Magnum, P.I.,” and swapped out its V-8 engine for electric motors. So transformed, with nearly double the torque of its gasoline forebear, the Ferrari trimmed a remarkable 10 seconds per lap from its times at a Las Vegas-area racetrack.“It just decimated the gasoline version,” Mr. Hutchison said.As for the Fiat I’m driving, the electric conversion has sharply boosted its own power and acceleration, from the original’s 10-second ooze from zero to 60 miles an hour to roughly seven sprightly seconds. With Volkswagen looking to transform itself via a $66 billion investment in electric cars, Electric GT also designed the powertrain for the Type 20, a charmingly updated concept version of the hippie legend Microbus created by VW’s Innovation and Engineering Center in Silicon Valley.“The idea is to take something old and mix it with something new, with good design and engineering behind it,” Mr. Winberg said.The “old” includes something close to the heart — or perhaps the left foot — of enthusiasts. The system is designed exclusively for manual-transmission cars, including the Fiat that I happily toggle through its five speeds while finessing a clutch pedal. Mr. Hutchison said that old-school automatics were “big energy hogs,” while stick-shifts are easier to integrate and allow smooth, efficient performance in a full range of gears.The resulting rides fall into an increasingly popular category known as restomods: cars that appear to be restored classics, but with modern drivetrains or luxury features beneath those romantic skins. As electric vehicles become mainstream, it’s inevitable that more enthusiasts will look to harness electricity for their nostalgic rides, said Joe DeMatio, senior manager of content at Hagerty, an insurer of vintage and classic cars.“Some people would say that replacing a performance V-8 with electricity is sacrilege, but if it makes a car more usable or enjoyable, why not?” Mr. DeMatio said. “Not every old car is sacred, and cars have been modified a million different ways.”Inside Electric GT’s shop in Chatsworth sits a diverse group of donor cars: patients with gasoline-clogged arteries, if you will, awaiting their electric heart transplants. There’s a cult-favorite Toyota FJ40 four-by-four, with the electric motor peeking from its stripped-down metal frame; another Fiat Spider; and a pair of Porsche 912s. The Fiat I’m driving will soon head to its new owner, an executive in Nassau, the Bahamas. With its old, pollution-emitting tailpipe removed like a vestigial limb, the Spider will do its small part to avoid despoiling the island air.With 120 electric horsepower and 173 pound-feet of torque below its hood, and 25 kilowatt-hours’ worth of batteries stuffed into its trunk area, the Fiat delivers roughly 75 to 85 miles of driving range, enough for a sunny weekend cruise before it’s time to plug back in. The company is engineering systems to specific cars, to avoid overloading old chassis designs with more weight than they can handle. But for larger models, the company’s more robust systems offer up to 100 kilowatt-hours, the latter on a par with the market’s longest-range electrics.The self-contained “black box” unit, including electric motors and computer controls, packages neatly below a car’s hood. Charmingly, the crate motors even resemble the gasoline engine they’re replacing, with components that recall traditional V-shaped cylinder banks and orange sparkplug wires. Converted cars keep their original 12-volt system, including a familiar lead-acid battery, to power lights and accessories. Only now, the converted cars can jump-start themselves if that conventional battery is discharged.Electric GT repurposes its battery packs from low-mileage Teslas, components that might otherwise end up in landfills. Those batteries mainly fit into space previously occupied by a gasoline tank, protected from crash damage by the rear bumper and metal chassis. The company estimates that with a basic set of tools, an engine hoist and a 110-page service manual, even a reasonably skilled car hobbyist will need just 40 to 50 hours to convert a car. Plug-and-play components are designed for safety and simplicity, including special connectors that prevent installers from accidentally mixing up positive and negative electrical leads.“We’re taking out all the brain work of having to be an expert in battery safety or electrical management,” Mr. Hutchison said. “You can treat it like a normal engine swap.”Pete Williamsen, the company’s digital marketing director, said that for this D.I.Y. job, the old pejorative “grease monkey” no longer applied.“Once you drain the original fluids, you won’t even get your hands dirty,” Mr. Williamsen said.Those hands, however, had better be able to sign a check: With system prices starting at $32,500 and topping $80,000 for stronger, longer-range units — including custom builds that may exceed 1,000 horsepower — this isn’t a project for the backyard mechanic on a Pep Boys budget. Nor is it for the owner of a seven-figure, auction-worthy classic — say, a $48.4 million Ferrari — whose historical authenticity and mechanical perfection are central to its value.Instead, Mr. Hutchison said, it’s for the well-heeled owner who loves a special car and wants to keep it alive, but doesn’t want the headache and T.L.C. associated with aging, finicky machines.“It’s the guy who says: ‘I already own three Teslas. Now, how do I get my classic Jaguar electrified?’” he said.With some replacement parts for those classics becoming hard to come by or prohibitively expensive, the system also frees owners from having to track down, say, a period-correct carburetor to keep their baby running.The potential upsides attracted Seth Burgett, an engineer, an inventor and the chief executive of Gateway Bronco. His company in Illinois performs fantasy-level restorations of the Ford Bronco, the utilitarian, sought-after truck — first sold in 1966 — that’s among the forerunners of the modern sport utility vehicle. Gateway is working with Electric GT to create battery-powered Broncos. Among the owners of the trucks in his restoration pipeline, Mr. Burgett said, two have already ordered electrified versions, at prices estimated from $225,000 to more than $300,000.“It’s hard to call it a rational price point,” he said, “but these are people who can have any car they want. They’re looking for something unique. No one at the country club will have a vehicle like it.”Being familiar gear heads, Electric GT’s team tends to emphasize gains in performance, durability and slick integration, with reduced pollution as green icing on the cake. Still, the company acknowledges that governments and regulators are becoming hostile toward anything that guzzles gasoline, or even sips it. London and other cities are charging congestion fees to internal-combustion cars, and may eventually blockade them entirely.“Let’s be realistic here,” Mr. Williamsen said. “We’re still relying on ancient, dirty tech, and the clock is ticking on gasoline. To keep car culture alive, we have to evolve.” Read the full article

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carolinaclassictrucks · 2 years

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Leading Supplier of American Autowire Classic Update Wiring Harnesses

Truck wiring harnesses are used to connect the various electrical components in your car to the battery and engine. These harnesses are designed to be durable and waterproof, so they can withstand the elements. This makes them perfect for outdoor applications, where they can be exposed to rain, snow, mud, and dirt. When you need classic car wiring harnesses, or harnesses for any of the major makes and models of trucks currently on the market, Carolina Classic Trucks can help. We offer a comprehensive range of truck wiring harnesses from one of the leaders in the industry, American Autowire.

Developed to provide the highest level of quality, incredible ease of installation, and longevity and durability in construction, an American Autowire Wiring Harnesses 2 is a good fit for most of the major truck makes and models, including those listed below for Ford, GM, and Chevy. While you may think that these harnesses are only used for heavy-duty vehicles such as trucks and construction equipment due to their durability, this is not always true. Depending on the type of vehicle being driven by your fleet, you may need a different type of wiring harness than what is used for trucks.

We are a leading manufacturer and supplier of Heavy Duty Wiring Harnesses. They are made with high-grade materials, which make them durable and reliable. These heavy-duty wire harnesses are designed to withstand a wide range of temperatures, which means they will not rust or break down under stress. They are also built to last, so you can rest assured that your wiring will stay in place during harsh conditions. We offer our products in a range of different sizes and styles to fit your vehicle's specific needs.

We offer a large selection of auto body repair parts, repair panels, and restoration parts for trucks. If you want to buy any of our products, feel free to contact us at 336-298-4168 or visit us at: https://www.carolinaclassictrucks.com/

#Truck Wheels And Tires #Xd Series Wheels #Chevy Truck Panels #1969 C10 Bed Kit #Truck Restoration AZ #Truck Restoration Parts FL #Buy One Piece Door Window Kit #Truck Tires & Wheels Dealer #One Piece Window Conversion Kits #Chevy Truck Rust Repair Panels #Gmc Truck Body Parts

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perksofwifi · 5 years

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This 1967 Chevy C10 Went From the Pasture to the Passing Lane

Certain vehicles have a tendency to follow you through life, whether it means literally following you on a trailer or somehow finding its way back to your garage after being sold. For Jason McKinney, this 1967 Chevy C10 has followed him around for a while. He came to know the truck through his brother who bought it and hauled it from its original home in Southern California to Kansas City. The truck sat for about five years in Kansas City before Jason bought it and hauled it to his home in Alabama. The truck was a little rough around the edges, but it had plenty of potential. His intentions were to simply replace the truck’s tired small-block Chevy engine, but he ran into a few roadblocks when his job required him to relocate to Ooltewah, Tennessee, forcing him to sell the truck to lighten his load.

This article was originally featured on Hot Rod. For more stories like this, check out the Hot Rod Network.

Once the dust settled from the move to Tennessee, Jason gave his buddy a call and talked him into selling the truck back. It hadn’t changed a lot since he owned it previously, and he saw it as the perfect chance to finally get it back on the road. What started as an engine upgrade escalated into a full-on rebuild, as Jason combed through the chassis, swapped in an LS engine, and commissioned Kevin Ross to make it shine. After four years of spare time on the weekends the final result is far beyond what Jason intended, but you won’t catch him complaining about his ultra-slick C10.

Underneath, the truck features a stock frame, which is upgraded with tubular crossmembers. Jason upgraded the front suspension with POL tubular upper and lower control arms, and lowered the stance a total of 5 inches with Classic Performance Products (CPP) 3-inch lowering springs and 2-inch modular drop spindles. He also added a CPP sway bar to reduce body roll. Out back he kept the stock rearend, but swapped axles to make easy work of converting it from six- to five-lug. The 12-bolt rearend features a 3.73:1 gear set, and Jason went through it with all-new seals and bearings. Rear suspension modifications consist of CPP 4-inch lowering springs and an adjustable track bar.

Braking power comes from Wilwood disc brakes, with drilled and slotted rotors and four-piston calipers on all four corners. The bright red calipers are visible between the spokes of 18×8 and 18×9.5 Boss 338 wheels, which are wrapped in Nitto 555 rubber.

Jason kept it simple when it came to the engine and transmission. He grabbed a 5.3L LS engine and 4L60E automatic transmission out of a 2008 Chevy Silverado and slid it into place. The stock LS engine is surrounded by a smooth firewall and slick paint. The original engine cover was smoothed and painted and a K&N intake offers a straightforward solution to bringing in cool air. Jason used an Aeromotive fuel pump to feed the LS engine, and moved the fuel tank to the rear of the truck using a custom tank from Boyd Welding. Ronnie Ross built the exhaust system, using 2.5-inch pipes, and MagnaFlow mufflers, connecting the new system to a set of Doug Thorley Tri-Y headers. A Champion aluminum radiator, fit with dual electric fans, keeps the engine cool. Jason used a combination of a Painless Performance Products wiring harness and Speartech engine swap harness for a worry-free system.

Without a doubt, the truck’s most attention-grabbing feature is its vibrant color and beautiful finish. The truck was in primer for many years, and the ugly truth was revealed when the primer was stripped off. It needed new rocker panels and cab corners, as well as floor patches. Body modifications include shaved trim and emblems, and Jason added a steel cowl induction hood, Eddie Motorsports billet hood hinges, a smooth front bumper, and updated lighting all around. The doors have a fresh, clean look with one-piece glass and billet mirrors. Kevin Ross was responsible for removing 45 years of bumps and bruises and laid the foundation for the beautiful paintjob. He then sprayed the Sikkens materials in a custom-mixed hue that they call San Blas Blue.

Inside, Jason’s pickup features a steel gray interior, utilizing 2000 Jeep Grand Cherokee bucket seats and a host of custom touches, including a stylish console. The dash features a Classic Dash Thunder Road gauge insert, filled with Speedhut gauges. The dash also houses the Vintage Air controls, as well as the Pioneer head unit, which feeds Polk Audio speakers that ride in the Fesler Built kick panels. An ididit tilt column and billet steering wheel are color-matched to the gray interior.

As the four-year build reached an end, Jason stepped back and realized that his simple ideas had created a killer truck. While it would’ve been fun as a beater, this truck deserved the attention it got from Jason and everyone who laid hands on it. Jason offers a special thanks to his father for countless hours in the garage, and for sharing his passion for hot rods and classic trucks. From the pasture to the passing lane, Jason’s brilliant blue pickup has come a long way and he’s ready to slide behind the wheel to truly enjoy it.

1967 Chevrolet C10 Jason McKinney

CHASSIS Frame: Stock Modifications: Tubular crossmembers Rearend: Original 12 bolt with 3.73:1 gears, five-lug axles Rear Suspension: CPP 4-inch drop springs Rear Brakes: Wilwood, drilled and slotted rotors, four-piston calipers Front Suspension: POL tubular arms, CPP 3-inch springs, and 2-inch spindles Front Brakes: Wilwood, drilled and slotted rotors, four-piston calipers Steering: Stock power steering Front Wheels: Boss 338, 18×8 Rear Wheels: Boss 338, 18×9.5 Front Tires: Nitto 555 255/45R18 Rear Tires: Nitto 555 295/45R18 Gas Tank: Boyd Welding, custom under bed

DRIVETRAIN Engine: 5.3L LS engine Heads: Stock Exhaust: Doug Thorley headers, MagnaFlow mufflers, 2.5-inch pipes Radiator: Champion aluminum Transmission: GM 4L60E Shifter: B&M

BODY Style: 1967 Chevrolet C10 Modifications: Shaved trim and emblems Fenders: Stock Hood: Steel cowl hood with billet hinges Grille: Stock Bed: Stock Bodywork and Paint by: Kevin Ross Paint Type / Color: Sikkens, custom mix blue metallic Headlights / Taillights: Euro-style headlights, Marquez Designs taillights Outside Mirrors: Billet Glass: One-piece door glass conversion Bumpers: Smoothed front bumper

INTERIOR Dashboard: Stock C10 with Classic Dash Thunder Road insert Gauges: Custom by Speedhut Air Conditioning: Vintage Air Stereo: Pioneer head unit, Polk Audio speakers Steering Wheel: Billet half-wrap Steering Column: ididit Seats: 2000 Jeep Grand Cherokee Upholstery by: Owner Material / Color: Steel Gray leather Carpet: ACC Carpet with Dynamat

The post This 1967 Chevy C10 Went From the Pasture to the Passing Lane appeared first on MotorTrend.

https://www.motortrend.com/news/1967-c10-went-pasture-passing-lane/ visto antes em https://www.motortrend.com

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itsworn · 5 years

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The 2019 Grand National Roadster Show

When they say times flies, boy, they’re not lying! Seems like only yesterday when everyone down here in SoCal was rejoicing with the news that the premier indoor gig, the Oakland Roadster Show, was moving down to the Pomona Fairplex. Since that move, which of course caused quite a stir with many who used to be locals, I’ve raised a kid who’s now in high school, while the Grand National Roadster Show just celebrated its 16th consecutive year on the grounds of the L.A. County Fair.

The 71st annual offering of America’s oldest and the world’s longest running indoor car show, the 2019 Grand National Roadster Show, was met with unseasonably good weather—which may sound odd for Southern California but considering the abundance of rain the region’s had this winter, the warm temps and clear skies were a much-welcomed feature. So much so, in fact, that the annual Granddaddy Drive-In outdoor show (now in its 14th year) set vehicle entry records, filling up the open-air areas between the Fairplex exhibit buildings—which was expanded further out toward the racetrack this year to allow even more cars—on Saturday and Sunday.

But for me, and I’m sure others as well, the biggest attraction (which was totally unexpected) wasn’t the display of America’s Most Beautiful Roadster contenders, rather, the 90th anniversary of the Ford Model A exhibit that was proudly presented by CW Moss. Now, if you’re thinking a huge building filled with restored four-banger-powered parade cars, think again: it was a huge building filled with everything from past AMBR winners to legendary NHRA/Bonneville record-holding race cars such as the “Ala Kart” and “Niekamp” roadsters, Tony Nancy’s 22JR and the Holmes, Kugel & McGinnis roadsters, and iconic Model As like my all-time favorite, Jim “Jake” Jacobs’ one-of-a-kind phaeton, “Jacopage.”

Directly across from the “Amazing A” display, the 14th edition of the Suede Palace proved once and for all, you can polish a … Shiny is the new satin as it were—as you may have noticed over recent years, the Suede Palace has gradually deemphasized the first portion of its name with the inclusion of more and more shiny-finished vehicles. That was clearly evident the moment you crossed the entry threshold into Fairplex’s Quonset hut building (which has housed the Suede Palace for the GNRS since its inception in 2005) as you were greeted by Roger Miret’s amazing full-custom 1954 Chevy, “Morphine,” alongside a stretched, channeled, chopped, and Nailhead-powered Model A coupe wearing a complementing light blue metallic (with angel hair laid down below with an almost tire-smoking appearance). From there on through the perimeter of the building was one well-built, nicely styled traditional custom and/or hot rod after another. Sure, there was a four-door or two, and yes cars in suede, but from an overall perspective, it was anything but a junkyard of relics. Top that with the usual array of live music, an even bigger array of vendors, ranging from artists and collectible peddlers to clothing and accessories, and even though the Suede Palace can’t get much bigger capacity wise, it’s definitely gotten better.

But when it comes to the show’s real big attraction overall, that can be found center mass, Building 4: the collection of contenders for America’s Most Beautiful Roadster award. Among this year’s stunning roadsters vying for the coveted perpetual honor, from the beautifully scaled Deuce roadster by Steve Moal to the perfectly period-equipped Model A roadster by Bobby and Tyler Hilton, it was quite an impressive display. But when all was said and done, it was George Poteet’s 1936 Ford, “3 Penny Roadster,” constructed by Eric Peratt and his crew at Pinkee’s Rod Shop, that took the 70th annual AMBR title.

Painless Top 100

Tech Tip Wire Gauge Size

Electrical wiring is rated in size by a gauge number. Unlike most things in life, wire size gets bigger as the gauge number decreases. Normal automotive wiring ranges from 18 to 10 gauge in harnessing and 8 to 00 gauge for charging systems and battery cables. In wiring, it’s better to be too big than too small.

1932 Ford Roadster | Jim Govro | Dripping Springs, TX In the early ’50s, Jim Govro drove this channeled roadster to high school but he sold “Tweety” in 1962. Fifty years later, he bought it back. Rex Rod & Chassis rebuilt it labor free on the condition that it be finished as close as possible to its earliest version. That includes a 1951 Cadillac 331 with dual 97s and Offy valve covers. The interior is upholstered in white Naugahyde replicating the early style. The gauges are 1940 Ford and the steering wheel is 1954 Olds. Skinny bias-ply whitewalls roll on 15-inch Ford wheels with piecrust slicks on Oldsmobile wheels.

1954 Chevy 210 Custom | Roger Miret | Scottsdale, AZ Roger Miret’s 1954 Chevy “Morphine” was a shared effort by the Phoenix Rumblers Car Club. Its numerous sheetmetal mods include 1956 Chrysler taillights and three top chops to achieve the perfect proportions. Elaborate panel paint and seaweed flames, and an on-the-ground profile (provided by airbags and step-notched ’rails) make a huge first impression. The Chevy 235 Stovebolt with a Wayne head and dual Strombergs with helmet air cleaners continues the period-correct impression—carried further by a two-tone pleated upholstery.

1958 Edsel Ranger | Kathy Lange | St. Louis, MO Kathy Lange’s ’58 Ranger, built by Alloway’s Hot Rod Shop, started as an original Ranger, but Edsel fans might spot Pacer and Citation components added to the mix. An Art Morrison chassis provides the modern platform for the car, rolling on 17- and 20-inch five-spokes, designed by Alloway’s and built by Billet Specialties. A 700hp supercharged Coyote engine, built by Roush Performance, is packed under the hood. A pair of ’64 Thunderbird seats were upholstered in Moore and Giles leather to match the custom maroon and silver paint. Edsel gauges were updated by Classic Instruments.

1951 Oldsmobile Club Coupe | Rodney & Cheryl Palla | Bakersfield, CA Rodney Palla’s resto-rod Olds stock body retains all trim and hardware. Everything else has been redone, from the Roadster Shop chassis to the LS3 (disguised with Olds Rocket valve covers, appropriate green paint, and oil-bath air cleaner). Colorado Custom one-off wheels feature 1950-1953 Olds-style hubcaps created in 18- and 19-inch diameters. The interior’s early ’50s flavor is updated with Vintage Air A/C, Dakota Digital custom gauges, and a Kicker stereo. Scott Laitinen and the SIC Chops crew did an amazing job.

1936 Ford Coupe | Amadeo & Teri Angelo | Drummond, MT Amadeo Angelo took the coupe to Roseville Rod & Custom. The Cloud Mist Gray coupe now packs a Don Ferguson/ARDUN Enterprises 296ci topped with an S.Co.T. blower, Autotrend EFI 48 injection (disguised as deuce carbs), and oil bath-themed air cleaner. The front fenders and custom-louvered hood have been reshaped to fit the engine, and 1 inch was chopped from the top. One-off Evod wheels and bias-ply Diamondback rubber fill the fenders. The coupe sits on a Roadster Shop chassis.

1924 Buick 24-6-45 Touring | Ryan Rivers | Fullerton, CA Ryan Rivers’ outstanding Buick proves that a mid-budget, homebuilt, non-Ford street rod can compete for the AMBR award. Ryan studied art books to create the art deco and art nouveau elements found throughout the car. The top was chopped 11 inches and a REO cloth top was added. The 18-inch custom wheels are modeled after the solid covers found on coach-built cars of the ’20s and ’30s; other elegant details conform to the same theme. The hemispherical trim pieces found around the car were made from stainless soup ladles, 22 in all. Buick power comes from a 1952 straight-eight with twin Stromberg 97 carbs.

1931 Ford Model A Coupe | Mike Collman | Portland, OR Mike Collman’s ’60s show rod–influenced Model A body has been chopped 3 inches, channeled 4 inches, given suicide doors, and finished with ice blue paint with pinstripes from Mitch Kim. The 322ci Buick Nailhead features six 97s with frog’s mouth scoops plus Offenhauser valve covers. Firestone piecrust whitewalls and Radir cheater slicks are mounted on 15-inch Rocket Racing drag-style wheels. Inside, a Schroder Sprint Car wheel, 1951 Ford gauges, mirrored dash, and diamond-tuck upholstery all over validate every award won.

1930 Ford Model A Coupe | Peter Georgeades | Newark, CA Peter Georgeades worked with Cambra Speed Shop to turn a stock coupe into a custom show rod. The four-banger has been replaced with a 383 stroker Chevy small-block with a 6-71 blower and triple Rochester carbs. Body mods include a 4-1/2-inch chop, bobbed rearend, and raised wheelwells, plus a sweet candy red panel paintjob. Wheelsmith contributed the 15-inch chrome reverse wheels, wrapped in bias-ply skinnies and grooved slicks. Handmade race bucket seats and Classic Instruments gauges in a custom dash set apart the interior. A Pinkee’s Rod Shop chassis carries the Model A.

1962 Chevrolet Bel Air | Kent Matranga | Laguna Hills, CA This 1962 Chevy bubbletop was built by Andy Leach at CAL Auto Creations. Owned by Kent Matranga, the engine cover tops the supercharged Corvette LS9 engine. It sits on an Art Morrison frame with a C6 Corvette front suspension and four-link in back. Billet Specialties created wheels for this car and now sells them as the Grinder model. Recovery Room wrapped custom seats in dark red leather. Cars this nice sometimes disappear after a few years of glory, but we’ve been told that Matranga drives his 1962 whenever he can.

1932 Lincoln Victoria | Larry Carter | Los Gatos, CA You’d never expect that Larry Carter’s restored two-tone maroon 1932 Lincoln is powered by a Coyote engine. The rare Vicky, one of seven known remaining, was found in a SoCal wrecking yard in the late ’60s. Larry bought it in 2014 and delivered it to Roy Brizio Street Rods, requesting an original-looking car with modern components. Updated parts include the Art Morrison independent front suspension and Heidts independent rear. Wilwood brakes are mounted behind the 18-inch custom Lincoln wheels by Don Sommers, rolling on classic Bedford tires. The leather-covered interior blends original pieces like the 1932 Lincoln steering wheel with modern elements like the seats, Classic Instruments gauges, Vintage Air A/C, and SiriusXM audio.

Best Ford In A Ford

A Homebuilt Factory Five 1933 Replicar Running a Ford Coyote Engine

When Ford introduced the Coyote 5.0L modular engine several years ago, it was exciting to see these engines showing up under the hoods of street rods. Now that Coyotes have continued to grow in popularity, the exciting thing is not that builders are choosing them, but seeing how creatively they are modifying them to fit the overall style of the cars and trucks they are powering.

Jim Bridgewater’s 1937 Ford coupe was displayed prominently in the main building of the Grand National Roadster Show. Jim is from Paradise Valley, Arizona, and discovered the coupe at SO-CAL Speed Shop Arizona in Phoenix. The car was in stock, rust-free condition, and impossible to pass up. That was seven years ago and the version of the 1937 we saw at the GNRS is the second build since he bought it. Jim is a big fan of the 1937 Ford, with five in his collection. This one, he told us, was intended to be the “final ultimate build—something special with high quality and driveability.”

To help him reach his goal, Jim contacted Randy and Mike Way at All Ways Hot Rods in Phoenix. Working from a concept design and illustrations by Jimmy Smith at Jimmy’s Hot Rod Design, the Way brothers and the All Ways team exceeded Jim’s expectations.

No extreme sheetmetal modifications were made to the body. Gaps were filled and the fender beads were eliminated. Other than that, what you see is close to what Ford envisioned 82 years ago. Lucky Luciano Lacerda sprayed the Quicksand-colored Sherwin-Williams paint. The timeless color is contrasted by perfect chrome and bronze and brass colors on the wheels. EVOD Industries contributed the custom one-off 16-inch wheels, wrapped with 185/55R16 and 235/65R16 Firestone radial tires.

The chassis from Total Cost Involved combines independent front suspension components and a rear four-bar locating the Ford 9-inch rear with 3.70:1 gears. Aldan coilovers smooth out the ride and Wilwood disc brakes take care of stopping.

The interior was finished beautifully by Armando’s Custom Upholstery in Hemet, California. The bench seat was rebuilt on the 1937 Ford frames and upholstered in a combination of brown leather and Streifen Braun cloth. A 1937 Ford wheel from PearlCraft on a modified factory column, and restored factory gauges, retain the classic appearance. Air conditioning from Vintage Air is a modern amenity; the coupe was built to drive and in Phoenix that requires A/C. Another modern, but stealth, component is the retractable push-button shifter, built into the seat.

Choosing a Coyote engine for the coupe was part of Jim’s plan for building the ultimate Ford-powered 1937. As we said, we’re seeing Coyotes more and more in street rods, but none like the one in Jim’s coupe. All Ways Hot Rods dressed the engine to fit the style of the car, fabricating beautiful custom airboxes, coil covers, and throttle body induction tubes. Handbuilt headers and exhaust pipes carry away the exhaust. The Coyote is backed up by a Ford 4R75W transmission.

The antique-looking badges on the coil covers, and elsewhere on the car, consist of an emblem showing a gem over a stone bridge with water flowing underneath. The combination—gem, bridge, water—represents the owner’s name. As soon as we saw Jim Bridgewater’s remarkable Coyote-powered 1937 Ford coupe, we knew we’d found a winner for the STREET RODDER Best Ford In A Ford award presented by Ford Performance.

The post The 2019 Grand National Roadster Show appeared first on Hot Rod Network.

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thecardaddy · 6 years

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1947 Dodge Pickup - $72,995.00

1947 Dodge Pro Mod 5.7 Hemi - Complete Restoration on Shortwide all steel original body. Original frame with modern coil over suspension. Started with an all steel rust-free body. Body work is excellent. Oak wood inside bed has 7 coats urethane, sanded between each coat. The paint on the truck is base coat clear coat with 6 coats of clear, sanded and polished to a mirror finish. Body disassembled and re-assembled to an awesome fit. The chassis has a custom front end with new 2 inch drop spindles coil over springs, shocks, 11.5 inch disc brake rotors mated to custom 20 x 8.5 inch wheels and 245 40 20 tires in front with 605 power steering box with adjustable steering valve for quick or slower steering. Chassis fitted with a 2009 5.7 Ram1500 motor and 5 speed automatic transmission. All new Street and Performance wiring harness and updated computers. New aluminum radiator and electric fans. Vintage Heat/A/C complete new system working like it should. Complete new harness throughout the truck by Hot Wire and Street and Performance. Dash is fitted with Classic Instruments, MP3 optioned radio and all new computers. Wiring is new, no old wiring. Has fly by wire foot throttle. Ididit tilt steering column with custom steering linkage and custom steering wheel also new horn system. Everything in the cab is brand-new. Floors are done with hush matte to cover and seal for sound. All of the interior- headliner, side door panels, kick panels, back panel and seats are done with very high grade pleather. Seats are done with custom memory foam for the ride and lasting in the best show quality, above the top. Please Note The Following **Vehicle Location is at our clients home and Not In Cadillac, Michigan. **We do have a showroom with about 25 cars that is by appointment only **Please Call First and talk to one of our reps at 231-468-2809 EXT 1 ** FREE Consignment Visit Our Site Today Easy To List Your Vehicle and Get it Sold in Record Time. from Cardaddy.com https://www.cardaddy.com/vehicles/vehicle/1947-dodge-pickup-cadillac-michigan-16643319

#Trucks #Cars #SUVs #Vehicles For Sale Near Me

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thegloober · 6 years

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Mopar 426 Hemi Returns As A 1,000-HP 'Hellephant' Supercharged V8

The legendary engine is showcased in a fantastic 1968 Dodge Charger restomod at SEMA.

When the teasers started dropping from Dodge and Mopar, we suspected something big was in the works. Dare we say, the return of the 426 Hemi engine was the elephant in the room (pun totally intended) because all the signs pointed in that direction. The real question was how much power it would make, and today that question is answered. Say hello to the Hellephant – a 1,000-horsepower (746-kilowatt) plug-and-play crate engine for the street. Yikes.

Revisit the teasers:

As the name suggests, this is basically a larger Hellcat mill with a cylinder bore of 4.0 inches and a stroke of 4.125 inches. The block is all aluminum and there’s an improved supercharger on top to force-feed the big engine copious amounts of air. The crate package includes all the important bits as well as a wiring harness and PCM tuned to give the engine its full power potential. There is a catch however – the crate engine is designed to work in applications for street and off-road use on pre-1976 vehicles only.

To showcase the return of the legendary 426 Hemi, FCA dropped the Hellephant into the body of everyone’s favorite bad-guy vehicle, a 1968 Dodge Charger called the Super Charger Concept. Of course, the build involved more than just dropping in a 1,000-hp engine; it’s a full-on restomod with a six-speed manual transmission, massive six-piston Brembo brakes behind Hellcat wheels measuring 20 inches in front and 21 inches in back, and an updated interior with all kinds of bits borrowed from a modern Dodge Challenger SRT Hellcat and the recently departed Viper.

It’s undergone significant plastic surgery as well. Fiberglass widebody fenders front and rear further add to the Charger’s menacing stance, but it also allowed the wheelbase to stretch a couple inches. You’ll notice there’s less overhang in front, with more modern-day inspiration found in the front splitter borrowed from the Demon, and a rear spoiler modeled from the current Charger R/T. The classic pop-up headlights are removed in favor of permanently installed eyes from the new Challenger, and discriminating Mopar enthusiasts will identify the side mirrors not from something new, but a classic 1971 Duster.

“Our enthusiasts crave power and performance and our new ‘Hellephant’ Mopar Crate HEMI engine and kit deliver huge horsepower and torque in a plug-and-play package that is unique in the industry,” said Steve Beahm, FCA’s head of parts and service for Mopar and passenger cars. “The 1968 Dodge Charger is one of the hottest classic cars, which is why we decided to use it as a starting point for the ‘Super Charger’ Concept. It’s an amazing vehicle and a great showcase for our ‘Hellephant’ engine.”

Source: Mopar

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‘Hellephant’ in the Room: Mopar Stampedes Into SEMA With 1,000-Horsepower 426 Crate HEMI® Engine

“Hellephant” 426 Supercharged Mopar Crate HEMI® Engine and Kit revealed during Mopar press briefing at 2018 SEMA Show in Las Vegas

“Hellephant” Mopar Crate Engine delivers mammoth numbers: 1,000 horsepower and 950 lb.-ft. of torque

New 1,000-horsepower Crate Engine Kit is another Mopar first-ever feature

Logo nods to legendary Mopar 426 HEMI Engine, nicknamed “elephant” engine for its power and size

“Hellephant” Crate HEMI Engine Kit allows for relatively simple plug-and-play performance

1968 Dodge “Super Charger” Concept unveiled at SEMA features 1,000-horsepower “Hellephant” engine and kit under the hood

Dodge “Super Charger” Concept elevates one of most iconic FCA vehicles with custom modern touches and Mopar products

“Hellephant” 426 Supercharged Mopar Crate HEMI Engine and Kit available first quarter of 2019

More information on Mopar Crate HEMI engines available at www.cratehemi.com

October 30, 2018 , Las Vegas – The Mopar brand is stampeding into the 2018 Specialty Equipment Market Association (SEMA) Show with a brand-new HEMI®-engine-powered beast: the “Hellephant” 426 Supercharged Mopar Crate HEMI engine, which turns the crank at a mammoth 1,000 horsepower and 950 lb.-ft. of torque. The “Hellephant” 426 Supercharged Mopar Crate HEMI engine is a Mopar-first for a 1,000-horsepower crate engine kit offered by an Original Equipment Manufacturer (OEM). The press briefing today in the Mopar exhibit at SEMA also included the unveiling of the 1968 Dodge “Super Charger” Concept, the perfect package for highlighting the “Hellephant” 426 Supercharged Crate HEMI engine assembly and kit. “Our enthusiasts crave power and performance and our new ‘Hellephant’ Mopar Crate HEMI engine and kit deliver huge horsepower and torque in a plug-and-play package that is unique in the industry,” said Steve Beahm, Head of Parts & Service (Mopar) and Passenger Car Brands, FCA – North America. “The 1968 Dodge Charger is one of the hottest classic cars, which is why we decided to use it as a starting point for the ‘Super Charger’ Concept. It’s an amazing vehicle and a great showcase for our ‘Hellephant’ engine.” The “Hellephant” engine hits the magical 1,000 horsepower mark via bulked-up displacement, with 4.0 inches of stroke and bore specs at 4.125 inches. An improved supercharger with a high-efficiency rotor is mounted on the all-aluminum block, which provides huge weight savings to keep the “Hellephant” light. The all-aluminum block, used in Mopar Dodge Challenger Drag Pak race vehicles that dominated the 2018 NHRA Factory Stock Showdown class, was configured for the street in close collaboration with Mopar and engineers from the motorsports world.

The engine and kit’s distinctive “Hellephant” logo provides a nod to the Mopar brand’s past and present. The logo and name call out the legendary 426 HEMI engine, first introduced in 1964 and nicknamed the “elephant” engine for its power and size, as well as the 707-horsepower Mopar “Hellcrate” Engine Kit, revealed last year at the 2017 SEMA Show. The complete engine assembly includes a water pump, flywheel, front sump oil pan, supercharger with throttle body, fuel injectors and coil packs. The first-ever 1,000 horsepower crate engine assembly offered by an OEM can be paired with the Mopar “Hellephant” 426 Supercharged Mopar Crate HEMI Engine Kit for relatively simple plug-and-play by experienced installers. The engine assembly and kit are designed for installation on pre-1976 street and off-road vehicles.

Additional features of the “Hellephant” 426 Supercharged Mopar Crate HEMI engine include valve covers imported from the Dodge Challenger SRT Hellcat Redeye and valve train, valves, locks and retainers pulled from the Dodge Challenger SRT Demon. The engine build includes a special high-lift cam, as well as custom-forged pistons.

Dropping in the “Hellephant” is almost turnkey with the “Hellephant” 426 Supercharged Mopar Crate HEMI Engine Kit. The kit includes a powertrain control module (PCM), power distribution center, engine wiring harness, chassis harness, accelerator pedal, ground jumper, oxygen sensors, charge air temperature sensors, fuel pump control module and cam bus interface device. The PCM is unlocked and tuned to pump out 1,000 horsepower and 950 lb.-ft. torque.

As with the “Hellcrate” engine, Mopar will also offer an essential Front End Accessory Drive (FEAD) Kit, which includes an alternator, power-steering pump, belts, pulleys and more, and is among additional engine accessory hardware components available to assist in installing the “Hellephant.” The kit ships in unique packaging, featuring the “Hellephant” logo and includes in-depth information sheets with helpful installation tips and requirements.

The “Hellephant” 426 Supercharged Mopar Crate HEMI engine assembly and kit will be available in the first quarter of 2019. For more information, visit www.cratehemi.com, and follow Mopar on Twitter (@OfficialMopar) using the new #Hellephant hashtag.

1968 Dodge “Super Charger” Concept The 1968 Dodge Charger, one of the most iconic vehicles ever built by FCA US, is reimagined with modern elements from the current Dodge Charger SRT and the Dodge Challenger SRT lineup to create a unique package for showcasing the Mopar brand’s new “Hellephant” 426 Supercharged Mopar Crate HEMI engine and kit.

The 1968 Dodge “Super Charger” Concept is adapted to accommodate the “Hellephant” engine, enabling the classic ride to slam 1,000 horsepower to the pavement through a stock T-6060 manual six-speed Dodge Challenger SRT Hellcat transmission. The custom “De Grigio” Grey Metallic classic 1968 Dodge Charger, which is marking its 50th anniversary in 2018, feeds the “Hellephant” fresh air through a supersized hood scoop modeled on that of the Dodge Challenger SRT Demon. The hood features fiberglass construction on the outside with inner-steel construction inside carried over from the original vehicle. The 1968 Charger’s pop-up headlamp design is tweaked to plant Dodge Challenger SRT Hellcat headlamps permanently behind the grille. The original’s door handles and drip rails are shaved away, creating a clean, streamlined appearance. Front door vent windows are removed and replaced with a one-piece side glass. The 1971 Duster mirrors add a more modern appearance. The 1968 Dodge “Super Charger” Concept assumes a “wide body” stance thanks to front and rear fiberglass wheel flares painted “De Grigio” Grey Metallic body color. The front wheels push forward two inches to accommodate the flares and shorten the Charger’s overhang, extending the classic’s wheelbase from 117 inches to 119 inches. Front wheels are stock 20 x 11-inch Devil’s rims pulled from the Challenger SRT Hellcat, while the rears are upsized 21 x 12-inch custom-milled aluminum Devil’s wheels. The body drops 2.5 inches in the rear and 3.5 inches in the front to aggressively hug the pavement. Six-piston Brembos deliver a decisive stopping-power advantage over the 1968 brakes. Custom fiberglass front and rear bumpers are flushed up and shortened cross-car to provide an integrated design. The custom fiberglass front chin splitter takes influence from the Demon, while the custom rear spoiler is inspired by the modern Charger R/T. The trunk key cylinder lock is shaved and the Satin Black fuel door embellished with a custom-milled aluminum “Hellephant” medallion, one of many unique design touches incorporated throughout the “Super Charger” Concept. Vehicle graphics and badging are Satin Black vinyl decals, including the “Hellephant” logo on the front fenders, “Super Charger” badging above the doors and classic tail stripes at the rear. The Product Design Office (PDO) team let their imaginations run wild at the tail of the ’68 Charger. The lower exhaust tips are eliminated and replaced with Alfa Romeo Stelvio 5-inch dual-walled exhaust tips re-engineered to run through the taillamp housing. The brake lights have been uniquely reconfigured with LED lights that glow around the exhaust tips. Inside, door panels and interior trim are Satin Black with the unique “Hellephant” milled medallion applied on the upper door panels. The Dodge Viper steering wheel also carries the “Hellephant” medallion at its center. The instrument panel insert is “De Grigio” Grey Metallic body color and the dash is customized with a full array of Mopar gauges. The body-color center console holds a manual shifter from the Dodge Challenger SRT Hellcat, as well as the ignition button and toggle switches for the headlamps, wipers, fog lights and hazard lights. The stock front seats have been replaced with Dodge Viper seats re-wrapped in Alcantara leather accented with red stitching and are fitted with four-point Sabelt black racing harnesses. The Dodge Challenger SRT Demon seat delete option opens up the rear and also sheds weight while making space for a custom 2-inch roll cage designed to follow the profile and harmonize with the shape of the day light opening (DLO). A Challenger SRT Demon net allows for storage of racing equipment such as helmets and gloves. A black Challenger SRT Hellcat carpet covers the rear of the interior, while the front features custom floor mats modified from the current Charger SRT and Mopar pedal kits for the Challenger.

Source: https://bloghyped.com/mopar-426-hemi-returns-as-a-1000-hp-039hellephant039-supercharged-v8/

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mrcoreymonroe · 6 years

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Flying Jump Seat in the Embraer E190-E2

One mean looking aircraft: the first E190-E2 sits at FLL

I have to admit that it is not always easy keeping up with all aspects of the airline business. I knew Embraer was in process of upgrading their E-Jet family (called E2, as it’s the second generation), but I wasn’t sure what that really meant (I am sure LED lighting might have been involved). So, when I received an invite to fly on down to Florida to meet some executives, learn about the program, and take a flight on their E190-E2, how could I refuse? (spoiler: I didn’t!)

It was a quick trip (what I like to call a “turn and burn”). I would hop on a plane (737) on Tuesday morning, head from one corner of the U.S. to the other (I like to call that a “diagcon”), get some sleep (I got about four hours), get up the next day to fly on the E-Jet, and then get on another diagcon to be home by 11pm on Wednesday. Hey, I have done worse, and this trip was more than worth it!

My Alaska E170 a while back

Before this trip, I had flown on an Air Canada E190 in first class, a Jetblue E190 in economy and most recently on an Alaska Airlines (Skywest) E175 in economy. Although my experience has been limited, I can say with no question I love the aircraft. Here you have a plane that takes roller bags, feels spacious, and has 2-2 seating. You know what 2-2 seating means? No middle seats! That should be their slogan “no middle seats here” — slap it on the side of the plane and they will sell.

The night before the flight, a few media and Embraer folks went out to dinner, which is pretty standard. This gives you a chance to get to know people, and maybe ask some more laid back questions that aren’t in a formal setting. In the middle of dinner I sort of stopped my conversation and asked “wait a second, can someone ride in the flight deck jump seat during takeoff?” And without taking a breath, continued with “If so, I call dibs.” The PR folks started smiling and said they were just waiting for someone to ask. Oh yea… I was for sure giddy.

After getting back to the hotel room pretty late that night, I got things prepped for the next day, and hung out on the balcony to watch some lightning storms go by in the distance. With the shark plane flight the next day, I was a little worried of bad weather and possible tornados (yea, yea tornados are over land, but I had to try to make a Sharknado joke somewhere in this story and this is the best I got).

What do you notice first? The model or the President of Embraer Aircraft?

The next morning, we all met in the lobby and headed over to the Embraer facility at FLL. We were greeted with a nice breakfast spread and told to pick our seats. Of course I chose the one in the center for the best viewing of the presentation. Or maybe it was because it was right in front of the large E190-E2 model. Let’s go with both.

We were first given a presentation by the President of Embraer Aircraft Holding, Inc. Gary Spulak. He went over how much of a presence his company has in the U.S. and their positive impact on the economy. He talked about their offices, part suppliers, facilities, partners, and investors. All good stuff. The one name he did not mention in his 30-minute presentation was Boeing, and that shocked me. If you missed it, Boeing and Embraer have said they might, maybe, plan to, but will not confirm a $4.8 billion relationship that would result in Boeing owning 80% of Embraer’s commercial division.

This is huge. So when he asked “does anyone have any questions,” my hand shot up like the kid in the class that knows all the answers (but I don’t know the answers, so that is why I am asking) and I pointed it out to him. I received a “no comment.” He followed it up by saying they have nothing more to say than what has already been released. I reached out to Boeing and got nothing. Sure, I get it, but bummer. So much to ask. So much curiosity. So guess I need to wait.

Our E2 on taxi at FLL – Photo: Mark Lawrence

Then we had Rodrigo Silva E Souza, the vice president of marketing at Embraer, who talked about the changes between the E1s (first generation E-Jets) and the new E2s. I feel that I knew the updates, but after the presentation I think I realized I didn’t fully know. It is still the E-Jet that you know and, maybe, love, but has some of the classical upgrades you have come to expect: improved avionics, updated bins, larger windows, updated engine, 4th-generation fly-by-wire, upgraded range, reduced cabin noise, and planned profitability for the airlines. Hence the “Profit Hunter” moniker seen on the nose of the aircraft.

They also tout a 10% lower fuel burn compared to the Airbus A220 (formally known as the Bombardier C-Series). I love these sorts of comparisons. Let’s take numbers for an aircraft barely on the market and compare it to another aircraft that is barely on the market. I don’t blame them, it is a constant game. During the presentation, the E-Jet family was compared to the Airbus A319, Boeing 737-700, MRJ, CRJ family, and of course the A220. I sort of got the “bring it on” impression. They also shared case studies on how airlines like Spirit and United could make use of the plane. I am guessing they didn’t just get that data for us. After our visit, the airplane is going to be doing a tour around the U.S. (first stop was Seattle, but no comment from Alaska on the future purchase of the airplane).

When the presentation part wrapped up, it was time to head outside into the humid heat of Florida. I live in Seattle for a reason — I don’t handle this sort of climate well. But I totally felt nothing the second I saw the aircraft with that beautiful shark nose. How can you not love this thing? Or fear it?

The very clean and pilot-friendly flight deck

We were running a bit behind schedule, so we loaded on up and I stayed close to the front waiting to get all strapped in. I have been so very lucky to sit in the jump seat two previous times, both in 737s (in a Boeing Business Jet and also in 737-500 that Gogo used to own). Not to mention I have flown right seat in many smaller aircraft throughout the years.

Once my seat was slid into place, I sat down and tried to figure out the seatbelt. It took a bit, but finally got it (five-point harness). I can say that the leg room for the E-Jet jump seat isn’t as spacious as the 737. Personally I could have had my knees in my face, and I wouldn’t have cared. As always in these situations, I didn’t ask questions and obviously didn’t touch anything. The pilots were going through all their checklists and I was just getting giddy.

I have to apologize (more like #sorrynotsorry), but I didn’t get video. With my other jump seat experience, I spent so much effort trying to get video, take photos on my phone, take photos on the camera, etc., that I didn’t get to truly enjoy the experience. I still took some photos, but it was nice to actually enjoy the moment!

When we go to the end of the taxiway and were waiting to be given the green light to line up on the runway, I noticed the pilot pulled back on something. On closer inspection, it was an e-brake and looked like one you would find in many cars. I had to think back and I did not remember any other aircraft having a brake quite like it (let me know in the comments if there are any).

Lift off!

Then it was time. Time for takeoff. There wasn’t much spooling. Just GO! You cannot beat it. Doesn’t matter how great a takeoff might feel in the back of the plane, it is a totally different experience up front. Not just the views out the front windscreen, but also watching the dance of the pilot’s hands and avionics as we get to altitude.

Up to this point the pilots had not said but maybe one or two words to me (they were busy doing their jobs). However, the captain hit the auto-pilot button, turned to me with a smile, and said we are set. Then I was able to start asking questions, like a kid flying for the first time. “What does that do? What does that light mean? Can you see planes on that screen?” I find that pilots really enjoy when people have a genuine interest in what they do.

I wanted to stay up there all flight, but figured I should probably be kind to my peers. So with some grace (i.e. I didn’t fall), I was able to get out of the jump seat and head to the back of the aircraft to spend the rest of my journey.

The cabin is like the old E-Jet went on a few dates on the Boeing Sky Interior and some of its positive attributes rubbed off. You have your larger overhead bins that will allow every passenger to bring on a roller bag. You have your LED lights that can change to different colors to give the sense of space or to throw a party mid-flight. It just has a positive energy and feels more spacious. By no means is it an insult to say that it is very similar to the Sky Interior — I think Boeing has done a great job with it and it makes a huge difference on the 737.

It was also quieter. Those Pratt and Whitney engines still had a nice purr that an AvGeek could enjoy, but are quieter to allow one to talk more easily in the cabin.

Unfortunately after looping down by Key West, the flight wrapped up in about an hour and we made our way back to FLL to land. I had lunch, I headed to the airport, and then back on another 737 home to Seattle.

Let’s remove the beaches, the jump seat, the good people. The bottom line, is this is a great plane to fly in. I have been on a few A220s, but not flown in one yet. I am impressed with the cabin for many of the same reasons I am impressed with the E2. I think it pretty cool that the A220 makes the middle seat a bit wider, but you know what’s better? Not having one.

Good bye sharkie airplane!

I feel the same way that I did when I last flew the E-Jet — I would rather fly it vs. the A320/B737 family. That 2-2 layout, the quick boarding, and the large windows are an attractive combination. Add on the extras of the E2 and you have a winner. I just look forward to seeing how a “potential relationship” between Boeing and Embraer might impact the future of the E-Jet. And of course, who doesn’t love a little AvGeek speculation on what they might call the E-Jet, if they decide to change the name. B212? B818? B616? E717?

Note: Embraer paid for my flights, all-too-short lodging, and food, although all these opinions (snarky or not) are mine.

The post Flying Jump Seat in the Embraer E190-E2 appeared first on AirlineReporter.

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kawaiilightblizzard-blog · 6 years

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Ropes Course Safety

Ropes courses offer a unique opportunity for individuals and groups alike to face fears, overcome challenges, and gain a deeper sense of personal confidence and support. A classic “team-building” exercise for business, classes, Scouting clubs, and all other types of organizations, these courses can be found at public and private retreats throughout the nation.

Most ropes courses being with what are known as the “low ropes,” or a series of exercises at near-ground level involving balance, teamwork and communication. One common example would be a blindfolded person relying on the information of others to navigate a field of obstacles, or perhaps walking a thin wire a foot or so above the ground.

After completing these challenges, the course instructor will generally lead to team to the “high ropes” course, in which safety harnesses allow for actions at significant elevations. These activities involve such exhilarating feats as scaling and jumping from a telephone-pole to a trapeze, walking across a log suspended between two trees, or making your way to a zip-line.

Sadly, as much care goes into ensuring that high-ropes activities are as safe as possible, accidents still do happen, and they can be devastating. In two tragic examples, a young Eagle Scout from Idaho and Tennessee middle school student were both killed in separate incidents after falling from a zip line last year.

A recent study addressed a sample of fifteen unexpected deaths during such activities between 1986 and 2000. Five of the deaths were due to falls from starting heights, while the other ten were attributed to sudden cardiac failure. Ropes courses were also determined to be behind 4.33 serious injuries (one or more days of school or work missed) per one million activity hours. And the latest update for the wire rope will be updating soon.

Preventing Accidents

While the instructors at a high-ropes course should provide you with all the information and equipment necessary to ensure personal safety, there are always a few tips to keep in mind no matter the circumstances. These are especially important if there are multiple activities going on at once, and the instructor has allowed your team to break up and perform these challenges in pairs or other smaller groups that he or she cannot supervise entirely.

Do not “stack” people or events – quite simply, one at a time is the only safe way to perform an activity.

Keep long hair tied back in a pony tail. Those with glasses or other types of eyewear are advised to use a sports headband.

Never bring any sharp objects, such as knives, near the course. Although common at summer camps, these instruments can prove deadly when mishandled during a course.

Similarly, do not bring any distracting or dangerous items such as radios, fireworks, or alcoholic beverages near the course.

When in doubt, ask. Do not assume that your harness or other safety gear is fitting properly, or that you will be “fine” however it is.

Finally, remember that if you are “belaying” for someone (holding his or her rope’s slack during an event) or are a spectator, there is no room for practical jokes or stunts. Do not make light of the situation by pretending to drop someone or throwing objects at him or her.

Most camps and supervisors do their absolute best to minimize liability in the event of accidents. If the place where your ropes course is held is in any way professional, you will probably go through at least a little bit of paper work. However, these individuals are still responsible for certain factors, such as upkeep of equipment and grounds.

#wire ropes #ropes wire #cable wire ropes

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southbound101 · 7 years

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Hit me up if you need a custom fuse and relay block made for your engine swap, or just add a few extra circuits to your vehicle. I also do full car rewire jobs and can buil you a custom stand alone wiring harness to update your classic vehicle with a modern fuel injected engine. I can do anything from mild to wild. Family and Freinds Please Share.

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azkabuitenzorg-blog · 8 years

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Bugaboo Cameleon3 Complete Stroller 2015, Sand (Classic Collection) + Bugaboo Cup Holder

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If you are seeking Best Rated Baby Strollers then this time you are at the appropriate website. Bugaboo Cameleon3 Complete Stroller 2015, Sand (Classic Collection) + Bugaboo Cup Holder is one of the Best Rated Baby Strollers at the marketplace. This Great goods brings to you to satisfy your wants. Here, we present to you some of Best Rated Baby Strollers.

Bugaboo Cameleon3 Complete Stroller 2015, Sand (Classic Collection) + Bugaboo Cup Holder

The Bugaboo Cameleon Classic Collection combines elegance and sophistication for the timeless look

Both the base fabrics and tailored fabric sets in Sand feature an off-white micro-fleece quilted int

Bugaboo Cameleon complete collection includes: aluminum chassis with wheels rain cover, carry hand

Quick and easy maneuverability, Two-wheel position, Car seat compatible, Extendable sun canopy for protection/ Adjustable suspension, Reversible/reclineable seat, Height adjustable handlebar, Comfortable harness

Bugaboo Cup Holder: 1 cup holder, 4 accessory clips, user guide /Made of plastic /Wipe down with damp cloth /The cup holder keeps drinks upright to avoid spillages

The Bugaboo Cameleon³ Classic Collection combines elegance and sophistication for the timeless look that makes a true classic. Both the base fabrics and tailored fabric sets in Sand feature an off-white micro-fleece quilted interior lining on the extendable sun canopy, bassinet, mattress and apron. Sand-colored accessories compliment the standard-frame stroller: foot muff and parasol. The Bugaboo Classic Collection has already been updated with a series of updates and improvements that focus on inventive design and are created to keep you moving. Among the improvements are the new comfort harness, and improved seat frame so your ride around town with baby is better than ever. Bugaboo Cameleon³ complete collection includes: aluminum chassis with wheels rain cover, carry handle, wire frame, mattress sand base bassinet with off white quilted lining sand seat fabric and underseat basket sand extendable sun canopy and bassinet apron with off white quilted lining Great features: Quick and easy maneuverability Two-wheel position Car seat compatible Extendable sun canopy for protection from the sun Adjustable suspension Reversible/reclineable seat Height adjustable handlebar Comfortable harness for baby. Plus Bugaboo Cup Holder: The Bugaboo cup holder holds drinks for the parent or the child and is attachable to all Bugaboo strollers. It accommodates a wide range of drink containers up to a volume of approximately 23 ounces.

Check Price & More Information >>>

Product prices and availability are accurate as of the date/time indicated and are subject to change. Any price and availability information displayed on this site at the time of purchase will apply to the purchase of this product.

Bugaboo Cameleon3 Complete Stroller 2015, Sand (Classic Collection) + Bugaboo Cup Holder was originally published on Baby's Stroller and Car Seat

#2015 #Bugaboo #Cameleon3 #Classic #Collection #Complete #Holder #Sand #Stroller

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itsworn · 5 years

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STREET RODDER 2019 Cooling Buyer’s Guide

It doesn‘t matter whether you drive your hot rod a long distance or short, the fact remains that it can overheat … and that’s no fun. Go back four or five decades and an overheated hot rod wasn’t all that uncommon but nowadays with the sophistication of cooling systems, modern motors, and a great deal more knowledge about keeping a hot rod running cool has changed the landscape. Of course, that doesn’t mean your hot rod still can’t overheat. There can be any number of reasons why a hot rod overheats; oftentimes it’s the lack of attention to detail that can cause a problem.

Presented here are cooling options, and we might add that it’s not only the engine/radiator that can overheat but also the transmission, power steering, etc. … The nature of our hobby generally means that block-driven fans, while fantastic, aren’t always on the menu as an option. In fact, nowadays most hot rodders don’t even think about block-driven fans but go immediately to a remote electric fan that is frequently attached to the radiator … in front (pusher) or behind (puller). This is generally the result of “packaging” between a modern motor and a vintage engine compartment space becomes a premium. Probably one of the great accessories to come along in ages is the serpentine belt system, which allows you to have the necessary accessories (power steering, A/C, alternator) all driven off of one belt and in a compact fitting package off the front of the engine. Of course, it is this use of the allotted space and the nature of a serpentine belt system that causes the remote electric fan to be used. All considered, the serpentine belt system is truly a worthwhile carryover from our everyday Detroit Iron.

Nowadays we tend to run higher engine temperature thermostats (from 160 degrees in the old days to now typically up to 195 degrees), as we have found that this is advantageous to producing horsepower and also for lowering emissions out of the tailpipe. Of course, having the higher thermostat does put added pressure on the sealed cooling system but all-in-all this is the way to go. Now we did mention the sealed cooling system, which has been around for some time but it’s important that this be properly set up otherwise you will find yourself having those bugaboo heating problems. These systems have an overflow canister that also serves as your inspection point to check on fluid, as you don’t want to take the radiator cap off of these systems and then allow air to get it … that’s a bad thing.

A cooling system is like an engine in that there are a series of components that when properly matched will yield the greatest positive result. When working on a cooling system make sure to have the proper radiator (aluminum or copper/brass), fan (block-driven or remote electric), and an overflow canister (make sure to mount this properly and at the correct height in relationship to the engine). There is a myriad of details, remember we said the “lack of attention to details that can cause a problem” is the key to a properly functioning cooling system.

This year we are highlighting Derale’s full lineup of fluid coolers. From Ram air coolers to Remote mount coolers, Derale has a size to fit your ride. Ram air coolers are available in a wide variety to meet your price point and performance needs. Similar options are available on the Remote cooler side, which are very popular fan-mounted cooling systems that can be mounted anywhere space permits. Derale offers the broadest range of remote coolers in the industry from their most popular Hyper-Cool lineup, all the way to the brand-new Hi-Flow Racing Coolers.

The one thing hot rodders have counted on from Derale for over 40 years is the quality. Derale prides itself on manufacturing high-quality cooling components for all genres of the automotive aftermarket. Their ISO 9001:2015 certified facilities put the product line through a rigorous QC system to ensure a quality product every time. Derale Performance (800) 421-6288 derale.com

For over 40 years, U.S. Radiator has offered the most complete and comprehensive line of “correct appearance and fit” copper/brass radiators for American classic, muscle cars, classic truck, and street rod applications in the industry. Over the last 10 years they have expanded their line of “correct appearance and fit” radiators with their Desert Cooler Aluminum radiators. They now offer four distinctive performance core designs to handle any horsepower and hard-to-cool applications and have been the leader in innovated heat-transfer design. Couple that with their unique Triple Flow design and Low Profile Fan Shroud package and every application from mild to wild is covered. Available directly from CoolCraft.com. U.S. Radiator Corporation (323) 826-0965 usradiator.com

Crafted by professionals for professionals, SPAL electric cooling fans (brushed and brushless) provide reliability, extreme durability, and superior performance under the most challenging race conditions that is second to none.

SPAL 300W and 500W sealed brushless (SBL) motor fans are designed to meet new generation cooling system requirements. From engine bay ventilation to distributive cooling to variable speed cooling and beyond. Additionally, SPAL performs all product design, tooling, performance, and validation testing, automated motor manufacturing, injection molding, robotic product assembly, and 100 percent online testing entirely in-house. This guarantees the quality and performance level of every step in the design and manufacturing process to ensure the well-known “SPAL Quality Standard” that, for over 60 years, has distinguished SPAL products in the marketplace. SPAL Automotive USA (800) 345-0327 www.spalusa.com

Griffin Thermal Products is proud to offer an ExactFit series of aluminum radiators. With 30 years of experience in the performance cooling market and one of the largest collections of OEM sample radiators, Griffin has engineered the ExactFit series.

Working with a double focus on precision and performance, the ExactFit products install exactly the same as the OEM component. They offer all of the required mounting tabs, brackets, and spuds to ensure a seamless installation. Optimal performance is achieved by the use of the Griffin exclusive MegaCool core. The core design used in these products creates a greater amount of surface area in the same amount of space. This allows the product to far exceed the performance of common four-core radiators.

Backed by the industry’s best two-year warranty, the new ExactFit radiators are top of the line. Griffin Thermal Products (800) RACERAD (722-3723) griffinrad.com

Old Air Products specializes in cooling system performance. They manufacture the Hurricane Series A/C, heat, and defrost systems that offer a variety of options to fit virtually any vehicle. Along with the A/C systems, they offer a complete line of electric fans, fan shrouds, and aluminum radiators to maximize the cooling capacity for your antique, classic, or custom vehicle. Old Air offers a full line of replacement parts and N.O.S., NORS parts for factory A/C and heater systems, including heater valves, blower switches, resistors, relays, receiver/dryers, cables, update kits for STV and POA valves, A/C hose assemblies, vacuum valves, and electrical switches. Old Air Products (817) 531-2665 [email protected] oldairproducts.com

Delta PAG’s brushless high-performance cooling fan uses cutting-edge, patented technologies, making them the most advanced fan on the market. Their patented technology increases reliability (lasts 10 times longer), reduces amp draw by 30 percent, Soft-Start eliminates power spikes, and produces over 2,800 cfm at only 2.70 inches thin.

Plug-and-play with your OEM/aftermarket computer or use Delta PAG’s digital temp/speed controller to program on/off temp and adjust airflow to custom-fit your application. One digital temp/speed controller can operate two fans simultaneously, allowing for true staggered-on operation. Included waterproof wiring harness makes an easy install, no relays or temp switches needed. Ask about fabricating a custom aluminum shroud for your application. Complete cooling packages also available, radiator, shroud, and fan(s) for any vehicle. Delta PAG (212) 203-2912 deltapag.com

Heralded as the flagship fan of Maradyne’s brand, the M162K Champion Series 16-inch low-profile heavy-duty fan delivers more cooling per square inch than any other fan in its class. Designed with the street rod crowd in mind, this fan features an industry-low 3.25-inch height at the motor and a mere 1.1 inch at the outer rim of the shroud.

Made of all glass-filled nylon for high impact and heat resistance, this reversible fan produces over 2,000 cfm in Maradyne’s AMCA certified air test chamber. Sponsored for years on Xfinity and Cup racing teams, it can cool up to 850 hp in the pits. Whether it’s your favorite weekend rat rod or showstopping shrine to chrome and glitz, this fan will keep your powerplant cool and your ears happy with its quiet S-blade design. Maradyne High Performance (800) 403-7953 maradynehp.com

The post STREET RODDER 2019 Cooling Buyer’s Guide appeared first on Hot Rod Network.

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Nintendo Switch review: a brave and fascinating new console

At 280 the Switch is a gamble, but Nintendo has again done its idiosyncratic best to challenge the way we think about games hardware

Nintendo remains a puzzling phenomenon for a lot of modern gamers. The company never makes powerful consoles, or cool consoles; it never pushes the processing envelope, and it always seems a little eccentric when it comes to online infrastructure. Unlike Sony and Microsoft, it isnt trying to make gaming PCs designed to resemble dedicated games machines it just makes games machines.

The Switch is the latest evolution of an idea Nintendo has been playing with since the arrival of the Wii in 2006 a console for everyone, with an interesting, accessible and flexible interface. The console itself is basically a tablet, and completely portable, but plug it into the stand and the action immediately appears on your TV. It is a weird hybrid, a new mid-point between home and handheld.

The big question is is it fun?

The basics

Priced at 280, the Nintendo Switch is a hybrid system a cross between a home console and a handheld. When you buy one, you get the console itself, as well as the two JoyCon controllers, the stand for plugging the device into your TV, and a controller grip. HDMI and power cables come too.

Nintendo Switch whats in the box. Photograph: Nintendo

Games are on small cartridges (that rattle rather suspiciously) and they slot into a port at the top of the console. Unlike with PS4 and Xbox One, you dont need to install the software on to your hard drive, which is just as well as the Switch drive is a measly 32GB. Theres a Micro SD slot at the rear of the Switch, which adds additional storage capacity.

Optional accessories include a wired LAN adaptor and pro controller which offers a more refined and traditional interface for 65. Extra Joy-Con controllers (necessary for multiplayer games like Arms) cost 75.

Specifications

Size: 10cm x 24cm x 1.4cm (with Joy-Con attached)

Screen: 6.2-inch LCD Screen, 1280 x 720 resolution

Processor: Nvidia Custom Tegra processor

Storage: 32GB (with Micro SD card slot for additional space)

Connectivity: wifi (IEEE 802.11 a/b/g/n/ac) and Bluetooth 4.1

Weight: 300g (400g with Joy-Con attached)

A design of two halves

The Nintendo Switch looks like a very small, budget-conscious tablet, with the same sort of build quality (ie solid and kind of sleek). The capacitive touchscreen is not as precise as youll find on your new smartphone, but its a definite step up from the spongy Wii U GamePad and reacts to the slightest touch rather than a frustrated jab. The experience really does merge the accessibility of playing on a tablet with the added controller accuracy of a handheld. Its like a modern take on the multifaceted approach of the DS and 3DS, but with a larger screen and much more granular control.

When you want to plug it into into your TV, you slide the Switch into the dock, until it clicks into the port. This is a smooth, seamless procedure, but the console does rattle a little in its toaster-like home. The dock has HDMI, three USB ports and a power socket but thats all. Its just a hunk of plastic.

Nintendo Switch compared with a Wii U GamePad. Photograph: Keith Stuart for the Guardian

The Switchs built-in 6.2-inch display is 720p HD, and the picture quality is usually very good, with rich colours and a nice sharpness. When you plug the console in to your TV, Switch can output in full 1080p (though not 4K). On a larger display, its very clear this console is far behind Xbox One and PS4 in terms of visual fidelity the graphics have that familiar Nintendo look; cartoony, slightly hazy, but also artful. Titles like Legend of Zelda, Mario Kart and, later, Super Mario Odyssey do look beautiful, but in a more stylised way than the photorealistic aspirations of the other consoles.

Shared pleasures

Once charged, the Switch can be taken wherever you go and this is a key feature. With this console, you can put the screen down wherever you are, slide the Joy-Con off, hand them out and start multiplayer sessions with friends. The fact that the controllers can be used independently means Mario Kart, Bomberman, Just Dance and SnipperClips can all be played without the need to buy extra pads. Its the whole games-for-everyone philosophy of the Wii, joyously emancipated from the home.

On top of this, the console offers ad-hoc local networking for up to eight Switches. The idea of being able to meet up with pals wherever you are and play Mario Kart or Splatoon 2 together in big team sessions is an enticing one and the concept becomes even more interesting if/when we start seeing community-focused titles like Monster Hunter and Pokemon coming along. It was the former that more or less kept the Sony PSP alive, exploiting the machines ad-hoc connectivity; and we saw how powerful Pokemon Go was as a roving social experience. If Nintendo can harness this potential, it would be a major plus for the console. Sitting in a park with a whole bunch of people playing Mario Kart is a really fun proposition.

Joy or con?

Perhaps the most intriguing element of the Switch is its two Joy-Con controllers, which can be used separately, or snapped either side of a plastic grip to make a standard pad. Each Joy-Con has an analogue stick, a button array on the front, and four shoulder buttons along the edges. They also have built-in accelerometers and gyroscopes for motion control, while the right Joy-Con has a motion-sensitive IR camera, which can sense movement in front of it. Theres also a Capture button which lets you take, store and share in-game screenshots (but not video just yet).

The Switch Joy-Cons, close up. Photograph: Nintendo

The Joy-Con are small, but theyre very comfortable in the hand and the plastic is good quality. To make them more sturdy, there are wrist strap sections that slide on to the side of each controller, clipping into place. Theyre easy to get on, but removing them is an unnecessarily fiddly process of lifting a small locking mechanism, pressing a tiny black button then sliding them off it takes some practice (and brute force) and if anyone accidentally puts one on the wrong way round which really shouldnt be possible they become wedged pretty fast. It doesnt really feel like the neat, graceful, child-friendly industrial design were used to from Nintendo.

But theyre definitely good fun to use. Gripped in your hands they become almost invisible facilitators of ridiculous interactions. Whether thats milking a cow or pretending to scoff sandwiches in 1-2 Switch, or cutting out shapes in Snipperclips they take on the forms that each game requires; like the computer mouse, they simply become extensions of your own movements. This could (and in Nintendos hands should) lead to whole new interactive experiences

The Zelda box?

The Switch is launching with eleven games, but many of these are updates of already released titles like I Am Setsuna, World of Goo, Skylanders Imaginators and Just Dance 2017. One exception is Super Bomberman R, a re-invention of the classic multiplayer maze battler.

Of the two major Nintendo titles, 1-2 Switch really should be bundled with the hardware. This collection of competitive mini-games is fun for a while, but its purpose is to exhibit the capabilities of the console and with no lasting challenge to any of the 28 tasks, youll soon tire of it. Even a limited demo of the game would have been a welcome addition to the console package.

The key draw right now is The Legend of Zelda: Breath of the Wild, and honestly, what a draw it is. Expansive, refined and exciting, it could well be one of the greatest launch titles ever released.

Later in the year, well get Splatoon 2, Super Mario Odyssey, Arms and Super Mario Kart 8 Deluxe, which all look wonderful; then there will be Xenoblade Chronicles 2 and a Fire Emblem title, pretty much capturing the RPG market. Nintendo claims there are 100 games in development from 70 publishers highlights include the Elder Scrolls: Skyrim conversion, a Dragon Quest, a Sonic game, Ultra Street Fighter II, and follow-ups to cult titles like No More Heroes and Shin Megami Tensei. Thats a lot of fun to be had.

The big draw The Legend of Zelda: Breath of the Wild. Photograph: Nintendo

Nintendo has announced 60 indie titles as well: successful releases like Stardew Valley, Shovel Knight, Cave Story and Overcooked are on the slate, as are newcomers Yooka-Laylee, Snake Pass and Wargroove.

The big test of course is whether the big hitting franchises will come over. We know EA is making a Switch version of Fifa, and theres a Switch Minecraft, but will there be a Switch Call of Duty (and if the series goes back to WWII this will really matter), a Switch Red Dead Redemption?

So far it feels like theres more industry positivity around Switch than there ever was around Wii U. If Zelda starts shifting machines, the big publishers will want a part of that especially with the costs of producing high-end Xbox and PlayStation titles exploding with every new hardware iteration.

The end of the Miiverse

One disappointing aspect is that two favourite connected services Street Pass from the 3DS and Wiiverse from the Wii U will not be returning on Switch. Instead were getting a more conventional online subscription service offering multiplayer gaming and other content including monthly free titles.

At the same time, online lobbies and a voice chat app will replace the community hub that made your Wii U desktop feel like a thriving virtual town rather than a staid menu system. Indeed, the Switch desktop is rather sparse, so far consisting of large icons for any games youve played, as well as smaller options for the eShop, photo album and controller settings. Youll be able to import your Nintendo Account ID, make your own Mii character and set up friends lists, of course but currently the UI is very bare and uninspiring (although you could also see its simplicity as a bonus, especially as it also has to function on a smaller, portable display).

In many ways, Switch is going to be a lot more like Xbox and PS4 in its connected philosophy and thats a shame. And whats missing from this more conventional set-up is apps: currently there are no video-on-demand options like YouTube or Netflix, though Nintendo has said its considering them. Furthermore, we still dont know how much the subscription will cost, but it will be free until the autumn. On a more positive note, the eShop looks to be getting some excellent support from indie developers who are looking to support and explore the unique feature-set of the console.

Verdict

The Nintendo Switch is a brave and fascinating prospect. While the Wii U hinted at a dual screen future (and provided some truly brilliant games), this update truly gives us a strong standalone handheld platform as well as a home console that produces beautiful visuals and trademark Nintendo experiences. Those who well say buy a PC/Xbox/PS4 instead are too entrenched in conventional wisdom to understand the appeal of Nintendo hardware, which has always stood slightly to the side of the industry product pipeline. The Switch is playing in a very different space, a space of its own, and we now need to see if the rest of the industry, and a large enough audience of casual gamers, will join it.

Whatever happens, Nintendo has once again done its idiosyncratic best to challenge the way we think about games hardware. Right now, it has the best launch game in at least a decade, and enough compelling possibilities on the horizon to warrant enthusiasm and hope. At 280 it is a gamble; when the price drops, as it inevitably will before Christmas, it may prove irresistible.

Pros: fascinating hybrid concept; interesting controls; good quality screen; some excellent games on the way

Cons: areas of fiddly and below-par hardware design; limited launch line-up; unclear digital strategy