#III. Transmission Rebuilds and Replacements: | Explore Tumblr posts and blogs

infiltraitor-n7 · 8 years ago

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After Alchera, Kaidan checks his messages

I | II | III | IV | V | VI | VII | VIII | VIV | X | ao3

Where was he, when it happened?

Where was he?

Why wasn’t he looking?

What had he missed?

Maybe there was some transmission he could have caught— some message intercepted, a forewarning, before possibility crystallized into certainty, before the cat inhaled the poison—

In the vids, there is always a moment of impending doom, like a starship skirting the undetected event horizon of a black hole, and the audience can see it coming, watching in agony as it draws closer, but the protagonist can’t. And the audience leans forward and collectively urges, “Look, we see it, turn your head and look, there’s still time, you can salvage this, look—”

And then the hero, or the hero’s sidekick, partner, friend, at the last moment of possibility, turns their head and looks, and disaster is averted, the trap is unset, the black hole escaped, the hero alive.

When was that moment for Kaidan? Was he mindlessly tinkering with some stupid piece of electronics on the Normandy’s lower deck, when a crucial message was sent? When whoever attacked was sending coordinates of the Normandy’s location? Was he asleep, drooling onto Shepard’s shoulder, as the enemy flickered into view at the nearest mass relay? Was he bickering with Tali about the pros and cons of the latest model of omni-tool, or about which galactic prince their latest drama star should choose? When if he had just looked out the window, he could have seen the silent mass of destruction bearing down on them, readying its cannons.

Where the hell was he, right before the point of no return had been passed, when what could happen, became what did happen, before any of them had a clue?

Where the hell was he?

The guilt seeps like a sore that just won’t heal. He sits with his head in his hands and does what his therapist has told him to do: just feel it. There’s no use fighting it. Feel it, and when it lessens, do something productive. Do acts of atonement, if you feel that’s necessary.

How is he ever going to atone for all the things he missed, every clue the audience would have been screaming at him to see, while he was taking a piss or browsing the Extranet for asari fetish sites to scandalize Garrus with?

There is no making up for such reckless carelessness. For such arrogant cluelessness. How do you atone for missing the crucial warning, for not hearing the message, for blindly focusing on all the stupid things that didn’t matter, had never mattered, while oblivion was bearing down on everything that mattered most? He can’t get his mind around it. He can’t see it or untangle it. It’s an equation he can’t solve. He can’t make up for the absence of Shepard’s figure taking point, fist raised, head cocked, alert and burning hotter than a flamethrower, or the shadow cast by her body spinning in space over those who watched her fall. He can’t replace her. He can’t rebuild her. No one can.

He finally checks his messages. He doesn’t even plan it, like he tried to last time. He just flicks his omni-tool and feels his guts twist and presses the blinking light and there they are, just as he feared. Message, after message, after message.

He has known it was coming. He has known it for awhile, intellectually. The news vids had finally dropped the story about the search for Shepard’s body, when days became weeks, and weeks became months, and no sign of it had been spotted. The Alliance had been searching, promising to do their best to bring Shepard’s corpse back, if there was one to bring back, to bring closure for the Hero of the Citadel, to enshrine her somewhere befitting a brave soldier who had given her life to protect the galaxy from the Geth, from a rogue Spectre helming a unique alien ship.

But as time kept flowing forward, despite Kaidan’s wishes to reverse it, the news reports became sparse, until one day he could walk by every vidscreen on Arcturus and not hear a whisper of her name.

So he didn’t know the exact moment they finally called off the search, and shifted her status from “missing in action” to “killed in action.” He has suspected it was coming, or had already happened. But he hadn’t known, until now, as he finally opens his messages and sees the navy-wide memo tersely stating that Alliance resources could no longer be spared to continue the search, and as no wreckage or body had thus far been recovered, it was likely lost, incinerated in the blast that rocked the escape pods as the Normandy consumed itself.

MIA. KIA.

Letters on a blank field. A cipher shifting positions in the alphabet to reveal the truth. From possible, unofficial, hopeful- to certainty, official, it is what it is.

KIA.

He stares at the letters on the screen. He feels nothing. He begins reading. Messages from former classmates, from acquaintances back on Earth, who had heard the news from his mom that yes, her son had been on the Normandy, but he’s okay, thank goodness he’s okay, and were just sending “glad you’re still alive, buddy” messages. He sees messages from Tali, Wrex, Garrus. Chakwas. Most of them have already left Arcturus. They’ve been gone for months. He can’t bear to think about the last time he saw them right now. He skips them. There are no messages from Joker.

He sees one from Liara. URGENT.

He opens it.

Kaidan,

I need your address, wherever you’re staying for the foreseeable future. There’s something I need to send you.

Liara

He has no idea where in the galaxy she is now. Or the others. He can’t bear to ask. He can’t talk about it yet. He can’t carry their pain, the tremor in their voices, the heavy silence, their shuddering breath. He can’t even carry his own. He can’t reminisce, or exert the effort to make himself say the appropriate things, the empty words you’re supposed to say to stupid questions like “How are you holding up?” But he can grant her this simple request. He replies to her message, with just his address.

He takes a deep breath.

He sees another message from the navy. They’re having a memorial. He is invited. It will take place in a few weeks. He closes his eyes. He tries to imagine standing in a crowd of people, like at Jenkins’s funeral, watching two green rookies fumble with a flag. He tries to imagine all the official people standing around, all the people who never really knew her, bowing their heads and mouthing the word hero and bullshit about being at peace, as if she could be summed up in one word, as if being at peace somehow makes up for being dead, as if peace is a word Shepard even knew, let alone wanted, when she couldn’t hardly bear to stand still to literally save her life, and Kaidan wants to put his fist through someone’s skull.

He opens his eyes. He flicks past more messages, condolences, relief, questions, interview opportunities, bank statements, the evidence of life that keeps going on its own accord, without him having to do a thing, effortlessly as breathing used to be, piling up while he had been running, outside of himself. He sees a message from a name he doesn’t recognize, but is flagged as personal and urgent. He opens it.

Lt. Kaidan Alenko,

Please allow me to offer my condolences during this difficult time.

It is my duty to inform you as executor of E. A. S. Shepard’s estate that you have been named as her sole beneficiary in her last will and testament. As Cdr. Shepard has officially been declared deceased, and a death certificate has been issued, I am now at liberty to begin distributing her assets, and kindly request that you come to my office on Arcturus Station at your earliest convenience.

Kind Regards,

Freya Gomez III, Esquire

Kaidan blinks. He stupidly wonders what “A. S.” stands for. He hadn’t even known she had a middle name, let alone two. She had assets? Enough assets that she felt the need to have a will? She named him as her beneficiary? When the hell had she done that? She had never even said the words I love you.

It does not surprise him, how she manages to surprise him, even while dead.

He wonders where he was.

He wonders about all he missed, while he wasn’t looking.

He wonders why the hell he wasn’t looking.

He wonders about all the things he’ll never have a chance to know, as the audience screams at him to look, look, before it’s too late, everything can be okay if you’d just LOOK.

But that’s all wrong.

Because the event horizon has already been crossed. It is what it is. And it’s just him, alone, staring blindly into the black.

#shenko #mass effect #fanfic #me2 #mytext #after alchera #i posted this 5 months ago on ao3 and totally forgot to post it here woops #grief cw #death cw #have some self indulgent sad shit #for some reason the ao3 link kills my attempt to save this draft #so for now fuck it #q

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loadvancouver847 · 4 years ago

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Nsg370

$2,250+ $500 Core Charge – Brand New Transmission

Rebuilt for 2005-2010 Available:

Nsg370 transmission rebuild kit with 1-4 (6-tab) & reverse synchro rings fits '05-'18 jeep wrangler & liberty, dodge nitro (bk478aws) TPD PRO-LINE $728.77 $668.77 $799.99. The NSG370 Jeep Wrangler six-speed transmission is for sale in new, used, and remanufactured condition. The New Venture Gear 3550 Jeep Wrangler five-speed manual transmission. Available in Jeep Wranglers from 2000 to 2004, the New Venture (NV) Gear 3550 was replaced by the NSG370. A 2000 Jeep Wrangler five-speed manual transmission was the.

The Chrysler NSG370 is a six-speed overdrive manual transmission sourced from Mercedes and built in the Stuttgart Transmission Plant. It is Jeep’s first six-speed manual transmission and Chrysler’s second after the Dodge Viper T-56.

Gear ratios:

1st – 4.459 2nd – 2.614 3rd – 1.723 4th – 1.245 5th – 1.000 6th – 0.838 Reverse – 4.062

It comes with a one year warranty, 12,000 mile warranty

Call 888-316-2940 or email us at [email protected] for questions or to order.

Nsg370 Shifter

The Jeep NSG370, a six-speed manual transmission, is a unit frequently rebuilt and sold by ZBAG. This transmission was introduced in 2004 during the era of Chrysler’s association with Daimler.

The NSG370 was first installed in the Dodge Crossfire, which shares the platform with the Mercedes Benz SLK320. This manual transmission was the first six-speed to be used in a Jeep, and was used in the Liberty and the Wrangler for several years, beginning in 2005 ending in 2010 in the Wrangler

The NSG370 is built with a cast aluminum case and substantial ribbing. The three transmission bell housing configurations mate the transmission to the 2.4 I4, 3.7L V6 or 4.0L I6 version. This unit is equipped with a top shifter and contains a longitudinally loaded transmission with fully synchronized gears. The six speeds include a fifth gear that is direct drive and a sixth gear with overdrive. An integral throw out sleeve is located on the front bearing retainer for a conventional throw out bearing.

Nsg370 Gear Ratios

This manual transmission’s input torque capacity is 272 ft. lbs. according to the manufacturer, and output torque limits are 1100 to 1300 ft. lbs., making it a good fit for pairing with the NP231 and NP241 transfer cases, which the unit is commonly used with. The Jeep/Dodge six-bolt transfer case mounting design that is used is compatible with many other New Process/New Venture transfer cases. If you are looking to convert to a 6-speed manual transmission, kits are readily available from other manufactures for use with Chevy and GM Gen. III, and small block V6 and V8 engines and conversions can be easily done. Caution: Only the transmissions used with the 3.7 V/6 and the 4.0L I6 having the ten spline 1 1/8” diameter input have conversion kits available.

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tempalatetester · 5 years ago

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Mack E7 Engine History and Technical Information

The Mack e7 locomotive is the backbone of the almighty Mack Bulldog fleet. The history of the motor is steeped in technology, tradition and good old American gumption one would expect from Mack. The e7 mack engine was first conceptualized in 1988 by the Mack Corporation engineers and introduced in 1989. The Mack E7 Engine replaced the longstanding Mack e6 form and was produced for over 20 years. The same year Mack also introduced the CH Series for on-highway heavy responsibility applications. The engine is 6 cylinder, heavy duty rated and in utility both for on-highway and off expressway industrial applications.

Mack locomotive are known for their per foot pound of torque output. They are workhorses in industrial request definition most Mack fan measure "power to the ground" over high horsepower skill of other diesel engines. Comparing a 400 hp CAT to a 400 hp Mack is like comparing fellow to dogs. Competitors testament compare the engine power at the flywheel whereas Mack's competitive advantage comes into play with the differentials and transmissions. This allows power down low where you requirement it during towing situations. Mack engines are not built for expedition unlike Cummins, CAT or Detroit but for long-term durability; perfect for service implementation like Public Bus Fleets, Fire Engines, Dump Trucks and Refuse Vehicles. The Mack e7 engine's optimal running rate is at 1400-1800 rpms but isn't designed for high jogging rates. It is not unlikely to have a Mack Engine put 1,500,000 miles hauling full many and not need a major overhaul. Mack E7 engines are found in mining, oil and gas, agriculture, construction, pumps and compressors and bravery generation.

Mack E7 Engine Technology

Typical horsepower grade for the mack e7 is between 250-400 hp. At the lowest rank of 250 hp the mack e7 locomotive testament put out 975 buttocks pounds of torque. Consequently, at the highest hp classification a Mack e7 engine evidence put out was 454 hp at an impressive 1,660 bottoms pounds of torque. The vast majority of mack e7 locomotive still on the road are later pattern which are all water cooled. The original design up until 1990, featured a turbocharged bit mounted refrigeration system. After 1990 Mack engineers developed their patented Econovance variable injection scheduling intrigue which increased gas productivity greatly and cut emissions. Many speculate Mack redesigned the motor to meet the Environmental Protection Agency's emissions standards. Since 1990 more redesigns have been implemented to meet EPA regulations. The Econovance intrigue was used exclusively on the E7 engine but not adopted by other assembly lines at Mack. In supplements to the Ecconovance technology Mack also introduced another adjustment to its E7 files which improved the efficiency of the air/fuel fraternization ratio through a high injection influence combustion diagram known as "swirl technology" which increased airflow greatly. The higher pressure injection diagram improved fuel economy and ignition productivity all while optimizing proper oil viscosity and reducing locomotive emissions. Due to the increased air flow a byproduct is less pressure on the injectors. Customers are happy to find that injector failure is quite uncommon with Mack E7 models.

Mack E-Tech Engine Introduction

The Mack E7 Engine ended up creature one the mass popular industrial diesel motor of all time. Both large scale and small scale campaign flocked to the Mack E7 Engine because of its trustworthiness and gasoline efficiency. Up until 1999 Mack ended up generating 16 different kind of the E7. 1999 ended up getting a landmark year for Mack when once again it box a residence run with its Mack E-Tech series. Mack E-Tech motor are still entity produced and are still known for their outstanding horsepower to pressures ratio. Mack E-Tech motor are 6 cylinder multi-system cooled and cable from 360 to 500 hp. The fuel injection design uses an upgrade to the Econovance technology of the E7 called the Mack V-Mac III electronic benzine mastery diagram which utilized electronic team pumps. The E Tech locomotive also uses high swirl ignition for increased fuel efficiency and emissions production. Like the E7 the E-Tech features dual flow paint on oil lubrication outline with a 34 quart capacity. The E-Tech has upgraded high rated steel ridge articulated pistons and both wet and dry liners for long function resilience.

Mack E7 Engine Rebuild Process

Typical machine shop crews should be fairly knowledgeable at rebuilding and remanufacturing Mack E7 and E-Tech locomotive as it was a popular engine. Most machine studio specialize in Mack Longblocks which are ¾ of an engine vs, a full rebuild. Make sure the machine business remanufactures the mack e7 locomotive to your specific serial quantity and is built to original motor manufacturer specifications. A typical remanufactured mack e7consists of:

• Remanufactured Cylinder Block • Remanufactured Cylinder Head • Remanufactured Connecting Rods • Remanufactured Crankshaft (std/std or oversized) • Remanufactured Oil Pump • Remanufactured Camshaft • Remanufactured Rocker Arms Assemblies • New Water Pump • New Cylinder Liners • New Pistons • New Piston Rings • New Gaskets • New Main and Rod Bearings • New Thrust Washers • New Camshaft Bushings • New Tappets and Cam Followers • OEM or Aftermarket Internal Parts

Most machine [ https://templatetester.com/wpengine-review/ ] workshop can typically can remanufacture an existing mettle or rebuild and return an engine in approximately 16 days.

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smoothshift · 6 years ago

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My attainable "cheap" dream car and an honest guide to the E60 M5 via /r/cars

My attainable "cheap" dream car and an honest guide to the E60 M5

Obligatory pictures first https://imgur.com/a/p7CHlp6

The E60 M5 and its kin are still famous or more so infamous today. As such there is a lot of misinformation and general questions that enthusiasts still have about owning one. Here's some knowledge for those considering adding one to their stable.

Let's be real honest 0 (zero) BMW is going to approach 1990's Toyota reliability especially not a M model. The newest E60 M5 you can buy is 9 years old, though most for sale are 07-08 model years. If all you want to do is change the oil once every few years years and expect your tires to last 50k miles look else where.

As virtue of just getting old, most of these cars are getting close to 100k miles. Combined with age small things may start to go here and there, but you'd run into much of the same problems with a base 528i of the same year. You can't fight time.

The two big monsters in the M5 closet: bearings and the smg III transmission.

First: Bearings, you, and the S85 V10 found in the E60/61 M5, E63/64 M6 and to an extent the S65 V8 found the E9X M3s:

These motors are high reving NA master pieces. High rev's means high friction, tight tolerances, and high heat. Thus the need for an oil that can do its job at that high temperature - 10w60. If you don't know much about oil just know that 10w60 is stupid thick, like oh lawd he commin thiccc for the youths. If you don't let these motors get the oil up to temp, the oil will not be thin enough to get where it needs to be (the rod bearings for example).

Cue over a decade of people getting into their new/used M5 and flooring it when its cold and there's your problem and cause for super depreciation. F1 inspired V10 motors have F1 inspired needs, who would have thought? BE and ACL make higher clearance bearings which alleviates this issue. Since these cars are all "old" and you don't know how all of their owners treated them, it's best just to change the bearings for piece of mind. If the bearings wear down, metal bits may shave off and find their way into the oil pan and then vanos oil pump. Fun fact: oil pumps don't enjoy pumping metal bits, and BMW oil pumps are not cheap. Furthermore, if a bearing spins, best case scenario you need a new crank, worst you need a whole new motor. If you treat the car with respect and only beat the piss out of it once its warm you don't have a worry. This is part of the price of entry, at least it's buy once cry once.

Some people run a thinner oil as a stop gap, just be mindful that it won't work as well at sustained high revs which is sort of the point of the motor. Peak power is north of 7k rpm.

Shifting your perspective on the M5.

The SMG III "automatic" transmissions are garbage. Period. Full stop. There are euro tunes you can play with to make it more livable, but it's really just putting lipstick on a pig. A very expensive pig which will eat clutches, pumps, lines and your wallet over and over and over again. Akin to xboxs of the same era with their "red ring of death," smg M5's have the equally fun and ever more expensive "red cog of death" to pop up on the instrument cluster. To this day there are no permanent fixes for the smg, just keep replacing parts. BUT there is good news. Thanks to a few M enthusiasts who demanded a manual and had money, BMW produced a few 6 speed versions starting in 2006. This not only eliminates all of the expensive SMG problems but also strokes the ego of every manual master race ego. There were 1,364 manual M5's and under 700 manual M6's sold for North America (Sorry everywhere else). So not a lot, but with patience and a wide enough search you can find one. Just get used to looking for pictures of 3 pedals because no one selling cars seems to understand what an actual manual transmission is.

Truly not to be elitist, I would not own a SMG III car, way to many issues even for an M car. Hold out for a 6 speed.

General Maintenance:

You don't really think about the extra inherent cost that more cylinders brings until you need 6 more of everything compared to a 2.0 turbo 4 popper. 10 cylinders means 10 spark plugs every 36k miles (the motor detects knock via spark plugs and witch craft), 10 coil packs, 10 individual throttle bodies etc. Consumables are not cheap but no where near actual exotic prices, a decent set of tires is north of 1k, rotors and pads for all 4 corners is around 1300 just parts. It takes 10 ish liters of full synthetic 10w60 every 5-7500 miles as a good interval. It drinks premium. I average 15 ish combined, I can maybe kiss 20 on the highway if I keep off it while going down hill with a tail wind. Stop and go traffic around the DC area is single digits.

However, FCP euro does life time replacement on everything they sell. For all of the expensive modules and circuit boards there are a ton of companies that will rebuild/reflow them at a fraction of the cost of buying a new one.

You will most likely need an indy mechanic who has a factory bmw scan tool and knows how to use ista/dis. If they specialize in German/euro cars they'll be able to do this, someone who wrenches on the side or works at a gas station garage won't have the software to do so. You can get ista/dis on your own to scan/code the car if you feel like you're up to the task and not afraid. Factory scan tools are expensive. There are forums dedicated to just tuning BMWs if you are the IT type.

Speaking of forums, M5Board is still a very active, and any issue you have chances are someone else has already found a fix. They are good people, and more than happy to help someone else keep their beast on the road.

Find a clean car, get it sorted (3k for a bearing job and anything else that's been neglected over the years), and keep 2k ish a year for just in case and maintenance budget. Acknowledge that unless something crazy happens to the market, you will probably lose money on buying and maintaining the car, these aren't investments.

If you and your wallet are cool with all that I cannot recommend the car enough.

Down low the car is tame and easy to drive putting around traffic, almost a sleeper aside from the quad exhaust. The average person just sees an old 5 series. But if you wind it out the V10 making over 101 hp per liter just screams and pulls and pulls and pulls all the way to 8250 rpm and 200 mph given enough asphalt, which in 4k lb sedan carrying 3 other full sized adults, with a huge trunk, interior wrapped in leather everywhere, heads up display, active seat bolsters, ventilated seats etc etc etc is surreal. The E60 M5 is the definitive Autobahn Bruiser and there will never be another car like it, and there's certainly nothing like it now that you can buy for under 20k all in and sorted. Life is too short to drive boring cars.

Anything else you need to know just ask.

#reddit #autonews #auto #cars

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itsworn · 6 years ago

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How to Rebuild a TREMEC T-5 Transmission

TREMEC’s T-5 five-speed transmission has been in continuous production for more than 35 years. Originally designed and manufactured by BorgWarner and first offered in the early 1980s, the venerable T-5 has been a mainstay for longer than a lot of us have been around. The fully synchronized T-5 five-speed transmission is a countershaft-style helical gear unit. In the late 1990s, BorgWarner sold its manual transmission division to TREMEC, which is still building new T-5 transmissions to this day and are available from Modern Driveline along with all of the parts necessary to service them.

At the beginning of the 1983 model year, GM introduced the T-5 five-speed in the Camaro and Firebird to help improve fuel economy and add some snappy performance. Other automakers quickly caught on to what the T-5 did for fuel economy and performance, which means you will find many variations of the T-5 box. There have been more than 260 variations of the T-5 produced over its production life.

There are two basic types of T-5 transmissions: the original Non World Class (NWC) T-5 and the World Class (WC) T-5, introduced in 1985. Bruce Couture of Modern Driveline tells Chevy High Performance the World Class name had little to do with strength and durability, but instead the T-5’s introduction into the world market in the mid-1980s as a performance transmission. The World Class T-5 was engineered to take greater amounts of power and deliver improved shift quality via revised synchronizers and bearings, which makes the World Class T-5 easy to identify.

“All the mainshaft gears, First through Third, ride on a solid output shaft with deep oil grooves to provide good lubrication,” Bruce comments. “The lower countershaft gears spin on straight cylindrical bearings with a thrust washer in front to provide support when under load. All the synchronizer rings are made of solid bronze, which are of different size than those found in a World Class T-5.”

“No longer were First, Second, and Third gears spinning on a solid output shaft. Needle bearings were installed with each gear ratio to reduce internal friction. The lower counter gears saw tapered bearings to replace the bronze thrust washer,” Bruce adds. “All mainshaft synchronizers were fiber lined steel rings to improve ring friction surface area while overdrive (Fifth gear) remained bronze. Installing steel synchronizer rings with linings improved two things. These rings don’t stretch and break and the added friction slowing the gear faster allowing for higher shift points.”

Where the World Class T-5 story becomes more involved is the aftermarket, which came in the early 1990s. Bruce tells us the aftermarket offers performance enthusiasts heavy-duty gearsets for the T-5, with some companies claiming 600 lb-ft of torque capacity. “Our experience at Modern Driveline has been different with these gearsets. What makes these gearsets different is the steel alloy and gear shape. Changing to a harder alloy will provide more strength; however, the problem is making sure the gear has some ‘give’ to it. Too hard and gears break. Other ways of increasing torque levels is to take some of the helic out of the gear and make the gear thicker yet making it more cog like. While this will make the gear stronger, it also makes it much noisier. Many of these aftermarket gearsets are very expensive and require aftermarket main cases and mainshaft to get the specified torque ratings these companies claim. By the time the aftermarket gear and supporting parts are purchased, one should consider other options for the same money.”

Bruce stresses World Class T-5 transmissions use ATF (Dextron III) oil, not heavy gear lube. All Non World Class T-5 transmissions use 50-weight gear oil. The original Ford/BorgWarner lubrication recommendation back in 1984 was Dextron II, but because it is no longer available, Modern Driveline and TREMEC recommend the 50-weight gear oil. “When we rebuild transmissions, we can tell when the oil has been changed often because the parts are much cleaner with less overall wear and tear,” Bruce comments. Bruce suggests a magnetic oil drain plug in your T-5 to capture metal fragments that come from use. This, coupled with regular lube changes, will yield a longer transmission life. CHP

This is the World Class T-5 five-speed transmission as most of us know it. Before you is a mid-1990s BorgWarner main case and extension housing, which hasn’t changed much since the World Class was introduced in 1985. Unless you’re performing a restoration, the World Class T-5 is the best choice.

Modern Driveline has this World Class T-5 disassembled for this article. The T-5 is a simple overdrive manual transmission that’s easy to service. Paul Coffey, chief customer service engineer at Modern Driveline, has a very methodical approach to each T-5 he builds. He examines every part closely to ensure it’s going to operate properly when it arrives on the customer’s doorstep.

This is the World Class T-5 rebuild kit available from Modern Driveline, which includes nearly everything you’re going to need to rebuild one, with the exception being any broken hard parts you would need to replace.

The T-5 is a top-shifting, single rail transmission where the shifter forks are built into the top cover.

The shifter forks need to be inspected for wear patterns like this.

The shifter forks have these tabs or bushings that should be replaced during a rebuild. They heat up and wear out over time and use.

The shifter forks install into the top cover like this where they are connected to the shift rail.

Here’s a close-up of a T-5 output shaft with minute surface scoring. This shaft could be reused, but not by Modern Driveline. Galling like this only serves to create more problems even when you install new bearings. Old problems become the same problem in a new build.

Here is the difference between old synchronizers and new ones. Look at the wear and scoring in the old synchronizers (top). Synchronizer and blocking rings must be replaced.

The T-5’s countershaft works hand in hand with gears on the mainshaft assembly (output and input shafts) to affect gear ratio. As with other transmission components, the countershaft must be inspected closely for damage and abnormal wear. Even minor scoring will cause noise and performance issues. If you look at bearing mating surfaces of this World Class T-5 countershaft, there are virtually no wear issues. The gear teeth appear free of damage and abnormal wear.

The countershaft is installed in the T-5’s main case as shown via a hydraulic press.

The countershaft and idler gear are installed in the main case as shown. The reverse idler gear slides in and out to deliver reverse gear. These are the first parts installed during assembly. The reverse idler gear slides right to engage the counter gear.

Modern Driveline stresses the need for a close examination of the gear teeth and synchronizers for damage and excessive wear. Look at these items with a magnifying glass for even the smallest imperfection, which can cause shift problems and noise. The reverse slider has minute gear tooth damage, which could be easily overlooked during a rebuild.

The countershaft, reverse idler, and shift mechanism have been installed, making it busier inside. Yet to go in is the T-5’s output shaft.

The T-5’s output shaft is checked for runout. Excessive runout makes it a throwaway.

A close-up look at the output shaft shows evidence of excessive wear. Sometimes surfaces can be polished. Most of the time it’s a good idea to replace the shaft.

As parts are assembled onto the output shaft they are checked for resistance and binding. Any binding is unacceptable.

The output shaft assembly is complete and ready for installation in the main case.

The blocking ring and Torrington bearing are fitted into the synchronizer on the output shaft. Once this shaft is fitted into the transmission case, the input shaft will be fitted and seated.

The output shaft assembly is installed as shown into the main case and fitted to the countershaft (also known as the cluster shaft or cluster gear).

The Fifth gear (overdrive) fork, which is housed in the extension housing, is installed and seated on the synchronizer and fifth gear drive assembly.

The input shaft splines into the output shaft. These needle bearings support rotation. They should be packed with assembly lube to keep the roller bearings in place during installation.

Paul Coffey of Modern Driveline wraps up another World Class T-5 build—one of the many types of TREMEC manual transmissions they service.

The post How to Rebuild a TREMEC T-5 Transmission appeared first on Hot Rod Network.

from Hot Rod Network https://www.hotrod.com/articles/how-to-rebuild-a-tremec-t-5-transmission/ via IFTTT

#IFTTT #Hot Rod Network

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mylovingbouquetearthquakewo-blog · 6 years ago

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Newburgh New York Cheap car insurance quotes zip 12552

"Newburgh New York Cheap car insurance quotes zip 12552

Newburgh New York Cheap car insurance quotes zip 12552

BEST ANSWER: Try this site where you can compare quotes: : http://saleinsurancequotes.xyz/index.html?src=tumblr

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Car insurance 18 year old female in London HELP?

So I'm 17 right now but will be 18 by the time I do my test in a few weeks I Live in London - moving to Colchester in September My dad, who has had tons of years experience, is getting a new insurance policy (he use to be on a mini cab driver insurance but quit so now looking for a new policy) He has a car that needs to be insured, Im not sure what car it is (I do know its a small car with either a 1.4 or a 1.6 engine) but my car is a 2012 Kia Picanto 1 1.0 5DR So far the cheapest insurance on the Kia Picanto I've gotten is 7000 which I refuse to take serious Everything I try doesn't seem to work I've tried: Putting his as the additional driver but me as the main drive Putting me as the additional but main driver Using my colchester postcode rather than my London postcode Tried using 8000 mileage per year I tried using the maximum amount of Voluntary Excess (usually 500) HOWEVER i found a deal on 'Just2Insure' as an additional driver on provisional on the Kia Picanto which was 2000, does anyone know if it will go higher once I've passed and changed to a full UK license? - This will be my dads insurance on MY car though right? If so, what would I be paying because I want to pay the full amount of the insurance thats on my car. - Is there anything I can do to make it cheaper with my dad being on my policy or me being on his? - And how could he insure his car and make me an additional driver but insure my car as well... if thats possible?""

I need some Insurance Help?

My father, just yesterday tried to commit suicide by slitting his wrist, luckily he had called the cops, but he also had to take an ambulance ride and another ambulance ride to the county hospital where he will be held for 72 hours. He does not have insurance due to his work laying him off, and him not being able to afford it. Is there any kind of insurance that will cover this kind stuff. He has been suffering from depression and high blood pressure for quite sometime, so I don't know if those are pre existing things that would stop insurance...but him and my mother cant afford this at all right now. They live in southern california, if anyone knows of some kind of insurance, please please respond!""

Will the check from the auto insurance company be in my name or my mom's?

under name of insured it has my mom's name and my name. the car is in my name. I hit a car and the insurance company is sending a check for the repair costs after the deductible. will the check be in my name or my mom's name??

Visitor medical insurance?

Hi all, I am from San Antonio,TX and my parent in-laws are visiting USA. I am looking to buy a visitor medical insurance and i confused of to buy a trusted one. I am much concerned about coverage/providers. Which one is most trust-able and where can i buy ? I want to buy a good one and i dont want get cheated by UN-known or a wrong insurance where the health care facility says we don't know this insurance or all the (covered) claims are simply denied. Thank you all...""

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Insurance Costs on a 3000GT SL?

I'm 18 and am getting my own car for college. I've been driving my dad's VW Jetta III without a license (he drives with me) for about two years now, as he is a frequent commuter and my high school is close to his work. We never bothered to get a license because we'd have to insure me (and I was going to drive with him anyway as a 'learner'). My eye is on my neighbor's 1994 3000GT SL. It's a non-turbo, and in good mechanical condition. But since I technically just started driving with a license (even though I've commuted for two years now), I'm afraid I might get charged by the insurance company like a 16 year old. It's because of this I didn't get the twin-turbo VR-4, as I heard insurance costs more than the car after a couple years. How much can an 18 year old college going kid like me expect to pay with the SL model?""

How will the insurances work out with 95 car accidents at one scene?

Just wonder because of news yesterday at California highway. I don't know about law in that state but what if it's like this in new york where I live. Ya know whoever fault will pay by their own insurance for repairs and injury for victims and a vehciles. Same for most state. How would 95 different insurance handle it? It might will have several lawsuits. With 95 cars, hard to say who started the accident and whatever if it's one person cause 95 altogther or all 95 is fault on it own. Some may not even have insurance. There would be 95 different drivers so it will be 95 different verison or story of what happening.""

Problem with my car insurance company?

Just before new year, sitting stationary at a roundabout, old guy bashed into back of me. Exchanged details and went through the insurance. Nearly 4 months on...and my insurance company is still chasing liability. Meanwhile, my premium was due for renewal at end of Jan and that has gone up and my insurance company tell me they have problems with the other insurers as they don't answer their phones. They tell me they're sending out letters every 2 weeks and are trying to phone them. I don't think this is enough, especially after all this time. Basically, I'm being held over a barrel. I'll bet the old guy has got his car fixed now, but meanwhile even though I've done nothing wrong, I'm paying out more money and still have rear damage to my car!! I'm getting really sick of it, especially as I need to sell the car soon. It's completely ridiculous. Please wait for rest....""

How is automobile insurance not extortion?

How much is the insurance for a trampoline?

I am looking into getting a trampoline but I would like to get liability insurance. I have AAA and I was wondering how much my homeowners insurance would go up if I get a trampoline with a net around it

Best car years for insurance?

My daughter will be buying a used car outright because we can't afford a car payment and insurance, plus she is 23 and had a fender bender 18 months ago so her insurance is not exactly low. What I'm wondering is if you have advice for the best years for a used car as far as insurance rates go ... you know, what years are likely to give us the best rates Also, if you have any advice about the best types of used cars to keep rates low, and the best used cars period, any input like that would be greatly appreciated. We bought a used 2003 jetta, but the transmission is self-contained, or, that is, we have to take it in to have the transmission fluid replaced. Things like that about which we weren't aware before we bought it have made it not very practical for us. Thanking in advance for any help you can give!""

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I need to have insurance before I get to the car dealership, as it is a car dealer that works with banks to allow people to finance cars that have bad credit, and low work history. This is the best option for me, but all the car insurance places I contact are asking for the make and model of a vehicle..... What do I do? I need general insurance. What insurance allows you to drive Any car you want to drive/have permission from the owner? Is there such an insurance?""

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Need advice on good medical insurance company?

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Newburgh New York Cheap car insurance quotes zip 12552

I need good car insurance?

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Can I get really cheap insurance for my bike if I only use it for a couple of weeks per year?

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How much is Motor Cycle insurance?

I'm 21 years old female and have had my license for 3 years, I went to driving school. So what would be my car insurance for a motor cycle each month? Is it more or less than a car? and if you don't want to answer can someone direct me to a source? Thaaaanks! <3""

I was in a car accident and the insurance company wont pay me.?

I was rear-ended back in March of 2012. I was at a complete stop on the freeway and the guy hit me going about 30 mph. The force of him hitting me pushed me into the person in front of me, and that pushed them into the person in front of them. There was no visible damage to the cars in front of me and they left without leaving or taking any information. Now my issue is: When I tried calling the person's insurance company, the insurance adjuster told me that because there were 2 other people involved and they did not leave any information that they cannot give me coverage because the guy who hit me has a very low coverage rate and if the other two people called to get money they wouldn't be able to pay it. And that I have to wait 2 years before I can recieve any payment for the damage to my car. I did not have insurance at the time of the accident so my current insurance company will not help me with this issue. Please let me know what I can do! I live in California by the way.""

Auto Insurance in Indiana?

I have had Progressive for many years and no claims.We do deserve cheaper rates because of our age and driving record and low mileage. I recieved a much lower quote from Indiana Farmers Mutal Insurance. I have a 2000 Tahoe that is like right off the show room floor and I understand most companies are allowed to relace parts from a junk yard or for much lower than would it would cost unless it is under 2 years old. Has anyone placed a claim with either of these companies and what was your satisfaction? Because of the condition of our Tahoe, which is perfect and just over 30 thousand miles and a limited edition, who has ideas on the best auto insurance out here in Indiana?""

Whats the best auto insurance for new drivers?

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Is the Honda civic si considered a sports car with insurance companies for a new young driver?

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Question about my 18 year old and insurance

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Which is the best insurance company for an 18 year old male driver?

Hey, I'm an 18 year old boy (hurdle #1) and live in South-East London (hurdle #2) and I've had my license for a month now (hurdle #3!) and just bought my VW Polo 999cc (999cc!!)..I CANNOT for the life of me find a decent insurance quote I mean i'm in full-time employment but still most of the quotes I've been given are more than half my annual salary! Public transport is NOT an option because of the shifts I've been given..I've tried the young drivers' insurance with people like Co-Op and InsureTheBox but they're not much different to anyone else.. So, if ANYONE has ANY advice/anecdotes they could share, I'd really appreciate it. Thanks in advance (:""

""Which company offers the best health insurance policy in Delhi, India?

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I'll be getting my first car in the spring of 2012. I'm staying in an apartment near the campus, and I'll have a bike for that. The majority of my driving will be errands around town, and driving the 117 miles back home occasionally to visit family. Low insurance, high gas mileage, and safety are top priorities. I've got about $15,000 to spend on the car. I will have a part time job to pay insurance/gas/etc. So far the only car that appeals to me is the 2010+ Mazda3 because it has a nice exterior, and I love the interior and features compared to other small cars. Gas mileage is decent, but not the best. Also, if I go for the hatchback, will that raise my insurance costs? Do you have any other recommendations? The Mazda3 has the best interior that I've seen so far, that's the basic factor that's keeping me from other cars.""

Insurance costs for two and planning for a baby?

Hello Gurus, I am getting my wife to the USA and i should buy insurance since we are planning to have a baby. Any suggestions on which insurance to go with? I need a good coverage and affordable too. Any help greatly appreciated. Thanks, Raj Thanks, Raj""

Car insurance company gave me money why?

I got into a car accident and filed a injury claim the person behind me rear ended me as has progressive insurance. I met up with their adjuster to discuss feb injury claim. I have insurance so they are refunding my insurance company for my physical therapy. They also gave me a personal check for 750 as a sorry gesture. I have never heard of this? Why would they give me a personal amount of money ??

Is there any way to get cheap car insurance for a 17 year old who received a drink driving ban at 16?

im 17, live in the UK and received a DR10 driving conviction (drink driving) at the age of 16 riding a moped, i was banned for 12 months and i was wondering if there is any way at all i can get cheap insurance for a car? this would be my first car, i've done quotes on comparing sites such as 'www.comparethemarket.com'. Please no stupid answers telling me im an idiot for drink driving, i know what ive done and i know im stupid for it, can anyone help me? decent answers appreciated :)""

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i heard on a radio show that if you had the title to your car you don't need to have collision or comprehensive insurance

""Where can I get good motorcycle insurance in Ontario, Canada?

I am getting a 2007 Honda CBR 125 and I need to get a good insurance quote.

Average heath care cost for 23/f single?

I am getting ready to get insurance on my own and have no idea what it is going to cost me. My job will pay half. what will that cost me?

Car Insurance for Tourists?

I bought a new car in Germany. It is insured through its manufacturer. I then left Germany and went to another country to work and live. Since I wanted to keep the car, I drove it to my new home! For the first 3 months (I am told) I am still insured as a Tourist. But I wonder... Say I have an accident in this new country, we exchange insurance details, etc... Where should the other driver go to get his compensation and file his claim? Has anyone ever had an accident with, say even, a rental car from another country and found out that they live elsewhere and . . . How should one deal with this situation where there might even be language barriers between the two drivers and the forms they have to fill in? Thanks in advance

Health Insurance for stay-at-home Mom & Baby?

I need to find affordable, but good, health insurance for my baby and myself. If my son and I go on my husbands insurance, I'd need a job just to pay for it because it's so expensive! I'm currently working but will be quitting a few months after our son is born. We've decided it would be best if I stayed home to raise our son. So, we need to find health insurance that wouldn't be sky high. Any suggestions? And thanks so much!!""

Do you need car insurance if you only have your permit?

Do I need car insurance? I've only got my permit and I drive my parent's car. What about after I get my license? Do I still need insurance even though I drive my parents' car?

Car Insurance Fraud - Please advice?

I am trying to get a new car insurance with progressive. They asked me if I had any citations recently (last 3 yrs) and I said no which is not true becuase I just got a citation. My citation was for going 10 miles over the limit. They did ask me for all of my info such as ssn and driver lic #. I am assuming they checked out my records. They gave me a very low quote considering my driving history. Is it car insurance fraud if I didn't tell them about my citations? Could I be dropped? Please advice.

Newburgh New York Cheap car insurance quotes zip 12552

Insurance for new drivers?

hi i am about to turn 18 and for my birthday my mom and me are going to lease a car for me. the car is 20000 and its new. the insurance is crazzzy expensive but my mom is going to by a car to right when i am so is just keep that i mind for the insurance and stuff. what is the cheapest way to get insurance?? please help

How much does a 50cc moped insurance cost per month (roughly) ?

Will i need cash deposit or visa to get rental car after accident in which other party is at fault?

i did not have insurance at time of accident. i live in california.

Do I need insurance for one time poetry event in Chicago?

I'm looking to rent a church Rectory to artists for events like open mic's, gallery showings, and other small (20 people max) one time events. Do I need insurance outside of the home insurance the Rectory already has?""

""If i activate the speed limiter on my car, do you think my insurance would be cheaper?""

I have a 1.6 citroen c2 vts, and my insurance is pretty pricey. It has a speed limiter, and i've heard about this before. If i tell my insurance company i have limited the car to 70mph do you think it would be cheaper?""

Is there a way to get around expensive car insurance for a 19 year old boy in the UK?

I will eventually have my car when I'm 19 but i want to drive a 1.6 instead of a smaller engine. Is there a way to get around expensive car insurance because i know of people who got it cheap In england

How to get cheap car insurance ?

I have just passed my driving test 2 weeks ago and im 18 ive been searching forever to get a cheap quote but its not working anyone know what to do and who to go with

Why do teen girls get cheaper car insurance than men?

I see teen girls driving like. Morons all the time. I've also witnessed many women drivers texting their phone, not once have I seen a male driver texting their phone. It's not ******* fair that I almost get totaled because this teen girl at are school accelerates when I go into her lane forcing me to swerve back into mine to avoid being hit? Just yesterday I was driving my MG down the road and this teenage girl in her big Ford pick up texting while taking up both lanes by driving in the middle to drive down a road making me have to take my car off the road to avoid a collision. So how is it fair that I me, a seasoned male driver of the age of 18 have to pay far more in insurance than teenage drivers who have no since of awareness?""

Monthly car insurance?

I've got my driving test in September, and if I pass I would love to buy a car. I was thinking about getting monthly car insurance as this would be easier for me. Now I know that you need insurance before you can buy a tax disc. My car would also be parked on the road outside my house. My question is, if I decide to not use my car for a month do I still need to buy insurance for that month. I know if the vehicle is parked on the road you must have a valid tax disc, but I was unsure whether I need to be insured as well even if I'm not using the car?""

How much insurance is it for a 16 year old boy in alberta?

just planning to buy a 1996 car any ideas?

Why does car insurance cost more on a black car?

My auto insurance expires on Oct. 9th (today) Does that mean I can drive on Oct. 9th until midnight?

Temporary car insurance in uk?

can you get short term car insurance in the uk for like say a few months??? reason being is i have my everyday car but... have my toy i would like to use maybe few months of a year.

How much would insurance cost for a 16 year old male for a 2006 corvette that is used and cost 15000?

the person has never had any tickets or got into any trouble ever.

Will my car insurance go up?

So I was at the red light and the car behind me randomly hits my car there's a medium size dent right in the middle of my bumper it doesn't look terrible but it's deep and noticeable also some paint was chipped off ... My car insurance ppl know about it.. Will my car insurance go up? Even if it wasn't my fault at all?

Do insurance companies have a specific category for rock crawlers and how much does it cost to insure one?

I want to buy a rock crawler and the only reason I would probably insure it is just so I could drive it on the street ocassionally not as a daily driver that wouldnt be to smart anyway depends though

Can i collect life insurance after a murder.?

My dad has a large life insurance policy on him and i am the head beneficiary. if he happens to be murdered by some unknown suspect would i be able to collect the money or would it have to be accidental or natural death.

I need some legit cheap dental insurance..please help?

I have a upper wisdom tooth that needs to be emergency removed and I have no insurance and there is over 40 dentists in my area that will not take a payment plan and the one plan I applied for did not accept becuz I don't make enough money...heck im low income...but in major pain...anyone help? pleaseeeeeeeeeeeeee

Do car insurance policies follow the car or the driver?

I have a car insurance policy for my honda civic with both liability and collision. I am going to buy a motorcycle soon, and want to know if I need to get extra insurance. The value of the motorcycle won't be a lot, so I'm not crazy about getting collision on the bike. But will my liability insurance from my car policy follow me when I drive the motorcycle (or anyone else's car for that matter)? I guess the real question is: do I need to inform my insurance company that I'm getting a motorcycle?""

How much does it cost to put car insurance on a bugatti?

Health insurance in Michigan for low income person?

Health insurance in Michigan for low income person I live in Chicago, but my mom lives in Northern Michigan. I am reaching out to the Yahoo Answers community for help. My mom is 55 and my dad is 65. My dad gets some health benefits because he is on Social Security, but my mom has nothing. My mom runs a foster care home for abused and mentally handicap kids. I dont know for sure what their income is, but I have to believe it would be in the high 20s to low 30s (nothing). I say foster home, but she really adopted these kids. Because she adopted them, I guess she is technically not employed by the State of Michigan and therefore gets no insurance. My mom is really sick and has no health insurance. She refuses to visit the hospital or a doctor because of the bills. My brother and I have offered time and again to pay for this, but she feels like she is being a burden. This time she finally agreed because she is really really hurting. Does anything here know of low cost assistance she would qualify for? I doubt any traditional health insurance would pick her up because of her age, and general bill of health. Even if they did, I bet the premiums would be too much, and the co-pays would be outrageous. Any direction you can point me in will be helpful for a starting point.""

Sr-22 insurance how much does i t cost?

I got a dui in 2002 and i havent drove snice i have a car paied off and its a 92 cavilier does anyone know how much my payments would be each month and all i want to put on it is just relaible insurance

Do I need insurance to buy a used car?

Wisconsin- I will be buying a new car this week (2004 Monte Carlo). My license is currently suspended, do I need to get insurance for it before I bring it home? (My mom will be driving it home for me)""

How can I get the lowest car insurance payment?

I am 25. I want to buy a cheap car with one way insurance. thanks a lot

Insurance and rental cars.?

If you are involved in an accident and it was not your fault, who is responsible for the insurance on the rental car? If your own auto insurance does not transfer to a rental and the rental car place is requiring you to pay out of pocket for the insurance, is it your responsibility to pay this or the person who was at faults responsibility to pay this?""

Newburgh New York Cheap car insurance quotes zip 12552

Whats the difference between Medi -Cal and Health Insurance?

Help with car insurance?

Hello, I am 18 and saved up alot of money for a car, I passed my test around 9,10 months ago and now i want to buy a focus rs. I dont want people saying that i shouldnt buy it and something else is better. All I want is to know roughly how much my insurance is going to be and where i will be able to get it from? Thanks in advanced""

Is there any cheap insurance out there for students?

Hi, My name is Courtney and I'm looking to buy a car soon but I don't have car insurance. My parents wont put me on theirs so I need something really cheap because I'm a student and I don't have much money. Is there some place that offers coverage for low low prices?""

Auto accident??? insurance?

just wondering how much will my auto insurance go up if i file a claim?? there was no injuries and no damage to the other partys car. my car was estimated $4000 of damage to fix.. me and my mom pay $180 a month for 3 cars. 2 full coverage and 1 is only liability. good thing that i have full cov on the car i used.

""My car was broken into and things were stolen. If i file a claim with insurance, will my rates go up?""

I live in Hawaii, I went for a hike with 8 people that all went with my truck. When we all came back from the hike, my truck was broken into. Things were stolen such as ipods, cellphones, drivers license, etc. I filed a police report. If I file a claim with home ownership insurance or car insurance, will my rates go up monthly? I've been told different things like, If the car was not moving, the rates will not go up or They might . My car and home insurance is with Liberty Mutual, my deductible is 250$. Thank you. I'm calling them tomorrow on Monday since it's not a work day yet, but I'm anxious to see if I'll be able to get my friends belongings that were stolen payed for. That and my broken windshield ><""

Best Car Insurance for a teen?????????

im getting my liscence this week && im only 17. i NEED to know, whats the CHEAPEST car insurance to get in los angeles, california??""

Any insurance professionals? from UK or USA?

have you heard about Chartered Insurance Institute? and what do you think of its various diplomas? are they highly valued in your field? and can they advance your careers in insurance! thx

How come they want this much for car insurance??

My brothers leasing a 2013 Buick Regal GS, They want $1900 a year from him for full coverage. They want $2000 from my dad a year ONE WAY for a 2008 jeep commander v6.. Both with perfect insurance records no tickets.""

Buying a car need insurance help..?

ok. so heres the deal. im buying a used car with about 150K miles on it and its a '93 yr model. im 18 years old, and i only had my license for about a month. i need to know how much insurance is for someone my age and does the car being old and having a lot of milage on it effect the price of insurance? i want to get off my dad's insurance and have it on my own, cuz he wont tell me anything, he told me that i have to put like $2000 down just to get insurance....help please!!""

California renters insurance?

I reside in california and i am going to rent an apartment. Is personal liability required in renters insurance or is it optional?

How much would it cost for a 19 year old and 24 to get full coverage medical and dental insurance?

Hi I'm looking to get myself and husband full covered medical and dental insurance monthly priced? we live in florida. I want to do like a family plan maybe. If you could give me seperate prices on the dental and medical, it will be greatly appericated:)""

Car insurance........................ car insurance have agreed to?

pay for my car after it was stolen and written off. they agreed to pay 200 pounds which is well more than i paid for it.so it looked like a good deal, however, 100 is the excess which i thought left me with 100..NOT the case,,they have taken the other 100 to pay for the years insurance which i wont use as i dont have a car...plus when i complained..they advised me to drop the claim and i dont get anything nor do i owe anything except the fee from the recovery collection which is 150. is this extortionate or what ??are they allowed to do this..i still owe them 20 pounds for the o/s amount for the years insurance as i insisted they do make it as a claim..and they wont take it as 2 seperate d/d payments either as i dont now have a car..HOW CRAP IS THAT ??? what can i do to get my money back""

Do insurance companies raise rates if they know you are dyslexic?

If you're had an evaluation and it comes out as positive. Would insurance companies be likely to charge you higher rates?

When should i buy car insurance?

I am going to buy a car on Tuesday. Is there a grace period during which i can drive the car without insurance until i get it, like 5 business days or something like that, or do i need insurance before i buy the car?? This is my first vehicle so i dont have an existing policy i can add this too.""

""Someone hit my car, but does not have car insurance.?""

I went outside to get in my car, and found that someone hit my drivers side door. A lady came out and told me she saw it happen, but couldn't get any info on the vehicle other than that it belonged to a neighbor's friend. Well I got the girls name and phone # from the neighbor, but they didn't think she has car insurance. Should I even bother calling the girl or should I call the cops and file a hit and run police report? I should note that this girl hit my car about a month ago. I wanted to wait till I had her information. Is it too late to call the cops?""

About how much to insure a 2003 Saturn L200?

Looking to get a 2003 Saturn L200 but need to know how much insurance might cost.

Getting my baby on insurance?

I'm 20, unmarried, and a full-time nursing student, so I still have insurance through my parents. I live with my boyfriend, my baby's dad, and he has insurance through the hospital where he works. His insurance isn't too expensive for him, but if he were to add the baby onto his policy, the price would nealy double, taking almost half his paycheck every month. I work as much as I can parttime, but with taking fulltime classes, along with clinicals, there's no way I can work fulltime right now. We would be considered low-income, and I know my baby would be eligible for medicaid. I'm only 26 weeks along, but I really want to have everything arranged by the time he gets here. Who would I contact for more details about getting on it? We've never used any kind of supplemental assistance like this, so I really don't even know where to go. It's probably too early right now, but when would I need to start filling out the paperwork?? Thanks for your help!!!""

The cheapest insurance band car my 17 year old son can buy?

My son is going to have driving lessons soon and I'd like to know the type of car to buy which will be the cheapest on insurance for him. Also will it be better for me to buy it and him be the named driver or the other way aound? Thanks

How can USA force me to buy health insurance?

It's incredibly unconstitutional and uncapitalist If I find a way to self-fund my healthcare and don't need to rely on an insurance company, Govt can FORCE me against my will with fines and penalties to engage in business with big insurance?????? Are you kidding?!!!! What country are we living under?""

Car insurance company gave me money why?

If my dad is a co signer for a car will my insurance be cheap?

I'm 19 and its my first car and my dad is the co signer will my insurance be low? What are cheap insurance agencies for teenagers?

""Car Insurance, i passed my Drving test yesterday,Insurance Premiums?""

I live in Manchester(longsight), passed test yesterday, age:17...,can anyone plz tell me that how much will be the insurance premium for me(new driver), i asked from some of the insurers and most of them told that my insurance premium will be at least 2000. is it? Can any one tell me about some cheap insurance company who's price is 1000 or near about. Thanks.""

I want to buy a moped in california?

I want to buy a moped under 50cc in california, and I am 15 with a drivers permit. Do i need a license to ride a moped under 50cc? Also, would i need insurance, or a license?""

How much is insurance in a car for a 17 year old?

I get my provisional this week and I'm just wondering how much it is? I'm from Ireland by the way.

Where can i find the cheapest sr22 non owner insurance in illinois?

Newburgh New York Cheap car insurance quotes zip 12552

https://www.linkedin.com/pulse/affordable-health-insurances-texas-hailey-mccormick/"

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olivereliott · 7 years ago

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The Backburner: Federal’s Four-Year Honda CB360T Project

Ex-girlfriends have a habit of leaving things behind, but a motorcycle is rarely on the list. Yet that’s exactly how Federal Moto got their hands on this sweet little 1976 Honda CB360T.

“This bike belonged to an ex-girlfriend. It was a basket-case project in the early days of Federal Moto,” says builder Peter Müller. “She was a rider and professional designer/fabricator herself, and wanted to build her first motorcycle with our guidance.”

“However, as these things tend to go, the relationship with the girlfriend quickly ended. But our relationship with the CB360, now formally in our hands, had only just begun.”

This particular relationship would span four years, but only four months were spent transforming the CB360 into the neat little street tracker you see here. So it’s earned the nickname ‘The Backburner.’

“Because it was never slated as an official Federal build,” explains Peter, “the bike sat in pieces at the back of the shop collecting dust. Long enough to be a pain in the ass every time we were forced to move to bigger and better work spaces.”

So what motivated Peter and his brother Mike to drag the CB360 back to life in their Chicago workshop? The perfect client, as it turns out. Around the time they were wrapping up their fifth build, a local professional in the financial industry approached them with a commission—something Peter and Mike tend to avoid.

“We usually politely decline, due to the hassles of managing time and budget expectations,” says Peter, “As well as the inevitable unsolicited art direction when working with a client—versus the strictly in-house conceptualization, design, planning, fabrication, and assembly of our motorcycles.”

“However, this gentleman was clearly not going to take ‘no’ for an answer. After a year of poking and prodding, and an offer to pay in-full, up-front, with full creative control in our hands, we agreed to build him a bike…as long as it was a 1976 Honda CB360T, conveniently scattered across a series of boxes tucked away under our workbenches at the back of the shop!”

Federal dusted off and organized all the parts, and realized that a number of bits had grown legs over the years. So they picked up the phone, and started dialing their ‘moto-family.’

J Shia of Madhouse Motors in Boston found, cleaned, packed and shipped a complete cylinder head to the guys in less than a week. Brendan Macaluso of Common Motor Collective in Houston dug into his spare parts bins and had full engine, transmission, and carb rebuild kits—and some obscure tools the CB360 needed—ready to ship the same day.

With everything they needed on their bench—and twelve rounds of design refinements behind them—Peter and Mike were ready to get cracking. They broke the CB’s engine and transmission down to the nuts and bolts, before painstakingly rebuilding everything.

Every last part was inspected, recondition, honed, repaired or replaced. The carbs were rebuilt too, and the intake and exhaust manifolds were ported and polished.

“The well-documented cylinder head oiling problem associated with CB360s was also solved,” says Peter, “with some oil passage machining—and a rare new-old-stock Honda post-recall oil sump pickup.”

With the motor now sound, it was the frame’s turn to go under the knife. It was stripped and repaired when needed, before the subframe was cut-and-looped, and paired with a new matching seat pan.

Federal rewired the Honda with a small Lithium-ion battery and electronic ignition, then tucked everything into a custom-made tray under the seat. Just behind it is a discreet LED tail light, and a rear inner fender.

The original exhaust headers were reconditioned, then cut and modded to take a pair of reverse-cone mufflers. “It gave the CB360 a much deeper, throatier, and meaner bark than expected,” says Peter.

Moving to the brakes, the guys rebuilt the front caliper and upgraded the system with Goodridge Sniper II lines, a modern master cylinder and a phenolic piston. Jeff Stephens at Goddffrey’s Garage then hooked the guys up with a drilled rotor. The tires are Metzeler Enduro 3 Saharas.

For the cockpit, Federal installed new handlebars with POSH mini switches and Biltwell Inc.’s popular Kung Fu grips. There’s a new headlight, speedo and tach up front too, and the bike’s sporting tiny high-output LED turn signals all round.

Federal finished ‘The Backburner’ off with a new coat of black on the engine, stainless steel fasteners all round and a polar white finish on the frame and tank. Gus Abarca of The Iron Stables handled the paint, adorning the tank with oversized gold Honda wings. As a final touch, the seat was treated to full grain brown leather upholstery.

As we’ve come to expect from Federal Moto, this dusty box of bits is now a sharp, slick street tracker. We’d pick it as a daily runabout without hesitation, but it would have to be for solo missions.

For some strange reason, Peter and Mike left the passenger pegs off.

Federal Moto | Facebook | Instagram | Photos by Don Hudson III

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itsworn · 6 years ago

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A Family Tradition: 1972 Plymouth Duster 340

Following the deprivation and hardship experienced during World War II, Americans basked in the excesses of the 1950s and the auto industry certainly reflected this. As the decade progressed, cars got larger, heavier, and increasingly ornate. When the 1950s turned into the ‘60s however, a funny thing happened – Detroit’s Big Three got into the low cost, low frills, compact car game. For model year 1960 Ford introduced the Falcon, GM launched its Corvair, and Chrylser unleased the Valiant.

The Valiant was restyled twice in its ten-year lifespan, first in 1963 and then again in ’67. During that second refresh the character of the platform was dramatically changed, with the elimination of the sportier two-door hardtop and convertible body styles, leaving only the four-door Valiant. While the Valiant-based Barracuda was offered as a convertible or fastback with a good range of performance options, it had grown larger, heavier, and sufficiently expensive to create a significant void in Plymouth’s offerings. Beginning in 1970 this void would be filled by the Duster, which shared its structure and front end sheet metal with Valiant, but looked dramatically different owing to its semi-fastback design and dramatically curved side glass.

With the optional 275-horsepower 340 V8 a relatively lightweight Duster offered very spirited performance. Contemporary road tests saw 0-60 mph times in a little over six seconds and the standing quarter mile in the mid-14 seconds range. Add in compelling styling and cargo carrying capacity, and a starting price of only $2,172 for a base model and $2,547 for a 340-powered car and it’s obvious why Plymouth sold an impressive 217,192 Dusters in 1970, and an astounding 1,332,846 cars in total from 1970-76.

In spite of their attributes however, most people did not enjoy long-term love affairs with their Dusters. Time and technology moved on, countless examples succumbed to rust, and, as most were owned by young people, they suffered the usual indignities that come with youthful exuberance (my sister sent at least three Dusters over the rainbow bridge back in the day). But as with every rule, there are exceptions, and the striking ’72 featured here is one of them. Mike Cummings bought this car thirty-two years ago and though there have been some bumps in the road he remains in love with it to this day.

Cummings grew up in a military family and learned to wrench on the family Mopars from his father. “I learned basic auto mechanics from my father,” he recalls, “who learned from his father. My grandfather was a manager for Armory Chrysler in Albany, New York and my father worked part time at a service garage. My brother and I would watch and help do simple repairs on our 1969 Plymouth Fury III and 1973 Dodge Dart Swinger.”

When it came time for Cummings’ first car he found a 1968 383 Super Bee but his father wasn’t keen on him starting off with a big block, so he ultimately ended up with a 318-powered 1975 Road Runner, which he drove all through high school. After high school he wanted to serve his country, as is traditional in his family, so he joined the U.S. Navy and trained in advanced electronics. After being sent by the Navy to Newport, Rhode Island he was in need of another car and naturally was on the hunt for a Mopar.

“A friend of mine told me about a 1972 340 Duster for sale in front of Williams Auto Salvage Yard in Schenectady, New York for $600 with about 52,000 miles on it,” he remembers. “The car was in rough shape, but for the money it was a good deal, so I bought it.”

Cummings began modifying the car shortly after buying it, and quickly came to regret the changes he made. “The first modification to the car was the addition of a glass, pop-up style sunroof. That was a big mistake. The sunroof never sealed correctly and I regretted altering the original headliner. I then tried to install a 440 with an automatic transmission. It never really ran right so I put the original motor back in, and decided to keep the car an original Formal Black, numbers-matching, 340 4-speed Duster.”

Cummings drove the car for about a year and a half until being assigned to Pensacola, Florida for C-School training, which led to him putting the car into storage for about two years. After completing the training, and marrying his high school sweetheart, he went back to Rhode Island and took the Duster out of storage. “My first task was to rebuild the engine in our spare room as we had no garage living on the Navy base. The short block was given to Master Machinist Gary Askins and Ori Askins at Napa in Saratoga Springs, New York. They installed a sleeve and turned the original steel forged crankshaft. The heads were reconditioned with hardened seats to run super unleaded.”

In 1991, after leaving the Navy, Cummings and his wife moved back to Saratoga Springs, New York, bought their first house, which needed some work, and increased the size of the family with the addition of two children. These major life changes often mean the end of the fun car but Cummings never even thought about selling his Duster. Instead, he simply put it aside for some time, while continuing to accumulate parts for the restoration he planned to eventually do. After about five years he was able to devote enough time and attention to the car to get the ball rolling.

“I started the main body work on the car and over the next two years replaced both rear quarters and the driver’s side floor pan. The trunk was another issue as it didn’t even exist. After these parts where replaced it was time to prep the rest of the car for epoxy primer and PPG single-stage acrylic urethane paint. Four coats were applied in my garage in a homemade paint booth. The process of wet sanding the paint began and then I finished up with a multi-stage polish process. I then started on the interior, which included a new carpet and front seat covers from Legendary Auto Interiors and putting the horrible glass pop up sunroof back in the car. It was the summer of 2000 and I was headed to my first car show since restoring the car. The show was at Clifton Park Dodge World. I received a second place trophy in the A-Body class!”

Over the next several years Cummings devoted most of his time to his family but continued to work on the car sporadically, as time allowed. “I located a 1970 T/A 340 six pack manifold with carburetors for $200. The set needed a major overhaul which was completed with assistance from Chicago Carburetors. The motor needed to be modified so the six pack could breathe properly, so I had the block bored 0.060-inch over and the heads opened up to accept 2.02-inch intake valves. The cam was upgraded with a mild COMP Cams grind. My brother-in-law Rick helped me reassemble the engine. I also acquired an Air Grabber induction setup from a 1969 Dodge Super Bee and fabricated a new hood by replacing my original under hood support with the one from a Dodge Super Bee Air Grabber hood to mount the induction system that sits over the six-pack air cleaner. I added power steering from another ’72 Duster that I found at the Englishtown Mopar show, and installed front disc brakes from another ’72 Duster that I got from a good friend, “Mopar Dan” in Lebanon Valley, New York. I started looking for a factory style sunroof from a ’72 or ’73 Duster and finally found one from a ’73 in Wisconsin. Once the sunroof arrived, I spent the next three weeks preparing the roof to receive the new opening. It was a nice addition to the car after the first attempt. This lead to the second painting of the car around June of 2007.”

Following the second complete repaint Cummings continued to drive and enjoy the car, but there were a few areas he was not satisfied with, so in 2015 he decided to go through the whole thing once again. “The most recent time I painted the car I used PPG’s Shop-Line base coat/clear coat. It turned out to be my best paint job mostly because of the advice from my father-in-law who use to paint cars. This time extra care was given to the engine compartment. By March 2016 the paint was finished and in May I was at my first show of the year. When June came around the family and I took the car to the Mopar Madness show in Liverpool, New York. Of the thirteen or so cars in my class I was awarded 1st place for the first time in 30 years of owning the car.”

In addition to showing the car, Cummings continues to drive it frequently. Both activities bring him a great deal of happiness, but the relationships the Duster plays a role in is what gives him the most satisfaction. “Throughout the years that I’ve owned the car it has brought me in contact with many people who have become good friends, and I have a wonderful wife and two incredible children who have supported my hobby from day one. Reminiscent of my childhood, my children have watched and helped over the years with repairing and maintaining the Duster, and that is really the best part of owning the car!”

Mopar Muscle Magazine Fast Facts

1972 Plymouth Duster Mike Cummings, Ganesvoort, NY

ENGINE Type: V-8 349.6 cid (stock 340 with cylinders bored .060” over) Bore x stroke: 4.10” (bore) x 3.31” (stroke) Block: Stock cast 340 cid iron Rotating assembly: Stock 340 forged crank, stock connecting rods, Speed-Pro forged aluminum pistons Compression: 10.5:1 Cylinder heads: Factory J heads Camshaft: Comp Cams Machine work done by Gary & Ori Askins at NAPA Auto Parts in Saratoga Springs, NY Induction: 1970 T/A Challenger six pack with Holley 2300 series carburetors and six pack air cleaner Oiling system: Stock oil pump and oil pan Exhaust: Stock exhaust manifolds, pipes and mufflers Ignition: Chrysler electronic ignition, MSD coil Cooling: Stock radiator and viscous-drive clutch fan Fuel: Stock pump and lines Engine built by: Mike Cummings

DRIVETRAIN Transmission: 1972 A-833 Chrysler 4-speed, gear ratios of 2.44:1, 1.77:1, 1.34:1, and 1.0:1 Shifter: Hurst Clutch: Ram Driveshaft: Stock driveshaft Rear End: Stock Chrysler 8-3/4” Sure-Grip limited slip differential with 3.55:1 ring and pinion, stock axles

CHASSIS Construction: Welded steel unit-body Front suspension: Independent, unequal length upper and lower control arms with 0.87” torsion bars, 0.88” anti-roll bar, hydraulic tube shock absorbers over gas-charged Rear suspension: Hotchkiss type, asymmetrical leaf springs, hydraulic tube shock absorbers Steering: Stock recirculating ball with hydraulic power assist and fixed displacement hydraulic power steering pump, 3.5 turns lock-to-lock, 37.7’ turning circle Front brakes: Stock Chrysler disc Rear brakes: Stock Chrysler 10” x 2.5” drum

WHEELS & TIRES Wheels: Stock Chrysler Rallye wheels, 14”x7” Front Tires: BF Goodrich Radial T/A, P235/60R14 Rear Tires: BF Goodrich Radial T/A, P235/60R14

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itsworn · 6 years ago

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Rescuing an LS-Powered 1981 Trans Am That Stalls and Vibrates

The Combo

Tom Eyeington (right) built an LS-powered 1981 Trans Am as a 16th birthday gift for his son, Alex (left), but it stalled and vibrated terribly.

In 2010, Thomas Eyeington bought a derelict 1981 Pontiac Trans Am (TA) with a tired Poncho 301 and TH350. His plan: Build a modern high-tech hot rod for his son Alexander’s 16th birthday. Tom swapped in a 0.030-over, 6.0L LS truck engine with a custom hydraulic-roller cam (222/230 degrees at 0.050, 0.580/0.590-inch valve-lift, 112-degree lobe-separation angle) that actuates the valves in GM L92 rectangular-port aluminum heads. Fuel and spark management is via MSD’s Atomic EFI port fuel injection, MSD ignition coils, a 90mm throttle-body, and 42-pound injectors. Billed as “plug-and-play,” Atomic EFI can theoretically construct and refine its own fuel and spark curves using self-learning algorithms. A handheld tuning device allows monitoring and some user-initiated changes.

MSD’s separate handheld controller manages a rebuilt 4L80E electronic overdrive automatic trans with a 3,000-rpm-stall lockup converter. Both engine and trans controllers communicate with each other to coordinate gear shifts, TCC (torque converter clutch) lockup, and the fuel and spark curves.

A custom driveshaft hooks the trans to the original GM corporate 8.5-inch 10-bolt Posi rearend fitted with 4.10:1 gears. RideTech’s bolt-in four-link rear suspension with coilovers replaced the stock buggy springs.

It may look like just another 1981 TA, but under the stock shaker hood lurks a built 6.0L LS truck motor managed by MSD’s Atomic EFI and shifted by a 4L80E automatic overdrive.

The Problems After a host of additional chassis, interior, and exterior refinements, Tom says he “duly presented the car to Alex on May 8, 2014—his 16th birthday—running, but with numerous nagging issues.” Despite the subsequent attention of several tuner shops, two driveshaft shops, and a rearend rebuilder, two major issues were never resolved:

Stalling after warm-up when placed in gear or when coming to a quick stop after hard acceleration.

Severe driveline vibration at any speed.

The Dead Hole Fix We sent the Keller, Texas–based TA over to Machinehead Powersports west of Austin. Owner Kevin Crocie does hard-core tuning, hard-core engine builds, and custom suspension setup.

[04-Kevin-Crocie-Machinehead-Powersports]

“The car was trailered in,” Crocie says. “I started it up and could immediately hear a constant misfire.” He used a temp gun to check for a “cool header pipe,” and determined cylinder No. 1 wasn’t firing. Using an inline “blinky-light” tester between No. 1’s ignition coil and spark plug, Crocie found a bad coil, replacing it with a new MSD unit.

The TA’s ¾-ton truck LQ4 6.0L Gen III small-block had a constant miss. Motor running, Crocie used a temp gun to check each header pipe (A); a low reading on cylinder No. 1 indicated a “dead hole.” Crocie then attached a Cornwell inline spark tester between that dead cylinder’s coil and spark plug. “It didn’t flash (B), meaning the plug wasn’t firing,” Crocie says. “I swapped the coil to a different cylinder, and the dead hole followed the bad coil. If it didn’t, I would have checked the spark-plug wire and coil-trigger wires. If they had passed, I would have checked the injector.” Crocie installed a new MSD coil (C); later, another was needed when the No. 4 coil died.

The Stall Fix

The TA stalled when placed in gear with maxed-out IAC counts—eventually traced to a possibly glitchy 4L80E pressure switch manifold.

Decks cleared, Crocie started working on the TA’s big stall. He noticed weird idle air control (IAC) motor readouts on the MSD controller. An IAC is to EFI what a choke is to an old carburetor: At cold-start, both help keep the car idling. IAC “counts” (a numeric value) are high when cold, but like a choke pulling off, they should decrease as the vehicle warms up. In this case, Crocie says, “After the TA was fully warmed up in Park/Neutral, I was seeing a 100 to 160 IAC count readout, when at hot-idle it should be at 5 to 20 in Park on the MSD. If I put the car into gear, IAC counts jumped to 200—the max permitted on the MSD system—and the car would stall, even though the computer was way over-advancing the spark trying to keep it running.”

Other than a defective IAC valve, high counts can be caused by:

Carbon buildup on the IAC pintle or idle-air bypass passage

Vacuum leak or engine mechanical issue that causes low idle vacuum

Incorrect throttle-stop screw adjustment

An IAC (A) is a stepper motor-actuated valve that extends (for lower counts, less air) or retracts (for higher counts, more air) a pintle in the throttle-body air bypass passage. IAC counts should be high at cold-start, decrease during warm-ups, and be low fully warmed-up. A sudden load increase causing a momentary, sudden, low-rpm, vacuum drop-off—like going from Park into Gear—can increase the IAC count as it tries to maintain a preset idle rpm. Crocie tried lowering the TA’s too-high counts by adjusting the throttle-stop screw (B) to open the throttle-blade slightly more at idle. The TPS (C) checked OK.

The TA had no carbon buildup or vacuum leaks, but at 12 in-Hg, idle vacuum was a little on the low side for self-tuning EFI—yet not out in left field for a performance cam. Crocie thought that providing more bypass air independent of the IAC might reduce the IAC count and raise the idle speed, preventing the stall, so he increased the throttle-blade opening amount via the throttle-body’s stop screw, then installed a higher-flow-rate PCV valve of unknown origin from his spares pile. “Everything now seemed happy in the computer at hot idle, but the count still spiked to 200 when placed in gear, and the timing was still advancing from 9 to 15 degrees BTDC at idle up to 30 degrees—way too high.

“I noticed whenever the coolant temperature was only 150 to 170 degrees, the idle would almost maintain coming out of Park. I installed a Mr. Gasket high-flow thermostat that opens at 158 degrees instead of the stock unit’s 192, then set the computer-controlled electric fans to turn on at 165 degrees and go off at 140; they now ran constantly. Coolant and inlet air temperatures dropped and the computer-set, low-speed advance went down to just 8 degrees. In-gear IAC count was cut in half, down to 100, so I knew I was moving in the right direction, but there was still an occasional random stall going into gear.

Replacing the stock 195-degree thermostat (left) with Mr. Gasket’s high-flow, 160-degree unit (right) plus turning on the electric fans at a lower temperature dropped coolant and inlet air temps, resulting in more stable low-end spark advance and lower IAC counts, but some random stalls still occurred shifting from Park into gear.

“Now I began to suspect the trans. Its big electrical plug passed all MSD-spec’d voltmeter electrical tests with flying colors, but during the procedure I suddenly noticed the handheld controllers for the engine and trans always reported the trans being in Second gear, regardless of the actual detent position. No wonder the computer was confused. It couldn’t compensate when the other sensors like the TPS [throttle position sensor] and VSS [vehicle speed sensor] contradicted it.”

So Crocie brought the trans over to Eagle Transmission in Austin, where Brian Day pulled the trans apart and checked the pressure switch manifold, which is supposed to tell the computer which gear the trans is in. “Brian thoroughly inspected the trans and cleaned everything up, but never actually found anything in particular,” Crocie says. “But after he put the trans back together—voila!—the mysterious problem went away.” No longer confused, the computer self-learned and the stall was cured.

The 4L80E’s master connector is located at the rear of the main case on the driver side (A). Crocie performed electrical continuity tests on its terminals with a voltmeter. It passed, but while testing, Crocie glanced at the handheld trans and engine controllers. “I suddenly realized that no matter what detent I selected—Park, Reverse, Neutral, or any forward gear— the controller said the trans was in Second!” Nearby Eagle Transmissions in Austin thought the pressure manifold switch (B) might be glitching. Located between the filter and valvebody, it’s like a computer touchpad, but actuated by hydraulic pressure instead of your fingers. Thoroughly cleaning up the trans and pad solved the problem!

“Maybe particulate matter in the trans had goofed something up,” says Crocie. “But now the computer was happy, the IAC counts were normal, the stalling stopped, and overall driveability continued to improve as the computer’s self-learning ability could now apply the proper strategy over time.” Compare the “BEFORE” data (trans supposedly in Second when it’s physically in Park) to the “AFTER” data (trans properly reported in Park, IAC and timing stabilized).

The Vibration Fix With the car driveable, Crocie went to work on the bad vibes. His initial report: “On a test drive, the review mirror begins shaking above 15 mph, and as the speed increases, it gets progressively—exponentially—worse, spreading to the entire car. It occurs in any gear. By 70 mph, it feels like the car is tearing itself apart. I can see dust floating around in the air!

“I put the car up on the lift for a visual inspection. One of the first things I check on engine/trans or suspension swaps is the rear pinion nose angle and overall driveshaft phasing. The TA has a four-link, coilover conversion that uses thin-wall polyurethane bushings at the pivot points. There’s not a lot of movement or deflection, which makes proper phasing critical. I noticed the pinion angle was perfect with the rearend hanging on the lift and the coilovers connected, but that’s not real-world. Once I disconnected the coilovers and positioned poles supporting the rear differential simulating real-world, loaded ride-height conditions, the pinion nose was 2.7 degrees down compared to an imaginary line drawn through the trans yoke and driveshaft centerline—way too much. For a general-purpose street car, on a four-link I like to see 0.2 degrees pinion down with a stiff suspension at normal ride height. I lengthened the four-link’s adjustable upper arms to achieve this, then cycled the suspension through its full travel range. There was only a 1.1-degree gain through full sweep—very good.

To minimize vibration and friction, Mark Williams says the trans output shaft centerline should be parallel to the pinion centerline within ½ degree in both vertical and horizontal planes (but not “pointed” directly at each other). The combined front and rear U-joint operating angles should be within 2 degrees. Mark Williams

The TA’s pinion angle was 2.7 degrees down with the suspension loaded at static ride height—way too much. Crocie corrected that by lengthening the RideTech four-link’s upper arms (arrows), reducing pinion angle to just 0.2 degrees nose down, with only a 1.1-degree change through the full range of suspension motion. RideTech

“Yet there was little or no reduction in vibration, so next I put a buddy in the car and had him spin the motor up to 3,000 rpm in Drive with the car up on the lift. Standing under the car, the driveshaft was oscillating so hard, I couldn’t focus on it, even with my prescription glasses on. It looked like velvet, there was so much vibration.” A dial-indicator check revealed excessive runout at each end of the TA’s driveshaft. Not only was a new driveshaft needed but the oscillation had also damaged the trans yoke bushing in the extension housing, requiring it to be replaced, too.

With vibration still present after correcting the angles, Crocie checked for driveshaft runout. “Rotating the driveshaft by hand with a dial indicator on each end, I found excessive runout—0.021 inch in front, 0.029 at the rear. The end caps weren’t welded on concentrically.”

The vibration fix: a properly balanced and phased Mark Williams’s aluminum driveshaft with beefy 1350 U-joints and a new trans yoke.

For the new custom driveshaft, Crocie went with a Mark Williams MasterLine 3.5-inch-od, 6061 aluminum unit. Every Williams shaft is electronically high-speed balanced with the trans yoke. Special assembly fixtures guarantee proper weld-yoke phasing during assembly. “I’ve never had a problem with anything Williams makes,” Crocie says.

These are the critical dimensions needed for a custom driveshaft. Mark Williams prefers to supply the trans yoke as it makes the balancing job more accurate and determining the right length easier: Just measure from the pinion yoke U-joint centerline to the back of the transmission extension housing (E). The car must be on the ground at operating weight (gas and driver). Mark Williams

Williams’ beefy MasterLine 6061 aluminum driveshaft includes a billet trans yoke and sealed Spicer U-joints. The precision, washer-like balance weights actually bolt on (inset). “Our balancing spec is 25- to 30-percent tighter than most competitors,” says Williams’ Andrew Dickson. “We spin balance at 4,000 to 8,000 rpm and can go as high as 10,000, depending on the ’shaft’s critical speed.”

Weighing in at 14.05 pounds, the new Mark Williams driveshaft is 4.35 pounds lighter than the old 18.4-pound steel driveshaft it replaces.

Williams won’t install anything smaller than a 1350 U-joint on its hard-core shafts, but GM corporate 8.5 10-bolt rearends use smaller 1330 U-joints at best. Tom’s Differentials supplied a flange that fits the GM pinion but accepts the larger U-joint.

A Tom’s Differentials pinion-yoke adopted the new driveshaft to GM’s 8.5-inch 10-bolt corporate rearend. The pinion-yoke retaining nut also preloads drive-pinion bearing “crush.” To avoid complete rearend teardown, measure the force needed to rotate the old yoke. Install the new one and tighten the nut to 200 lb-ft. Continue tightening in 10–lb-ft increments until rotational force matches the old value—here, about 15–17 lb-in.

Another often overlooked critical preload spec is the pinion flange’s U-joint straps. The center of the strap should contact the U-joint before the end-tabs bottom against the yoke flange’s surface. With the strap retaining bolts finger-tight, you should be able to fit a 0.020—0.030-inch feeler-gauge between the strap and flange; if not, shave 0.020—0.030 inch off the bottom of the cap’s flat ends.

Vibration also damaged the trans extension housing rear bushing—the old yoke had 0.050 inch clearance! TranStar offers a replacement 4L80E bushing. With it and Williams’ yoke, the clearance is now a nice, tight 0.002–0.003 inch. You’ll need to remove the housing to install it and then a new rear seal. The housing-to-case O-ring-style gasket is reusable.

The Results Except for a slight converter lockup “hunt” in overdrive at 53 to 55 mph under cruise, the TA now drives smoothly; as the computer learns, it keeps getting better and better. Alexander drove the TA back to his dorm in College Station, Texas: a flawless two-hour drive.

Pedal to the metal with IAC counts normalized, vibration cured, and two bad coils replaced. Don’t mess with Texas.

Lessons Learned Crocie advises, “When you notice something’s wrong with the car, something’s wrong. Don’t drive away from the repair shop for good until the problem is fixed for good. Don’t get lost on what the car is doing; find out why it’s doing it.”

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itsworn · 7 years ago

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1970 Challenger: Meet The First-Ever Non-Hack Hellcat Swap!

This Hellcat-powered 1970 Challenger RT/SE could be the ultimate melding of classic styling, modern performance, and comfort.

If you think back to your high school days, there’s likely at least one car you used to see on a regular basis that was sitting neglected in someone’s yard or under tree. You probably daydreamed about that car and wondered why on earth anyone would be so callous to treat it like that. You certainly wouldn’t. You would get it back on the road to its former glory. For Larry Rose, this ’70 Challenger RT/SE was that car. As a young man, he kept his eye on it as it sat neglected in a yard. He saw it every time he drove out to his grandma’s house in Georgetown, IL and he would just shake his head and then spend most of the rest of the drive thinking about it.

How hard could a Hellcat swap be? …The answer is really hard, and plenty expensive.”

In most cases, stories like this usually include a few attempts at inquiring about the car, always to be turned away with declarations that it’s not for sale. Larry’s story went much better though. He kept an eye on the Challenger, and in 1989, he got wind that the car was for sale for $3,500. The bad news was that a light pole had fallen across the hood and gone through the windshield. Still, Larry knew that was the car, so at the age of 17, the Challenger became the first one he ever bought.

The bad news was that a light pole had fallen across the hood and gone through the windshield. Still, Larry knew that was the car…”

Being a high school kid, money was tight, so Larry replaced the windshield and worked the fender back out as best as he could. He spent some time getting it reliable and drivable again, and the 383 Magnum, four-speed, Dana-rearend—equipped coupe was his ride for the last two years of high school. As you would expect, there were many nights spent cruising the local hot spots to see and be seen. On one of those trips, Larry even managed to catch the attention of a good-looking girl who he took to prom. He didn’t know it then, but she would eventually be his wife. Some say the cool car had a little something to do with that.

Larry even managed to catch the attention of a good-looking girl who he took to prom. He didn’t know it then, but she would eventually be his wife.”

Around 1990, Larry saved up enough from his job working at a pallet company after school to have a local shop swap on a fender, repair the hood, and spray on a new coat of Lime Green paint. Shortly thereafter, though, Larry went away to college and the Challenger went into storage for a few years. School comes first, but once he had time to devote to it again, the Challenger was back on the road, and at the drag strip. It was still running the stock drivetrain, and rowing gears down the track was fun, but to get more consistency Larry swapped in an automatic. Then to get more speed, he added a nitrous system. The Challenger remained in this form for the next few years, and was a force to be reckoned with.

The RT/SE moved back and forth from the front to the back burner through the late ’90s and early 2000s as life changed and other projects came and went, but around 2005 Larry started thinking about making some really big changes. The burgeoning pro touring movement was bringing on a surge of innovation in new products to make classic cars more powerful, better handling, and more fun. For all of its history so far, the Challenger had pretty much just been a straight-line car, but Larry was warming up to the idea of getting more well-rounded.

It’s not only one of the first fully operational Hellcat swaps, it’s one of the cleanest. Despite 45 years of difference, Larry Rose managed to make the swap look factory. Larry did retain A/C, but noted that the variable displacement compressor requires some rewiring to be compatible with the Vintage Air system in the Challenger.

While the 383 had been a great engine and taken a beating over the years, it was time for a freshening, so Larry took the opportunity to upgrade to a 440 6-pack. The automatic came out and a stick went back in, but instead of a four-speed, the Challenger got one more cruising leg from a five-speed swap. The really interesting stuff happened underneath the skin though. Rather than rebuild or upgrade the original suspension, Larry opted for a full Reilly Motorsports package with the AlterKtion system up front and the Street Lynx in the rear. To say this transformed the Challenger would be an understatement. It was like a whole new animal and Larry fell in love with it all over again and started driving it a lot more.

A donor Hellcat’s shifter, uConnect touch screen, push-button start, pedals (including electronic throttle control), and even the seats were seamlessly integrated into the classic Challenger’s interior.

While not all factory parameters are functioning, Larry did retained the touchscreen LCD from the Hellcat which allows selection of performance modes.

There are things you learn about a car the more you drive it, especially when you’ve become accustomed to the nice things modern cars offer. For example, while a 6-pack looks oh-so-cool when you pop the hood, keeping it perfectly tuned in all conditions can be a bit of a chore. Plus, it’s not exactly easy on fuel. Since Larry was enjoying driving the Challenger more and planning to attend the 2012 Hot Rod Power Tour, he started looking at fuel-injection options and settled on a FAST EZ-EFI system. Notwithstanding, even with the more precise fuel and ignition control, Larry discovered the often lower quality fuel available in rural areas caused a lot of spark knock, requiring him to stop and manually adjust the timing.

Larry and his wide Kara were sold on the Power Tour, so Larry decided that the next evolution of the Challenger needed to be in the direction of easy long-distance touring. He wasn’t willing to give up on performance however, not by a long shot. Thanks to the modular design of the AlterKtion K-member, Larry knew he could easily swap to a different engine family, including a Gen-III Hemi. After some planning sessions, Larry placed a call to Cleveland Power and Performance to get one of their running pallets with an ’08 6.1L Hemi and complete wiring harness. While he was at it, he figured it was a great time to add a Magnuson supercharger. To preempt grenading the five-speed, Larry ordered a Tremec six-speed to handle the grunt. Larry and Kara attended more Power Tours with the Challenger in this configuration, and Larry discovered how much fun a boosted Gen-III can be on the drag strip. We guess you could say that was his gateway to late-model drivetrain performance.

The three-piece Boze Alloy satin-black wheels look great and allowed Larry to spec them exactly to the offsets he needed to run massive tires front and rear. Similar in appearance to the Hellcat’s tuner wheel, they fit the theme perfectly.

That brings us to 2016. While all of those upgrades were cool, we know what you really want to know: How hard could a Hellcat swap be? If the Challenger already had a blown Gen-III in it, how hard could it be, right? Wrong. The answer is really hard, and plenty expensive. Even more so because of Larry’s choice of transmission.

While sitting in traffic on the 2016 Power Tour and getting a severe left leg workout, Larry looked over at Kara and stated, “We should just buy a new Hellcat with an automatic trans.” Kara shot that down stating that they really didn’t need another car. “Fair enough,” Larry thought, so he countered with, “Well, what about a Hellcat engine upgrade instead?” That sounded fine to Kara, so at literally the next gas stop, Larry called up Cleveland Power & Performance and asked to be placed on the waiting list for the next available running pallet with the eight-speed automatic. The next week, they called Larry back and said they had one ready to ship out, if he was sure he wanted it. Larry assured them he was, and the Hellcat pallet arrived at his shop literally ready to run. For a couple of months, Larry would crank it up on the pallet just to show it off to friends, but when it came time to actually put it in the Challenger, the headaches began, particularly pertaining to the TorqueFlite 8HP90.

For a couple of months, Larry would crank it up on the pallet just to show it off to friends, but when it came time to actually put it in the Challenger, the headaches began…”

Before the stick shift brigade gets their pitchforks, if you haven’t driven one, you’ve got no argument to stand on. The 8HP90 is a marvel and to be perfectly honest, the best transmission option for the Hellcat and easily among the best performance-oriented, non-dual clutch self-shifting transmissions on the market. Sure, there was a point in time where a manual transmission was the only way to go, but those days are gone.

Starting with the roots, the 8HP90 debuted in the BMW 760Li behind a V12 engine, so it was engineered for precision behind power. Weighing less than 10 pounds more than the five-speed automatic it replaces, the eight forward gears work to keep the Hellcat engine in its most efficient rpm range with tight ratios of 4.71, 3.14, 2.10, 1.67, 1.29, 1.00, 0.84 and 0.67:1, with a 3.30:1 Reverse. Thanks to that 4.71 first gear, the Hellcat uses a tiny 2.62:1 rear axle ratio, yet delivers a 12.34:1 torque multiplication factor in first gear. For perspective, to achieve the same value with a 1970 street-spec Hemi Challenger, the standard 2.45 first gear would require huge 4.88 gears. Eye opening, huh? And while six-speed drivers may enjoy the connected feeling they get from the stick shift and clutch pedal, there’s no beating the 160 milliseconds shifts in Track mode. And that, friends, is why Larry decided to enter untested waters and keep it for the swap.

We say “untested,” because the 8HP90 is not a currently supported swap. Yes, there are at least two swaps we know of running around with one, Roadkill’s General Mayhem and the Gas Monkey Garage 1967 Dodge Dart “Shartcat,” but that doesn’t mean the info is accessible out there for everyone. Also, it’s a different case if you don’t want to hack your car up as much as they did. So with no harness or ECU available other than the stock parts, trying to integrate 2015 systems with 1970, plus a few aftermarket systems, opens up a world of complications. As far as we know, Larry’s is one of the few Hellcat swaps currently drivable and he’s still about 95 percent of the way to having it all figured out. The only current nagging concern is the ECU defaulting to limp mode after 130 mph. Larry speculates it could be a VSS issue related to the 3.54 gears in the Dana 60 causing the ECU to believe the vehicle’s absolute speed is too high, which, if determined to be the case, creates another issue since no one produces a 2.62 gear set for a Dana 60. That’s also why you see the stunted power numbers in the Fast Facts, since the Challenger cannot hit full rpm on the dyno. Still, in current form, Larry reports the Challenger is totally drivable and road-trip reliable. If you’re looking for the easier route, Larry advises using a GM 4L60 series with a standalone controller.

Larry’s is one of the few Hellcat swaps currently drivable and he’s still about 95 percent of the way to having it all figured out.”

On the topic of “not supported,” the Hellcat technically isn’t either, because even though it’s a Gen-III Hemi, it’s most definitely not the same level of install. Even though Larry had already installed a 6.1, the Hellcat was not a direct drop-in. For one, because of the lines routed from the rear of the supercharger, the engine had to be moved forward ¾ inch. Then there’s the six heat exchangers and all the requisite plumbing. For example, to cool the intake air and maximize density, a 250-watt thermostatically controlled electric pump moves 45 liters of coolant per minute through two intercoolers built into the flanks of the supercharger and two radiators positioned at the front of the car. You can’t just shove them any old place they fit; they need strong airflow and Hellcat-equipped cars are designed with this in mind. In fact, when Larry spoke to Chrysler engineers at a show once, they said one of the biggest issues he would likely face would be getting enough airflow to the coolers to keep the Hellcat out of limp mode. Working within the envelope the ’70 offers, Larry’s solution was to position the coolers within the fenders for the best airflow and add slim auxiliary fans. While he has not attempted open-track use, this solution has been effective for regular street use and Power Tour.

Wiring is its own adventure with a swap like this. The complex multi-tiered electrical system in the production car features multiple computers that all retrieve data from each other. The challenge is figuring what you can eliminate and what you can’t. For example, disconnect the wheel-speed sensors and you’ll trigger a code and disable the traction control, stability control, and speedo, but the car would still be drivable. On the other hand, the car would not crank at all if the ABS module were unplugged. That’s why Larry’s Challenger has the Hellcat ABS module mounted and plugged in, even though it’s not actually doing anything. As for the rest of the wiring, Larry reached out to numerous resources to confirm what was critical to operation. If the Challenger had a modern dash swap, it would be lit up like a Christmas tree with warning lights from triggered codes, but none are mission critical.

You would never know from looking that Larry Rose’s 1970 Dodge Challenger RT/SE was packing a modern Hellcat Hemi and eight-speed automatic, and that it put down 617 hp to the tires at the Mopar Muscle Dyno Showdown sponsored by Petty’s Garage.

Despite the fact that it’s already a driver and has taken home the Mopar Muscle Editor’s Choice award at the 2017 Mopar Nats, the saga of the ’70 Hellcat is actually an ongoing one as Larry irons out the technical details to get his RT/SE as turnkey as a brand-new Challenger. The plan is to have all the details ironed out so that he can offer the swap to customers of his shop, Larry’s Automotive in Newburgh, IN, with minimal hassle and using only the necessary components. Plus, if you haven’t noticed by now, Larry loves to upgrade and change this car, so this is hardly the last iteration. If you want to see more technical build details and follow the progress, check out his Instagram @70Hellcat because even though the Challenger will be making 707-plus hp once the bugs are smashed, Larry hinted to us that he’s already pondering what he may do next to make it ever faster.

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