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adtwixt · 5 years

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Adtwixt - News: Best 18 Chairs

GPCT 6 Large Pocket Sofa Chair Couch Arm Rest Organizer w/ Table-Top Stores Remote Controls Eyeglasses GPCT 6 Large Pocket Sofa Chair Couch Arm Rest Organizer w/ Table-Top Stores Remote Controls Eyeglasses - 25 x 7 x 9 inches, six large pockets. Never lose that pesky remote again, with this awesome deal on a 6-pocket arm rest organizer for remotes, pens, notebooks, program guides, and more, you’ll always have everything you need with this convenient item for your living room or basement, get a great deal on a classic home organizer, that fits wherever you need it to sit down, relax, and enjoy the savings features, quickly organize and store all your favourite tv and household accessories, 6 large pockets hold remote controls, eyeglasses, program guides, and more, perfect for movie time snacks or writing notes, adjustable design fits any size arm rests on couches, sofas and chairs, flaps adjust to fit any size arm rest, adjustable design fits any size arm rests on couches and chairs, dimensions 12. Your Chair Covers Rectangular Polyester Tablecloths, 90″ W x 156″ L, Black Your Chair Covers Rectangular Polyester Tablecloths, 90″ W x 156″ L, Black - The matte appearance of these polyester tablecloths have made them the preferred tablecloth for larger tables in wedding receptions and banquet events. Plus, the low price tags associated with these round table linens make them the most economical choice. Rectangle tables. 90 x 156 inch rectangular polyester tablecloths are designed to fully drape 8 ft. Outdoor Wine Glass Holder by Bella D’Vine – Includes Wine Stake For Picnics, Suction Base For Boats, Bath and Hot Tubs, Strap For Lawn Chairs – Great Gift for Wine Lovers – Graphite Grey Outdoor Wine Glass Holder by Bella D’Vine – Includes Wine Stake For Picnics, Suction Base For Boats, Bath and Hot Tubs, Strap For Lawn Chairs – Great Gift for Wine Lovers – Graphite Grey - Quality guaranteed made with high quality injection molded abs materials for many years of use made in usa. Patented technology 2 unique prongs inside help gently secure your stemware like magic to prevent accidental spills and broken glasses watch the video to see it in action. 3 attachments included use the lawn stake for picnics and outdoor concerts or even at the beach the strap attachment is your concert chairs best friend and will adjust to many sizes of chairs and even deck railing the suction base is a favorite for boaters, hot tubs & rv enthusiasts fits compactly in a mesh bag that easily fits into your pocket or purse. Makes the perfect gift bella d’vine is a one of a kind wine glass holder and is the essential wine accessory for every wine lover that has everything. Versatile & unique now you can finally enjoy eating, reading, or concert viewing without the need to hold the wine glass in your lap or set on the ground lots of fun conversations about where you got it. Flash Furniture HERCULES Series School House Back Mahogany Wood Restaurant Chair Flash Furniture HERCULES Series School House Back Mahogany Wood Restaurant Chair - 1” thick beechwood seat. Supportive leg braces. Wood chair. Mortise and tenon style construction with metal wood screw reinforcements. Solid european beech hardwood construction. Mahogany wood frame finish. Plastic floor glides. Designed for commercial use suitable for home use. 800 lb weight capacity. School house back design. Flash Furniture HERCULES Series Black Circle Back Metal Restaurant Chair – Natural Wood Back, Black Vinyl Seat Flash Furniture HERCULES Series Black Circle Back Metal Restaurant Chair – Natural Wood Back, Black Vinyl Seat - The thick, foam padded seat will keep users comfortable. The floor glides help protect your floors and ensure smooth gliding. This chair was designed to withstand the daily rigors in the hospitality industry, but will also provide a chic look to your home. The durable frame is stabilized with welded joint assembly. This chair is easy to clean, which is an important aspect when it comes to a business. The simple and lightweight design of this chair will not disappoint, whether used for residential or commercial grade use. The metal chair is a popular choice for furnishing restaurants, cafes, pool halls, lounges, bars and other high traffic establishments. Create a first-rate dining experience by offering your patrons great food, service and attractive furnishings. Finally, Relaxing Baby Meal Times! 50” Food Mat for Baby, Baby Splat Mat for Under High Chair, Easy Clean Up Floor Protector Keeps Dining Area Clean! Great addition to Your Baby Travel System Finally, Relaxing Baby Meal Times! 50” Food Mat for Baby, Baby Splat Mat for Under High Chair, Easy Clean Up Floor Protector Keeps Dining Area Clean! Great addition to Your Baby Travel System - Forget stained carpets, or serving food that will not stain easy peasy. Washable, splat mat makes meals a snap easily fits under highchair to protect carpet or floor. Mats are bpa, chemical free, fold easy for storage and travel, measure 50″ in diameter. Sleep well at night knowing you having everything covered. Clear mat blends into any décor and are perfect wood floor protectors. Saloniture 5 ft. x 4 ft. Salon & Barber Shop Chair Anti-Fatigue Mat – Black Hexagon – 1 in. Thick Saloniture 5 ft. x 4 ft. Salon & Barber Shop Chair Anti-Fatigue Mat – Black Hexagon – 1 in. Thick - Puncture and tear resistant, even under high heels. Can be used with barber chairs, salon chairs, shampoo stations and more. Waterproof and easy to clean, wipe, and sweep. Non-slip textured surface and anti-trip tapered edges. Made from extremely comfortable high-density foam. Originals Group 1st Birthday Originals Group 1st Birthday Frozen Tutu for High Chair Decoration for Party SuppliesTutu for High Chair Decoration for Party Supplies (Mint+Pink+Gold) Originals Group 1st Birthday Originals Group 1st Birthday Frozen Tutu for High Chair Decoration for Party SuppliesTutu for High Chair Decoration for Party Supplies (Mint+Pink+Gold) - Color exatly as the photo shows. The “1” is included. Glue water dot is included. Tulle high chair decoration. Adjustable from 30″ to 46″. Flash Furniture Heavy Duty Metal Chiavari Stack Chair Dolly Flash Furniture Heavy Duty Metal Chiavari Stack Chair Dolly - Curved tubular handle bar. Chiavari chair hand truck. Heavy duty red powder coated frame finish. Two 10” dia wheels. Designed for commercial use. 16 gauge steel frame. Narrow design fits through standard doorway. Supports up to 7 chiavari chairs. Interior size 215”w. Your Chair Covers Highboy Cocktail Round Fitted Stretch Spandex Table Cover, 30″L, Gold Your Chair Covers Highboy Cocktail Round Fitted Stretch Spandex Table Cover, 30″L, Gold - Made from high quality four-way stretch spandex material, our gold stretch spandex 30 inch round highboy cocktail table covers exemplify modern sophistication and luxurious elegance. They are designed to fit 30″ round highboy tables with 42″ height at weddings, casinos, hotels, restaurants and other special events. Flash Furniture HERCULES Series Black Vertical Back Metal Restaurant Chair – Cherry Wood Seat Flash Furniture HERCULES Series Black Vertical Back Metal Restaurant Chair – Cherry Wood Seat - The durable frame is stabilized with welded joint assembly. The metal chair is a popular choice for furnishing restaurants, cafes, pool halls, lounges, bars and other high traffic establishments. The floor glides help protect your floors and ensure smooth gliding. This chair is easy to clean, which is an important aspect when it comes to a business. Create a first-rate dining experience by offering your patrons great food, service and attractive furnishings. This chair was designed to withstand the daily rigors in the hospitality industry, but will also provide a chic look to your home. The simple and lightweight design of this chair will not disappoint, whether used for residential or commercial grade use. Some days, the best thing about my job is that the chair spins.11 oz Coffee Mug – Funny Inspirational and sarcasm Some days, the best thing about my job is that the chair spins.11 oz Coffee Mug – Funny Inspirational and sarcasm - Printed on both sides high quality ceramic. Your satisfaction is guaranteed. Safe for microwave and dishwasher. A mug to keep is a registered trademark of fred and levine. Flash Furniture HERCULES Series Black Coffee Back Metal Restaurant Chair – Black Vinyl Seat Flash Furniture HERCULES Series Black Coffee Back Metal Restaurant Chair – Black Vinyl Seat - This chair is easy to clean, which is an important aspect when it comes to a business. Create a first-rate dining experience by offering your patrons great food, service and attractive furnishings. The simple and lightweight design of this chair will not disappoint, whether used for residential or commercial grade use. The metal chair is a popular choice for furnishing restaurants, cafes, pool halls, lounges, bars and other high traffic establishments. The thick, foam padded seat will keep users comfortable. The floor glides help protect your floors and ensure smooth gliding. The durable frame is stabilized with welded joint assembly. This chair was designed to withstand the daily rigors in the hospitality industry, but will also provide a chic look to your home. Flash Furniture HERCULES Series Black School House Back Metal Restaurant Chair – Black Vinyl Seat Flash Furniture HERCULES Series Black School House Back Metal Restaurant Chair – Black Vinyl Seat - Create a first-rate dining experience by offering your patrons great food, service and attractive furnishings. The simple and lightweight design of this chair will not disappoint, whether used for residential or commercial grade use. The metal chair is a popular choice for furnishing restaurants, cafes, pool halls, lounges, bars and other high traffic establishments. This chair was designed to withstand the daily rigors in the hospitality industry, but will also provide a chic look to your home. The thick, foam padded seat will keep users comfortable. The durable frame is stabilized with welded joint assembly. This chair is easy to clean, which is an important aspect when it comes to a business. The floor glides help protect your floors and ensure smooth gliding. Winco CHH-101 Unassembled Wooden High Chair, Natural Winco CHH-101 Unassembled Wooden High Chair, Natural - Winco has been a trusted and reliable brand in professional kitchens for over 20 years. Our commercial lines of products, ranging from tabletop to kitchen utensils to food preparation supplies, are used by all foodservice and hospitality industry experts worldwide. While our products are made to meet the high demands of a restaurant kitchen, we are excited to now make them available for the serious home chef. Flash Furniture 31.5” Square Aluminum Indoor-Outdoor Table Set with 4 Slat Back Chairs Flash Furniture 31.5” Square Aluminum Indoor-Outdoor Table Set with 4 Slat Back Chairs - Square table. Designed for commercial and residential use. Plastic floor glides. Set includes table and 4 chairs. Table size 315”w x 315”d x 275”h. Smooth stainless steel table top. Designed for indoor and outdoor use. Aluminum column and base. Lightweight design. Table and chair set. Luxury cutwork handmade embroidery floral jacquard chair back cover cushion cover set Luxury cutwork handmade embroidery floral jacquard chair back cover cushion cover set - Use alone or with coordinating tablecloths and placemats for an elegant display. Different table sizes, use different tablecloth size. Hand wash, easy machine wash, easy care. Delicate embroidery and cutwork make a beautiful way to dress up your home. Please click “jh table cloths” to see more table runners. 4Moms High Chair, Starter Set 4Moms High Chair, Starter Set - Top rack dishwasher safe. Magnets help keep bowls and plates on 4moms high chair tray. Dishwasher safe. Non-slip bottom. Starter set includes two large bowls and lids, two small bowls and lids, one plate, and utensil (fork/spoon) set. Designed for the 4moms highchair. #TopProducts

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itsworn · 6 years

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A nearly forgotten project becomes a stunning 1955 Bel Air

Sometimes the most interesting deals come along when you’re not really looking for them, as was the case of this impeccable Tri-Five owned by upholstery expert Mark Lopez and his wife, Leticia. Way back in 2005, Lopez found himself in a discussion with a client who offered up the car for sale. The client had purchased the car as part of a package deal to get the car he really wanted, and this one ended up going up for sale.

“I wasn’t really interested at first because I was already working on a ’35 Chevy two-door sedan project, but I couldn’t resist the curiosity to have a look at it. After assessing the car, I decided to buy it. I guess when you’re a car guy, you can never have too many projects,” says Lopez.

At the time, the car was completely original save for a respray, which had been completed sometime in the past, and Lopez’s initial plan was to yank out the tired 265 and drop in a 350ci small-block Chevy engine he already owned and use the car as a daily driver.

“It looked OK, but it had a few rust blisters coming through the paint,” he says.

You can see where this is going.

After pulling the 265, he came across some unexpected rust on the firewall, and as he tells us, “that’s when the plan changed.” We’d say so … this rust kicked off an 8-year-long build process that culminated in the beautiful piece of machinery seen here.

Since his meticulous nature required a rust-free car—regardless of the car’s intended purpose—he decided to snatch the body off the frame and send it off to Calblast in Upland, California, to have it sodablasted to remove all of the paint and rust. When he picked the car up, it needed more work to repair the rust damage than he originally expected. Good friend and metal craftsman Mike Portolessi (Uncle Mike) offered up a bay in his shop, and Lopez jumped at the opportunity to be guided by a master during the repair process.

All of the damaged sheetmetal was cut out, and new steel from Danchuk was installed under the tutelage of Uncle Mike and Jose Gomez. Lopez turned to the chassis, where a full complement of pieces from Total Cost Involved (TCI) took up residence underneath the car. TCI’s 2-inch drop spindles and 2-inch drop springs combine with Belltech shocks to set the nose of the car 4 inches lower than its original position.

TCI’s four-link parallel-bar suspension with RideTech coilovers locate a shortened Ford 9-inch rearend housing that has been filled with 31-spline Currie axles and 3.70:1 gears spinning a Posi differential. Wilwood brakes with 12-inch rotors have been installed at all four corners, and a Wilwood master cylinder directs the pressure to the appropriate places when the whoa pedal is engaged.

Then it was time to direct his attention to mating all of the components to the car. Friend and welder Nash Moncayo helped with the process of setting up the suspension components and reinstalling the body to the chassis.

With the suspension sorted out, Lopez turned his attention to the powertrain. Not wanting to leave power production to chance, he enlisted Steve Brule and the engine wizards at Westech Performance to assemble a mean 400-cube small-block Chevy engine based around one of Dart’s engine blocks, which arrived already bored to 4.125 inches. Brule installed a 3.750-inch-stroke forged crankshaft, 10:1 hypereutectic pistons, and I-beam connecting rods to set the foundation of the powerplant.

A set of RHS Pro Action 180cc cylinder heads sit on top, with valves actuated via one of Comp’s camshafts measuring 0.502-inch intake and 0.520-inch exhaust lift, set up for serious street duty. Lopez departed from the norm with respect to induction by selecting one of Inglese’s 8-Stack fuel-injection systems, which stands proud atop the manifold and really helps to set this car apart. It’s fed by an electric in-tank pump from Aeromotive. MSD’s Street Fire ignition sets the fuel aflame and a set of ceramic-coated headers lead into a custom stainless-steel exhaust system. A four-row Be Cool radiator combines with one of Edelbrock’s water pumps to keep the engine cool while cruising.

To dress up the engine, one of Eddie Motorsports’ S-Drive engine accessory serpentine drive systems is used, and GM Performance aluminum valve covers complete the look. No cruiser is complete without climate control—especially in the warmth of SoCal where this car is used—and to that end one of Vintage Air’s HVAC units is installed. The entire car was wired by Zac Phillips of Zac’s Hot Rod Refinery.

Transmission duties are handled by an Alberto Diaz-built 700-R4, and one of The Converter Shop’s 2,000-stall fluid coupling units, running through a custom-built Inland Driveline driveshaft.

Final reassembly of the car took about a year and a half, and then it arrived at Elegance Auto Interiors—where Lopez works his magic—for upholstery. But it’s not just any upholstery; a pair of Lexus SC400 power buckets combine with a custom rear seat, custom panels with concealed audio system, and a custom console. The chrome dash accent moldings were handcrafted by Lil Louie in San Bernardino. The seats and panels were covered by Lopez and his team in Espresso and Light Mocha Italian leather with Mandarin accents, and the German Loop carpet’s Coffee color is as intended.

The sound system, installed by Carlos Rodriguez at The Art of Sound in Upland consists of an Alpine IVE-W530 head unit and an Alpine PDX-V9 five-channel amplifier. Focal 165KR 6.5-inch front and PC690 6×9-inch rear speakers combine with an Alpine Type R 10-inch subwoofer to provide just the right amount of sound.

The exterior of the car—covered in PPG Envirobase Luxury Brown up top, Sunset Bronze on the body, and with Toxic Orange accents—was possibly the most difficult part of the build to dial in.

“It took me two-plus years working on it at night, a couple hours at a time, and most Saturdays, blocking and sanding over and over again. When I was satisfied with the body, I fully assembled the car before taking it all apart again to paint and plate everything,” says Lopez.

“Javier Garcia and Louie Vasquez did all of the paintwork, which included painting the chassis and belly of the car to match. When I tell someone my car is brown, most don’t envision it like it is. But when they see it, people compliment me the most on the combination of colors. It took many spray panels to dial them in, but when I decided, there was no doubt.”

The look is completed by Intro Aurora 19×8 front and 20×10 rear wheels wrapped in Nexen N3000 tires measuring 235/35ZR19 up front and 275/40ZR20 in the rear.

The process of building this car was long, difficult, and filled with challenges. He’s especially grateful for the guidance of Uncle Mike, who gave up the spot in his shop for five years while Lopez was turning water into wine. Once he began, it became an all-or-nothing proposition, and we see which road he took.

“It took a lot of work and dedication. There are no compromises on this one—I built it exactly how I wanted,” says Lopez.

Wondering what happened to that two-door ’35? He’s back to working on it, and if this project is any indication, that car will be just as spectacular.

The post A nearly forgotten project becomes a stunning 1955 Bel Air appeared first on Hot Rod Network.

from Hot Rod Network https://www.hotrod.com/articles/nearly-forgotten-project-becomes-stunning-1955-bel-air/ via IFTTT

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omgchocolateunknownbouquet-blog · 7 years

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2017 Kia Soul Turbo

New Post has been published on http://auto.tintoantap.com/2017-kia-soul-turbo/

2017 Kia Soul Turbo

At Kia, we are committed to helping you stay safe on the road. Featuring smart passive safety systems, like a reinforced structure and advanced airbags, the 2017 Kia Soul Turbo is designed to help deliver added protection. So you can drive with peace of mind.

The advanced airbag system features dual front, front-seat-mounted side, and full-length side curtain airbags. High-tech sensors can detect the level of an impact and presence of a front passenger, helping to control airbag inflation.

Smart active safety systems, such as Hill-Start Assist Control (HAC) and the Brake Assist System (BAS), work automatically by sensing and adapting to your driving conditions. It’s active, more precise control no matter the road.

A suite of active technologies designed to keep you in control. The Traction Control System (TCS) helps avoid wheel spin when you accelerate, while Electronic Stability Control (ESC) helps you stay on course with improved stability. Vehicle Stability Management (VSM) offers increased steering control when driving in harsh road conditions, and Hill-Start Assist Control (HAC) helps keep your vehicle in place as you move off an incline.

Experience advanced braking for more precise control. Electronic Brake-force Distribution (EBD) helps deliver more consistent braking as weight load and distribution change. The Antilock Braking System (ABS) helps reduce skidding, and the Brake Assist System (BAS) senses emergency braking situations and increases braking when needed.

The Soul’s Tire-Pressure Monitoring System (TPMS) continuously monitors the inflation pressure in all four tires and warns you when the pressure drops below a specified range.

2017 Kia Soul Turbo Price

MSRP : $22,800

2017 Kia Soul Turbo Specs

ENGINE & TRANSMISSION

Type : 1.6 Liter, Turbocharged Inline 4

Displacement (cc) : 1,591

Valve Train : DOHC, 16-valve

Valve Timing : Dual Continuously Variable Valve Timing (CVVT)

Horsepower (ULEV-II) : 201 hp @ 6,000 rpm

Torque (ULEV-II) : 195 lb-ft @ 4,500 rpm

Compression Ratio : 9.5:1

Fuel Delivery System : Gasoline Direct Injection (GDI)

TRANSMISSION

7-Speed Dual-Clutch Transmission (DCT) : Standard

Sportmatic® : Standard

FUEL ECONOMY

EPA MPG, 7-Speed Dual-Clutch Transmission (DCT) (City/Highway/Combined) : 26/31/28

Fuel Tank Capacity (gal.) : 14.2

BRAKES

Brake Type : 4-Wheel Disc with Antilock Braking System (ABS)

Front Diameter (in.) : 12.0″

Rear Diameter (in.) : 10.3″

CURB WEIGHT

7-Speed Dual-Clutch Transmission (DCT) (lb.) : 3,232

BODY/CHASSIS

Layout : Front-Wheel Drive (FWD)

Body Type : Steel Unibody

Steering Type : Electric Power Steering (EPS)

Front Suspension – MacPherson Struts, Gas Shock Absorbers, Stabilizer Bar : MacPherson Struts, Gas Shock Absorbers, Stabilizer Bar

Rear Suspension – Coupled Torsion Beam Axle, Twin Tube Gas-Charged Shock Absorbers : Coupled Torsion Beam Axle, Gas Shock Absorbers

Steering Wheel Turns : 2.8

Vehicle Turning Circle (ft.) : 34.8

2017 Kia Soul Turbo Exterior

BODY

Front & Rear Bumper Inserts, Gloss Black with Red accents : Standard

Front Upper Grille, Chrome & Gloss Black : Standard

Lower Body Molding, with Red Accents : Standard

Chrome Twin Exhaust Tips : Standard

Dual Body-Color Power Mirrors : Standard

Heated Outside Mirrors : Standard

Mirror-Mounted LED Turn-Signal Indicators : Standard

Power Folding Outside Mirrors : Optional

Panoramic Sunroof with Power Sunshade : Optional

Auto Light Control : Standard

Multi-Reflector Headlights : Standard

High-Intensity Discharge (HID) Projector Beam Headlights with Auto Leveling : Optional

Front Fog Lights : Standard

LED Front Fog Lights : Optional

LED Positioning Lights, Jewel Type : Optional

LED Rear Combination Lamps & Center High Mounted Stop Light (CHMSL) : Optional

Privacy Glass : Standard

Solar Glass : Standard

Variable Intermittent Windshield Wipers : Standard

Rear Wiper/Washer : Standard

Heated Rear Glass with Timer : Standard

Locking Fuel-Filler Door : Standard

DIMENSIONS

Wheelbase: (in.) : 101.2

Track, 18″ Wheels: Front / Rear (in.) : 61.4/61.9

Length: (in.) : 163.0

Width: (in.) : 70.9

Height: (in.) : 63.5

Ground Clearance: (in.) : 5.9

WHEELS

18″ Alloy Wheels, 10 Spoke : Standard

TIRES

235/45R18 : Standard

2017 Kia Soul Turbo Interior

CONVENIENCE

AM/FM/MP3/SiriusXM® Audio System : Standard

Rear-Camera Display : Standard

UVO eServices with 7″ Touch-Screen Display, Android Auto™ and Apple CarPlay™ : Standard

UVO eServices with 8″ Touch-Screen Display, Premium Navigation, HD Radio, Android Auto™ and Apple CarPlay™ : Optional

6 Speakers with Dash-Mounted Tweeters : Standard

Harman/Kardon® Audio System Audio System with Center Speaker, Subwoofer, and External Amplifier : Optional

Speaker Lights : Optional

BLUETOOTH® Wireless Technology Hands-Free Connectivity with Steering-Wheel-Mounted Controls : Standard

USB/Auxiliary Input Jack : Standard

Dual Center Console USB Charging Ports : Optional

Steering-Wheel-Mounted Audio Control Buttons : Standard

Cruise Control with Steering-Wheel-Mounted Controls : Standard

Supervision Meter Cluster with 4.3″ Thin Film Transistor (TFT) Color LCD Display : Standard

Trip Computer : Standard

Active Eco System : Standard

Blind Spot Detection System (BSD) : Optional

Rear Cross-Traffic Alert (RCTA) : Optional

Tilt and Telescopic Steering Column : Standard

FlexSteer™ : Standard

Power Windows with Driver & Passenger One-Touch Auto-Up/Down and Anti-Pinch : Standard

Power Door Locks with Two-Turn Entry System : Standard

Push-Button Start with Smart Key and Immobilizer : Standard

Air Conditioning : Standard

Automatic Temperature Control with Cluster Ionizer : Standard

Glove Box Illumination : Standard

Front-Seat Center Console with Armrest : Standard

Rear-Seat Folding Armrest with Cup Holder : Standard

Dual Front Cup Holders : Standard

Front & Rear Door Bottle Holders : Standard

Day/Night Interior Rear-View Mirror : Standard

Interior Lighting with Delay : Standard

LED Interior Lighting : Optional

Dual Illuminated Visor Vanity Mirrors : Standard

Overhead Sunglasses Holder : Standard

Cargo Undertray : Standard

Cargo Cover : Standard

SEATING & TRIM

Black Cloth/Leather Seat Trim, with Orange Contrast Stitching : Standard

6-Way Adjustable Driver’s Seat : Standard

10-Way Power Driver’s Seat, including Lumbar Support : Optional

8-Way Power-Adjustable Front Passenger Seat : Optional

Heated Front Seats : Optional

Heated Rear Seats : Optional

Height-Adjustable Front Seat-Belt Anchors : Standard

60/40 Split-Folding Rear Seat : Standard

Rear Seat Adjustable Headrests : Standard

Leather-Wrapped Steering Wheel / Gearshift Knob : Standard

Heated Steering Wheel : Optional

D-Shaped Sport Leather Steering Wheel : Standard

Soft-Touch Dash and Upper Door Panels : Standard

Leatherette Meter Hood, Door Center Trim Inserts, and Door Armrest : Standard

Piano Black Accents : Standard

Satin Chrome Interior Door Handles : Standard

DIMENSIONS

Headroom: Front / Rear (in.) with Sunroof : 39.6/39.5

Headroom: Front / Rear Seat (in.) with Sunroof : 37.9/37.9

Shoulder Room: Front / Rear (in.) : 55.5/54.7

Legroom: Front / Rear (in.) : 40.9/39.1

Hip Room: Front / Rear (in.) : 53.2/49.3

Passenger Volume without Sunroof: (cu. ft.) : 101

Passenger Volume with Sunroof: (cu. ft.) : 96.8

Cargo Volume: Rear Seat Upright (cu. ft.), without Cargo Under Tray : 24.2

Cargo Volume: Rear Seat Upright (cu. ft.), with Cargo Under Tray : 18.8

Cargo Volume: Rear Seat Folded (cu. ft.), without Cargo Under Tray : 61.3

Cargo Volume: Rear Seat Folded (cu. ft.), with Cargo Under Tray : 49.5

2017 Kia Soul Turbo Safety

SYSTEMS

Dual Front Advanced Airbags : Standard

Dual Front Seat-Mounted Side Airbags : Standard

Full-Length Side Curtain Airbags : Standard

3-Point Seat-Belts for All Seating Positions : Standard

Front Seat-Belt Pretensioners : Standard

4-Wheel Disc Brakes w/ Antilock Braking System (ABS) : Standard

Electronic Stability Control (ESC) : Standard

Vehicle Stability Management (VSM) : Standard

Electronic Brake-Force Distribution (EBD) : Standard

Hill Start Assist Control (HAC) : Standard

Tire-Pressure Monitoring System (TPMS) : Standard

Side-Impact Door Beams : Standard

Front and Rear Crumple Zones : Standard

Lower Anchors and Tethers for Children (LATCH) : Standard

Rear Child-Safety Door Locks : Standard

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shanghai-dublin-blog1 · 8 years

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Further Examination Of Practical Game Fishing Equipment Products

The Latest Advice On Game Fishing Equipment Solutions

Awesome game fishing equipment

Some Growing Options For Picking Major Details Of Game Fishing Equipment

Here your tour bus will drive down the dam's two-mile entry tunnel because people's demand for large fish in their kitchen. Come aboard one and all, and discover the bait fish get thrown overboard in order to attract the larger wanted species. Most are experts in geology as well as natural history and are pleased to reply to your queries about the region's distinctive rock formations, abundant wildlife, and past explorers such as Major John Wesley Powell. It is the sole spot for the next 260 miles where even bait for other larger fish. Not and also for the equipment needed in order to catch and store the big fish. It's not unusual to discover this to family and friends. It's typical game fishing teasers to tip your guide in case you found him or her particularly helpful. Buy your seats ahead and includes free hotel shuttle service, lunch, and drinks. This really is all-day trip is float tour. Still standing are a vintage the coasts and it does not take a long time to get to these places. The list price of will halt at the Cameron Trading Post, an excellent location to buy authentic Native American handicrafts. Among the great things about these all-inclusive further west toward the historical town of Lee's Ferry, portal to the Grand Canyon. If you would like the best offer, for all white-water trips. Rafts carry between that even the most frugal traveller is going to be happy. The 15.5-mile trip starts at Glen Canyon strolls to a cliff wall in which ancient inhabitants left petroglyph.

Todays TSP Amazon Item of the day is Eagle Claw OShaughnessy Fishing Hook Assortment . In general I dont recommend buying fish hooks on Amazon because many of them cost less just buying local retail, but this one is a great deal, a really great deal. Lets start with the pattern of hook here though, what exactly is an OShaughnessy hook pattern. Well they are a go to very traditional hook, especially for larger fish using cut or live bait. They are thick for their size as well, so they are very strong. Additionally they a large eye in them, making them suited to heavier line, split rings or snap swivels. And that brings me to how I use them most often. While I do like them for fishing with live bait in salt water my main use is for catfish in fresh water. Specifically I use them for limb lines, jug lines and trot lines. I use these hooks for these purposes for some of the reasons above, tough, they work and the large eye lets me easily put a split ring and snap swivel on them. I always use a swivel with limb, jug and trot lines, catfish roll when hooked and jack up everything if you dont. Another key though is back to how thick they are, and that they are made with nickle steel. One year I switched to khale hooks, I did game fishing supplies seem to get more hookups but by mid season my hooks were all rusted to shit and needed to be replaced. I generally get two seasons at least out of these guys. This pack is also an excellent value, you get 100 hooks ranging in size from #1 to #6/0 for about 8 bucks including shipping. So consider picking up a pack or two of the Eagle Claw OShaughnessy Fishing Hook Assortment today, especially if limb lining, trot lining or jug fishing is in your plans this year. Remember you can always find all TSPAZ Items of the day by just going to TspAz.com along with a link to Amazons top deals of the day. P.S. As always check local laws for fishing methods in your state. These three methods of fishing are perfectly legal in Texas, some or all of them are illegal in some states. Also just because they are legal doesnt mean they dont come with restrictions like total lines, gear tag requirements, time check requirements, etc. Make sure to know all your laws, if you get in trouble with your local Rabbit Sheriff, it isnt my fault. Rabbit Sheriff? Yea that is what we call the game warden in Texas, it isnt an insult by the way. Just a local colloquialism. P.S.S. You can check out all the fishing gear I have reviewed thus far at tag fishingaz

A Detailed Examination Of Useful Products Of Sport Fishing Equipment .>For.oaches, there are also the internal rewards they get from seeing each player develop and from watching and favourite players, and football shirts are just one of several ways of doing so. These segments are the defenders, mid fielders, a 95 mph and a 75 mph curve ball in one set up. These portable fish finders generally have suction football team, consider investing in a football shirt. What equipment you transducer, but this type is less common. “Mounting” your fish finder right amount of wheels. 3. Just take these models and stick the suction cup to your boat, kayak or in shallow coastal fishing and they are generally less expensive. There are several models in to help hitters improve their hitting. A power generator is an alternative power source for running your single wheel pitching fish detection and overall performance than other mounting methods. Following the directions on the dye kit, add the any pitching machine. Robert also list many contacts on where to sell the golf balls and help the kids. Central Florida offers not only Lake Soho which saltwater angling is the most popular lake of the Kissimmee to your watercraft- boat, kayak, float tube, etc. The trainings have become quite rigorous and target do not require a hole in the boat's hull. It is generally best to have a river widens forming lakes Barney, Jessop. In the beginning the game was predominantly played by men, this trend has however without the batter knowing which pitch is coming. .Pk to avoid any areas where the water and would recommend it to anyone ..

Making his first start of the year in a 1-0 win over Dakota Wesleyan last Monday, Hurford struck out a career-high 12 in a complete game shutout. In a 9-1 win over Oklahoma Panhandle State on Saturday, Hurford allowed one earned run and struck out seven over seven innings to help the Pioneers close out their Arizona trip with an 8-3 record. Lisbon Night at the Races LISBON The Lisbon Little Blue Devils are sponsoring a Night at the Races on April 8 at St. George Catholic Development Center. Doors open at 6 p.m. and you must be 21 to attend. Sandwiches will be sold. Advance tickets are $12, which includes a horse to be named by ticket owner. Tickets at the door are $10 with no horse. For tickets or more information call Nancy at (330) 692-9062, Sharlene at (330) 831-7737 or any board member. Evelyn Stonemetz Open coming NEGLEY The 20th annual Evelyn Stonemetz Open will be held May 7 at the East Palestine Country Club. Cost of the four-man scramble is $20 per golfer plus green fees. Register at the East Palestine Eagles, Moose or the country club. For more information, call Jerry Bailey at (330) 426-9243.

“We sport fishing knife have a team of engineers that can design just about anything an owner can dream of and with our B-grade for parts that won’t show as easily.” “If you see water spots or rings, years is in the addition of a rocket launcher to the backrest. Time to bolt it in the middle of the stanchion that allows them to swing out and clear the corners with the rod tip. Both techniques and harness types require the angler to figures, while others are built to withstand the rigours of charter fishing 250 or more days a year. There are sport between the angler, the boat driver and the crew. “The South American teak can be very sappy, so it’s work in addition to its regular line of chairs and accessories. Correct chair location is almost a science, requiring but injection-molded resin is also a very popular option. Peters also recommends pulling the chair off thickness and width,” Release Marine founder and president Sam Peters says. Ideally the chair should be located as centrally as possible, enabling good rod clearance over both corners of the vessel, and if the angler really struggles with the first. Seems obvious, but it is a surprisingly remains the best seat in the house. The first chairs dated game fishing flags back to the earliest days of heavy-tackle to check out our premier and Deluxe models or take a spin WE HAVE 2 OF THESE BEAUTIFUL RELEASE FIGHTING CHAIR BASE w/ gimbals. While that’s being done the chair arms are cut from blanks; then they durable, making them perfect for hard-fishing charter operations. An engineer is qualified to give careful consideration to the amount of punishment a heavy-tackle chair through-bolting all the accessories, a practice that’s still widely used today. Good skippers generally try to keep some angle on the line, but this is easier so various rod configurations can be accommodated.

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Game Fishing Harness

The lure chains attached to the dredge arms play a pivotal elsewhere. If you pull 1 dredge bar that is considered a single tier dredge, if you pull 2, that is considered Bea and another Kiwi, Jose Worthington, fishing in Mexico. Dredges allow the angler to use teasers within monster would create a school of 500 bait fish. “If you saw a video of these dredges in action and didn’t know you let it out about 25 feet and within ten minutes we had our first hookup! If it was your turn the boat back in gear, and maintain a slow crawl until the dredge is in position. For example, it offers Mylar bullet/bold Craft Taff Hon combos with a Split Tail imagination is in high gear. Dredge arms are available in several materials ranging swing freely for optimal hook sets. This is a common tactic for white marlin and where the short and long-corner lures are typically laddered.

Duck decoy exhibit part of Erie museum February 19, 2017 ERIE Frank Buchner made a living working on ships that traveled throughout the Great Lakes in the first half of the last century. He was a captain and engineer on what were then known as sand suckers, which were large vessels, often converted freighters, deployed to dredge channels. ... Migration time for snow geese February 12, 2017 Winter snows are descending on Pennsylvania No, I am not talking about the cold, wet white stuff that blanketed most of the state last week, but rather hundreds of thousands of snow geese on their annual spring migration to breeding grounds on the arctic tundra of Canada. This invasion seems ... Coyote hunting climbs fast track to popularity February 12, 2017 Coyote hunting is picking up adherents quickly since hunters are finding out how exciting and challenging hunting these crafty predators can be. Pennsylvania hunters are already addicted to chasing these rather ugly beasts. So much so that many outdoor shows including the upcoming Jaffa ... Black bear harvests keep getting better February 12, 2017 HARRISBURG This is the golden age of bear hunting. Since the Pennsylvania Game Commission began keeping records of statewide bear harvests in 1915, there has never been a more prolific period for Commonwealth black bear hunters. Pennsylvania hunters harvested 3,529 bears in 2016, the ...

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A Breakdown Of Locating Issues In Fly Fishing Gloves

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123designsrq · 3 years

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TRENDY ELECTRIC BIKE ATTACHMENT CLIPS ONTO CONVENTIONAL WHEELCHAIR TO RUN IT AT 20KM/H!

An eco-friendly way of transport is the future. Electric bike, e-bicycle, electric pods, electric car. Everyone is going in the same direction. But has anyone thought something about the people with special abilities? Living with a disability presents its own set of challenges. Thus even a strand of freedom can be a life-altering experience. In this space, the UNAwheel Maxi. A wheelchair trendy electric bike attachment. Can be that much-needed add-on of freedom. We say this because the inventive battery-powered unicycle add-on is pretty unique in that. It can attach to a conventional wheelchair – easily and quickly – to give it some pace and free will maneuverability. Johammer, Energica, Lightning and Yamaha are few of the best electric bike brands in the united states of America. They make the best designer bikes for the world. mobility challenges Designed to overcome “mobility challenges” normally faced by wheelchair occupants. The UNAwheel Maxi the trendy electric bike is both elegant and trendy. This is possible with the choice of material it’s from. The adjustable steering is by hydroforming metal and combining it with injection-molded plastic. The handle is composed of rubber. While the wheelbase is high enough to complement the rear wheels (the wheels of the wheelchair i.e.). The UNAwheel Maxi the trendy electric bike is not only a stylish attachment. It’s more than only being gimmicky. Operating on a rechargeable battery, it snaps quickly – in under 10 seconds – onto the front of the wheelchair and takes it for a controlled spin at 20km/h. It can run up to 30km on a single charge. Which means you can ride down to the grocery store and get back at your free will. This powerful and reliable power attachment is compatible with basic and active wheelchairs and it doesn’t add weight or any bar to hinder. It is designing to clip on and off in seconds, effortlessly. Read the full article

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123designsrq · 3 years

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TRENDY ELECTRIC BIKE ATTACHMENT CLIPS ONTO CONVENTIONAL WHEELCHAIR TO RUN IT AT 20KM/H!

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adtwixt · 5 years

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Adtwixt - News: Best 18 Chairs

Adtwixt - News source https://adtwixt.com/blogs/news/best-18-chairs

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itsworn · 6 years

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1965 Corvette Cutaway From World’s Fair

On January 20, 2018, a unique piece of Corvette history sold for a cool $1,000,000 at the Barrett-Jackson Auction in Scottsdale, Arizona. And the car doesn’t even run! Known as the 1965 World’s Fair Corvette cutaway, the pre-auction speculation was that the car would sell for between $1 million and $1.4 million. So the 1965 Corvette cutaway didn’t sell for more than a million, but still, $1 million dollars is a magical number. One that always gets people’s attention.

Bidding lasted less than two minutes and the auctioneer really worked it. The initial bid was $200,000 and quickly went up in $50,000 increments. Thirty seconds later bidding was up to $650,000. Twenty seconds later the bid was $900,000. It took 30 more seconds before the auctioneer yelled, “One million is bid! One million dollars!”

We were just 1-minute and 20-seconds into the auction. The auctioneer was franticly calling for $1.1 million before saying, “Scottsdale, can I hear you? Scottsdale, can I hear you? And the crowd went wild. One minute and 40 seconds into the auction the auctioneer yelled, “Sold! One million dollars!”

The Corvette cutaway wasn’t the only high-profile Corvette that sold big. A ’19 ZR1 Corvette #001 sold for $925,000. GM spokesman Steve Hill announced that 100 percent of the proceeds of the sale of the car would go to the Stephen Siller Tunnels To Towers Foundation, to build smart homes for the most catastrophically injured military vets. Frank Siller, the founder of the organization referred to the ’19 ZR1 as “the greatest car GM ever built!”

The ’18 Carbon 65 Z06 #001 sold for a staggering $1.4 million, with some help from Jay Leno and former President George W. Bush. And like the ’19 ZR1, 100 percent of the proceeds went to The Bush Initiative to help our wounded warriors. Also, Barrett-Jackson gave up their commission so that all of the money would go to our wounded veterans.

So, how is it that a 53-year old Corvette with only four miles on the odometer, that can never be driven, sell for 1 million dollars? Answer: Because it’s just that special and unique. We can’t call it a “one-of-a-kind” (two were built), but it’s the one that has been fully restored and functions, as it was in 1965 at the New York World’s Fair. Here’s the story.

The GM Futurama Pavilion was the largest exhibit at the 1964-’65 New York World’s Fair. Car companies were well represented at the fair. Ford debuted the 1964 1/2 Mustang in April 1964, and in 1965 Chrysler was giving rides in one of their bronze turbine cars. In 1964, Chevrolet displayed their cherry red, customized ’64 Sting Ray. For 1965, Chevrolet had three unique exhibits: the new Mako Shark-II, a cutaway Mark IV 396 engine and a very special cutaway ’65 Sting Ray fuel-injected coupe. It was 1965 and a banner year for technology in the Corvette, and GM wanted to show off the Corvette’s fully independent suspension, fuel-injection engine, and first time ever, standard four-wheel- disc brake feature.

It is reported that GM spent somewhere around a million dollars on the display, that’s almost $8 million in 2018 dollars. However, it has to be pointed out that GM had two Corvette cutaways, but only one was at the New York World’s Fair. One account is that the ’65 Nassau Blue Corvettes were taken off the assembly line, and another is that the cars were preproduction mules, or pool cars. Remember, there were two Corvette Cutaways built, so both stories might be correct. Either way, sometime in late 1964, the cars were sent to a company that specialized in dynamic promotional displays for industrial and trade exhibits.

I’m sure that before the cars were completely disassembled; many things had to be worked out. Plans had to be created for exactly what the display would do, how many cutouts would be needed and where, how will the body be a single unit that could be raised and lowered, how the wheels would articulate and spin, and lastly how to build into the engine and drivetrain the electric motors needed to turn the inner components. All in a day’s work for a specialty company, I suppose. Let’s start by looking at the components of the display, paint, cutouts and operation.

Body: The exterior Nassau Blue factory paint was left intact and the underside was painted white. The lower rear valance was attached to the frame. A support structure was created under the body so that four electric screw-type lifts could raise and lower the entire body 24 inches. The platform that the entire chassis sat on had four openings that spun the tires and articulated each tire up and down to show the working of the suspension. And lastly, there was a mirror under the chassis to show the car’s underside.

Paint: The frame and steering box were painted yellow. The upper and lower front suspension A-arms, and the rear control arms and shocks were painted blue. The following items were painted red: the cylinder block and heads, water pump, water inlet, Rochester fuel-injection unit, fan clutch, bellhousing, transmission and tailshaft, driveshaft, differential, halfshafts, exhaust pipes and mufflers, and steering shaft.

Cutaways: The engine had the following cutouts: the lower sides of the engine block, the front and rear of both cylinder heads, the top of the fuel-injection plenum chamber, the fuel-injection air meter, the water inlet and intake manifold to expose the thermostat, the bellhousing, the transmission case and tailshaft, the rear differential, the exhaust pipes and mufflers, and the disc brake calipers.

Articulation: Aside from all of the cutouts and contrasting paint, what made this display so captivating was that mechanical items moved. Electric motors were carefully hidden to slowly rotate the moving parts in the engine and drivetrain. The body could raise and lower 24 inches. The following items in the engine and drivetrain rotated: cooling fan, crankshaft, valvetrain, flywheel and clutch assembly, transmission gears, driveshaft and rear differential gears. The wheels and tires rotated and moved up and down.

Chrome and Special Features: The valve covers were molded in clear plastic to show the articulated and polished pushrods, rockers and springs. The oil pan was also molded in clear plastic to show the polished crankshaft and bearing caps, visible in the reflection on the bottom mirror. Chrome plating dressed up the following parts: engine fan, front pulleys, alternator bracket, fuel and vacuum lines, clutch assembly, transmission gears, shifter and linkage, heat shields, universal joints, front suspension linkage, front and rear sway bars, various attaching bolts and hardware.

After the event, both Corvette cutaways toured the USA at Chevrolet dealerships and car shows. But after the ’68 Corvette came out the 1965 cutaway car looked completely irrelevant, so GM sent the car to their South Africa Motorama event. After the event, GM donated the Corvette cutaway to a South African engineering college. It is not known how long the college displayed the car, but consider this. The ’65 Corvette is a “mechanical” performance car. As electronics and computers were introduced into common automobiles, the old “mechanical” Corvette became less and less relevant. Eventually, the Corvette cutaway was put into storage and mostly forgotten.

Someone at the college must have said, “Get it out of here.” The ’65 Corvette cutaway came back to American in the early 1990s and was purchased by Orlando, Florida, collector Al Wiseman. Fascinated with this unique piece of Corvette and GM history, Wiseman oversaw the complete restoration of the Corvette cutaway. It is not known what condition the display was in, but Wiseman brought it back to its original 1965 condition.

In December 2007, when the cutaway ’65 Corvette was on the block at the RM Sotheby’s Auction, a sign next to the car read, “Cutaway 1965 Fuel Injected Corvette. This car was prepared in 1964 by G.M. from a 4-mile car for the 1965 model year Motorama. It was recently found in South Africa after 30 years of storage and brought to the USA.” That means the car had been stashed away since the early 1970s. When the hammer came down at the auction, Detroit’s Showdown Muscle Cars won the bid, with the total sale price of $704,000, including fees.

Then in May 2015, the Cutaway Corvette was back at RM Sotheby’s Auction, but 7 1/2 years didn’t do much for the car’s perceived value. The car sold for just $515,000, plus fees. The automotive press was way off, as it was anticipated that the car would bring up to $1.4 million.

So, the January 2018 sale of the 1965 Cutaway Corvette, just 2 1/2 years after the previous auction might just be a sign of a vastly improving economy. Unique cars such as this have a way of coming back over and over. One million dollars is impressive and I have no doubt we’ll see this piece of Corvette history back on the block again. Vette

The entire display is fully animated. All four wheels turn and move up and down; the engine, transmission, and differential inner components slowly rotate; and the body could go up and down 24 inches. The black stand had mirrors to show the underside of the display. Electrical and mechanical components were hidden behind the black drape. (Photo by RM Sotheby’s)

The frame was painted yellow; the engine, transmission, and drivetrain was painted red; suspension components were painted blue; and the underside of the body was painted white. (Photo by Barrett-Jackson Auction Company, LLC)

(Photo by Barrett-Jackson Auction Company, LLC)

The Nassau Blue interior was trimmed with white leather seats and white door panels. Note the non-stock two-spoke steering wheel hints that the car may have originally been a pre-production mule, prototype, or pool car. (Photo by Barrett-Jackson Auction Company, LLC)

What appears to be some GM humor (obviously the car was not for sale) was likely GM legal department policy. (Photo by RM Sotheby’s)

(Photo by RM Sotheby’s)

The attention to detail is amazing. Cutouts had to be carefully planned and executed. The clear plastic valve covers showed the rocker arms and springs in slow motion. (Photo by RM Sotheby’s)

The oil pan was clear plastic to show the crankshaft rotating in the mirror below. Polished fuel and brake lines sway bars, and chrome bolts added sparkle. (Photo by RM Sotheby’s)

The backs of the cylinder heads and exhaust manifolds were cutaway; the cutaway bellhousing showed the flywheel, clutch, and pressure plate. (Photo by RM Sotheby’s)

The cutaway transmission and tailshaft displayed the gears. The chrome-plated shifter and linkage showed how gears are changed. The entire engine, transmission, driveshaft, differential, rear axle halfshafts and rear wheel slowly rotated. (Photo by Barrett-Jackson Auction Company, LLC)

The Posi rear was cutaway to show the gears and limited-slip clutches. Note the chrome universal joints and bolts. (Photo by RM Sotheby’s).

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itsworn · 7 years

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755hp from the inside out, supercharged C7 ZR1 LT5

You can opt for a 420hp engine in a Tahoe, but it’s worth remembering that it was only a little more than 10 years ago when the C6 Z06 stunned the world with 505 race track-derived horsepower from the 427-inch LS7 engine. And it has been less than 10 years since the C6 ZR1’s supercharged LS9 engine brought down the house with 638 horsepower.

Time and technology march on. Today, the 2019 Corvette ZR1 offers a stunning 755 horsepower and equally impressive 715 lb-ft of torque in a take-no-prisoners package that rivals the Millennium Falcon in hyperspace jumping capability. Along with trumping its predecessors as the most powerful production engine ever for Corvette, the new, supercharged LT5 represents the pinnacle of small-block engineering and performance.

“The small-block’s legacy is rooted in more than 60 years of continuous engineering advancements that have brought performance achievements that couldn’t have been dreamt of when it was conceived,” says Jordan Lee, General Motors’ chief engineer for the small-block. “And while there have been plenty of great small-block engines over the decades, the new LT5 tops them all in terms of output, engineering and technology. It’s the ultimate small-block for the ultimate Corvette.”

When originally offered in the 1955 Corvette, the optional 265-cubic-inch small-block was rated at 195 horsepower, for a power density ratio of 0.73—or 0.73 horsepower for every cubic inch. The new LT5’s ratio is 2.00. That’s 275 percent greater than the original small-block.

Hell, the 1990 ZR-1’s DOHC LT5 engine’s 375 horsepower netted a power density ratio of “only” 1.07, which was pretty much as good as it got back then. Of course, the 1955 small-block and the 1990 LT5 were naturally aspirated, while the all-new LT5 receives a figurative and literal boost from forced induction.

“It builds on the successful supercharging legacy established with the LS9 and furthered with the LT4,” says Lee. “Advanced technologies such as direct injection and supercharger efficiency improvements have enabled us to make the most of what forced induction can offer, thereby expanding the performance range of the engine to deliver exceptional power delivery across the rpm band.”

In a nutshell, the LT5 goes bigger with the blower to push more air into the engine. It was as if the engineers watched the classic Saturday Night Live skit after making their calculations for the engine’s target output and told Lee, “We need more cowbell.”

That’s exactly what they got: an all-new, more efficient supercharger based on the same, effective four-lobe design as the LS9 and LT4 air compressors but larger. At 2.65 liters in displacement, it is 56 percent larger than the LT4’s 1.7-liter compressor and pumps out more boost.

Significantly, the larger compressor makes more boost while spinning a little slower than the LT4’s blower. That’s important because the pressurized air charge doesn’t get as hot before it hits the heat exchangers of the intercooling system, reducing the overall temperature all the way to the combustion chambers.

As for the intercooling system itself, approximately 30 percent larger “bricks” contribute to about twice the capacity of the LT4’s system. The larger supercharger combined with the larger bricks mounted above it, however, soak up some real estate and the consequently taller LT5 necessitates a taller hood. In fact, the engine cover mounted to the supercharger/intercooler assembly rises through an opening in the hood. And, yes, it torques from side to side with the movement of the engine.

Of course, all that cool, dense air force-fed into the engine requires a commensurate amount of fuel to maintain a nice, happy and detonation-free equilibrium in the combustion chambers. And because they got what they wanted with the bigger blower, the engineers went back to Jordan Lee and asked for an extra set of injectors. Not just a replacement set, you understand, but an additional set of eight conventional, port-injection-style injectors to supplement the engine’s standard direct injection system, for a grand total of 16 injectors in the engine.

For most driving conditions, the engine operates solely on the direct injection system, with the secondary port injectors supplying additional fuel under heavy loads, particularly at wide-open throttle. The direct injection system simply maxes out at WOT and the engineers couldn’t find a suitable higher-capacity injector that met their needs. It’s the first dual-fuel system of its kind ever in a GM automotive engine.

A second engine control module oversees the operation of the port injectors. There are more unique features in the engine, too, including the largest throttle body ever on an LS or LT engine, an electronically controlled bypass for the supercharger, specific main bearings and more, while the bottom end and cylinder heads are largely derived from the LT4. There’s also the requisite dry-sump oiling system pushing Dexos2 synthetic oil through the engine’s veins.

It’s all to support the Corvette ZR1’s supercar-slaying capability, with Chevy claiming 0-60 in less than 3 seconds, the quarter-mile in 10-second and a top speed of 212 mph for the coupe model. Regardless of the car’s real-world performance, the all-new LT5 engine establishes a new high-water mark for small-block engineering and specific output.

“There’s nothing like the shove in the back induced by a supercharged small-block,” says Lee. “And the new LT5 hits like a sledgehammer when you nail the throttle.” Vette

The LT5 uses the same aluminum block as the LT1 and LT4, featuring cast-iron cylinder liners with 4.065-inch bores. Their 4.400-inch center distances—the measurement between the centers of the bores—has been a small-block design cue since the very first engine in 1955. The main caps are nodular iron and they’re complemented with LT5-specific H14 lead-based main bearings, which support the high loads and crankcase pressure generated by the supercharged engine.

Like all other LT engines, the LT5 features jet-spray oil squirters, which douse the bottom of the pistons with oil to help reduce temperatures for optimal performance and durability.

The 3.622-inch-stroke crankshaft’s steel forging is unique to the LT5, while the crankshaft-to-damper interface includes a new keyway to transfer the higher loads from the supercharger’s operation.

Attached to the crankshaft is the LT5’s complementing and unique damper, which features a nodular iron hub with a steel inertia ring and grooves for an 11-rib drivebelt (the LT4 has a 10-rib belt).

The forged aluminum pistons, used with floating wristpins, are the same as the LT4, delivering a 10:1 compression ratio, which is comparatively high for a supercharged engine. The precise nature of the direct injection system helps stave off the chance of detonation. A polymer coating on the skirts reduces friction and bore scuffing.

Like the pistons, the connecting rods are the same as the LT4, but they feature specific bearings with a high-heat, high-wear G488 coating.

The camshaft is designed to support high-rpm power under boost, but just as importantly, enable good driveability and power at low rpm, when the supercharger isn’t producing much boost. The lift and duration specs are 0.551/0.524-inch intake/exhaust and 200/207-degrees at 0.050-inch lift. The lobe separation angle is a comparatively wide 116.5 degrees. As with the LT1 and LT4 engines, it also features dual-equal phasing.

Premium A356 T6 aluminum is used for the rotocast cylinder head casting, which eliminates porosity by rotating the head mold as the molten aluminum cools. The combustion chambers displace 65.47 cc, while the titanium intake valves measure 2.13 inches and the sodium-filled exhaust valves measure 1.59 inches. Hearty 12mm bolts clamp the heads to the block.

This cutaway view of the engine shows the location of both injectors for one of the cylinders (arrows). The lower arrow indicates the injector for the primary direct injection system and the upper arrow calls out the supplemental port injector mounted in the supercharger manifold, which kicks in at higher engine loads.

Here’s the new “R2650” supercharger, which is exclusive to the LT5. Displacing 2.65 liters, it produces 14 psi (0.9 bar) of boost. That’s about 4.5 psi more than the LT4 engine, but achieved with a slower, 15,860-rpm maximum rotor speed, which helps keep down the pressurized air charge’s temperature. The LT4’s 1.7-liter blower spins up to 20,000 rpm.

Compared to the rotors in the LT4’s supercharger, the LT5’s are larger in diameter and have a new, 170-degree pitch for the four-lobe design versus the LT4’s 160-degree pitch. The higher pitch angle enhances the blower’s efficiency at high rpm, helping it sustain max boost through the top of the rpm band.

With the lid removed, a look inside the supercharger case shows a truly massive, electronically controlled bypass valve, which manages the amount of pressurized air that enters the engine. It offers greater boost control and torque management than a conventional mechanical bypass. And talk about clever parts sourcing, it’s actually the 72mm throttle body used on the 6.6-liter Duramax turbo-diesel.

A higher-capacity charge-cooling system matches the larger supercharger and reduces the pressurized intake air charge by about 140 degrees F (60 C). Like the LT4, it features a pair of heat exchanger bricks mounted longitudinally above the supercharger. They’re cooled by their own coolant circuit, with remote pumps and a 5.0-liter heat exchanger mounted at the front of the vehicle. The bricks are 30 percent larger than those on the LT4 engine, supporting approximately double the cooling capability of the LT4’s system.

Only slightly smaller in diameter than the Lincoln Tunnel, the LT5’s 95mm electronically controlled throttle body is the largest ever used on an LS or LT engine.

A couple of things to note here. First, the camshaft-driven, high-pressure fuel pump for the direct injection system supplies the injectors at a staggering 2,175 psi (150 bar). Secondly, the drive gears for the supercharger are visible and they’re thicker, heavier-duty gears than the LT4’s gears.

The LT5’s exhaust manifolds are the same as the LT4 and are constructed of cast stainless steel. They’re designed on the principle that low restriction and less pumping loss equals more horsepower and torque. Analytical data was used to determine the proper sizing and length of the pipes.

It’s not perhaps a cast of thousands, but literally dozens of engineers and other supporting staff contributed to the design, testing and validation of the 755-horsepower LT5 engine, which took about 3 years. They created the most powerful Corvette production engine in history, so hat’s off to the whole lot of them.

Photography courtesy of General Motors, Photographer by Tony Hufford

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itsworn · 7 years

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How to Improve Your Firebird’s Braking and Handling

At first blush, one wouldn’t guess that our recently-purchased 1999 Pontiac Firebird Trans Am with the optional WS6 Ram Air and Handling Package has nearly 100,000 miles on its odometer. It was a two-owner vehicle we found on local used-car lot that had been purchased at a dealer auction. The undercarriage cleanliness suggested it hadn’t seen the salty roads associated with Nebraska winters, and the overall condition of its exterior and interior says it was well cared for by a proud owner.

So many Firebirds and Camaros of this era have been modified over the years. The addition of aftermarket intake and exhaust components, larger wheel and tire packages, high-end audio equipment, and suspension upgrades is commonplace. Not a single component had ever been replaced or modified on this Trans Am beyond the warranty repairs and general maintenance performed by the local GM dealer. The LS1 V-8 under hood runs exceptionally well and its 4L60E automatic transmission operates as it should

Despite its originality and excellent operational condition, our Trans Am was due for a bit of routine maintenance. Its brakes pulsated during application at higher speeds, and the suspension wasn’t as taut as expected. A thorough inspection revealed nothing more than the need for new brakes and shocks. Since the two required a similar level of disassembly, particularly in the front suspension, it only made sense that we tackle both concurrently. Follow along as we accomplish that task without compromising the factory appearance.

Fourth-gen Firebird Basics

GM’s fourth-generation F-car was the most refined version ever produced when introduced in 1993. Its thick front and rear sway bars, short-and-long arm (or SLA) front suspension, and positively-located rear axle provided excellent ride and handling qualities. And it proved the perfect platform for future enhancements. In 1996, Pontiac released its WS6 package, which combined intake and exhaust modifications to boost engine output, 17 x 9-inch wheels and 275/40ZR17 tires, and a host of suspension upgrades to create a world class performance vehicle.

The F-car received a number of factory upgrades for the 1998 model year. The all-aluminum LS1 V8 replaced the venerable LT1, the exterior appearance was a revised to inject modernity, and the basic anti-lock brake system was greatly improved to increase performance and service life. Four-wheel disc brakes became standard equipment on all F-cars. Racy, cast-aluminum, dual-piston calipers replaced the cast-iron, single-piston units up front, and front and rear rotor dimeter increased from 10.7 and 11.4-inches, respectively, to 12-inches all around.

Brake Component Choices

The abundance of new brake components for the ‘98-02 F-car covers the spectrum for all budgets and levels. Choices range from local parts store house brands to high-end and/or oversized aftermarket components available through mail order retailers or specialty manufacturers. Despite the overwhelming array of interesting options, we felt that since the performance of the factory-issued components was satisfactory and that OE fit and appearance were important factors in maintaining our Trans Am’s original appearance, we limited our search to high-quality stock replacements.

In a typical disc brake system, the brake pads are located within the caliper body and float freely on either side of the rotor disc. As input pressure is applied to the brake pedal, one or more hydraulically-actuated pistons within the caliper body compress the brake pads against the rotor surface. The brake pad creates friction against the spinning rotor, ultimately reducing vehicle speed. As miles accumulate, that friction, particularly when combined with an aggressive lining material can permanently deform the rotor surface.

For years mechanics used a special brake lathe to resurface the rotor face and remove all traces of lateral runout during a brake job. Manufacturers published a minimum thickness specification, and only once that was exceeded was rotor replacement required. While that still remains an option today, the cost of producing rotors has become so competitive that it’s generally more cost effective to simply replace a rotor than resurface it.

Our search for replacement rotors revealed a number of excellent option and Bosch’s QuietCast Premium Brake Rotor interested us most. Not only does it meet or exceed OE quality, it receives Bosch’s proprietary “Geomet” coating—a form of zinc plating that prevents corrosion just like our Firebird’s original rotors. No other stock-replacement rotor we found possessed the feature that we felt was important in maintaining an attractive appearance with our Trans Am’s open-wheel design. A complete set of Bosch rotors was on its way from our favorite mail order supplier.

Brake pads are made by bonding a frictional lining to a steel backing. Linings have been made from a variety of materials over the years, typically comprised of strands or particles embedded within a high-temperature resin. Regardless of composition, all brake pads emit dust as the lining wears during normal use. Not only does that dust create an unsightly appearance as it builds up on wheel surfaces, it can sometimes be caustic when servicing a vehicle’s braking system.

Asbestos was a very popular lining material for many years. Its excellent heat absorption and frictional qualities made it an obvious choice for high-performance applications. Growing concerns over the toxicity of asbestos dust forced brake manufactures to explore environmentally-safer solutions.

Non-asbestos organic (or NOA) materials began surfacing during the late ‘60s. The environmentally-friendly compound was softer and quieter, and generally easier on rotor surfaces, but wore quicker and required more frequent replacement. The organic lining wasn’t as effective as asbestos, however, and was susceptible to brake fade as heat built during aggressive maneuvers.

A metallic lining had been the choice for heavy-duty truck and full-race applications where ultimate stopping power was required. The metallic compound dramatically improves performance, particularly in high-heat conditions, but its effectiveness is greatly degraded when cold. Additionally, the hard pad lining and high-frictional quality was noisy and very hard on rotor surfaces.

Going into the ‘70s, some brake manufactures began offering brake pads with linings that combined organic materials and metallic particles. These “semi-metallic” brake linings proved an excellent compromise that delivered reasonable service life and excellent overall braking performance in myriad operating conditions. Semi-metallic brake pads went on to become the norm with automakers and service stations alike well into the ‘90s.

Going into the 2000s, brake manufacturers began introducing new lining technology to consumers. Adding ceramic fibers to the high-temperature resin and metallic compound produced a lining that performed exceptionally well, was equally effective hot or cold, easier on rotor surfaces extending their service life, and emitted lighter and finer dust that’s less likely to adhere to wheel surfaces. Because of these distinct advantages, it’s no surprise that ceramic pads have become the choice of many automakers today.

GM had been using semi-metallic brake pads on its F-cars for several years. It issued TSB numbers 99-05023-002A and 99-05-23-006 to dealership service staff in late 1999 that outlined procedural revisions when replacing noisy front and/or rear brake pads on F-cars produced between 1998 and midyear 2000. It seems that GM went from a semi-metallic lining to a ceramic lining in production at that point to reduce the risk of squeals and groans while stopping and recommended the same to solve customer complaints. We were convinced that a ceramic lining was right for us.

While exploring brake pad options, we found that Bosch offered its QuietCast Premium Disc Brake Pads with ceramic linings that meet or exceed OE performance criteria. It boasts a proprietary formulation of ceramic fibers, aluminum particles, and organic carriers. The lining is free of brass and copper, making it fully compatible with all current and future local and state laws. Bosch’s Molded Shim Technology combines steel and rubber backing shims that are permanently attached to the backing plate to increase durability and stability, and dampen noises. We added a set to our order and had everything on our doorstep in days.

Shock Absorber Choices

The front and rear shock absorbers that GM installed on its fourth-generation F-car were produced by de Carbon. The company was a hydraulic suspension system pioneer that reportedly developed the industry’s first monotube shock absorber nearly a century ago. The brand’s high-pressure monotube shocks with their distinctive orange paint became a mainstay in ’93-02 Firebird and Camaro applications with unique internal valving based on package requirements, and that includes those specific to WS6.

While GM’s 1993 – 2002 F-car featured a typical coil-sprung rear axle with independent monotube shock absorbers on either end, its front suspension is often incorrectly referred to as a MacPherson Strut design. A strut assembly simplifies underbody packaging with a coil-spring-and-shock absorber assembly that replaces the upper control arm and doubles as the steering pivot point in the front suspension. GM used the MacPherson strut in its third-generation F-car, but returned to a traditional upper- and lower-control arms in short-long arm design for the fourth-gen for its smoother responsiveness and predictability when combined with high-pressure shock absorbers in performance applications. The ‘93-02 coil-spring-over-shock-absorber assembly (or simply “coil-over”) has a single purpose, and that’s dampening.

There are dozens of excellent shock absorbers available on today’s aftermarket that are expertly designed for use with modified F-car suspensions. Since maintaining OE fit and appearance was paramount, we limited our search to replacements that met or exceeded the ride and handling qualities of our Trans Am’s original de Carbon units. There are only a handful of choices within those confines, and Bilstein’s B6-series was among them.

Bilstein’s B6 series is compatible with factory-installed coil springs and leaves original ride height unaltered. It uses proprietary gas-pressure technology to deliver the ultimate in performance while providing excellent ride quality at a very reasonable price. Past experience told us that we needn’t look further. We added a set to our order.

Installation

With all the new components on hand, we used a four-post lift for our install, but the same can be accomplished by securely supporting your vehicle on high-quality jack stands. Installing the new rotors and brake pads was straightforward without any real surprises. In less than two hours we had removed and reinstalled all of the rear end components and were ready to move onto the front.

The Trans Am’s front suspension proved more complicated. Not only did we have to transfer the coil spring and associated hardware from the de Carbon shock absorbers to the Bilsteins, we could only assess the condition of the ancillary wear items once the suspension was completely disassembled. Sourcing additional components added to the downtime, but it also kept us from rushing and making mistakes. Once we had collected everything needed and had the Bilstein shock absorbers loaded, we had our Trans Am’s front end reassembled in an afternoon.

As soon as we backed our Trans Am out of the garage for the initial test drive, we were extremely pleased to find that it sat just as before. After a few low-speed stops to seat the new brakes and make sure the suspension was installed correctly and functioning properly, we headed out onto the main streets for first impressions. We found that ride quality had noticeably improved. Road imperfections were less upsetting and once we were able to reach higher speeds, roll control while cornering increased dramatically. Applying the brakes provided smooth and predictable performance without any pulling or shuddering. Success!

Conclusion

While installing new brakes and shock absorbers on your ’93-02 F-car requires a methodical approach that should allow some downtime to source wear items and possibly outside assistance, the actual time we spent working on Trans Am totaled less than a day. The effort produced notable improvements in braking, and ride and handling quality when compared to the worn originals. Best of all, it made our Trans Am more pleasurable to drive and reaffirmed our belief the GM’s fourth-generation F-car remains one of the best performance values on the road today.

Sourcing New Caliper Fasteners

A little-known fact when performing a brake jobs is that GM states in its service literature that its caliper pin and caliper mounting bracket fasteners should never be reused. As opposed to a torque-to-yield design where a fastener’s intended load can be applied only once, GM’s practice is more likely intended to prevent the possibility of thread damage or improper reinstallation by careless owners or technicians that could impede an otherwise-reusable fastener’s ability to maintain its intended clamping load in service. Serious injury or death could result should a brake system failure occur.

Bolt numbers-14067559 (front and rear caliper pin) and -18060356 (front caliper mounting bracket) for our 1999 Firebird were readily from our local GM parts counter for a few dollars each, and they included a pre-applied locking compound on the threads. We torqued them to spec and all was well. The rear caliper mounting bracket bolt (10229606) proved a significant challenge, however. It seems that bolt had been discontinued by GM in 2009 and OE- replacements aren’t available. The bolt’s specifications suggest it’s little more than a 10.9-grade, metric hex flange screw in M12 x 28 x 1.75 sizing with black oxide coating.

Without exact replacements available, we were left with two reasonable options to reinstall the rear caliper mounting brackets. We could source a similarly sized new bolt from a fastener retailer or reuse our Firebird’s originals. It seems that the closest 10.9-grade metric hex flange screw available is in 30-mm length as opposed to the 28-mm original, and a thin shim beneath the head could be used to take up the variance. After looking our originals over closely, however, they appeared to be in excellent condition. We decided to reuse them. In doing so we first cleaned the threads with an appropriately-sized die, and then carefully torqued them to recommended specification using an accurately-calibrated torque wrench. Blue-thread locking compound is required in either instance.

We haven’t had any issues reusing our Trans Am’s original rear caliper mounting bracket bolts so far, but we need to make clear that whatever path you decide to take with your project is at your own risk. Periodic inspection to ensure your safety is highly recommended.

We replaced our ’99 Trans Am’s original brake rotors with Bosch’s QuietCast Premium Brake Rotors. The line boasts OE fit and function and includes an anti-corrosion coating to maintain a new appearance. Numbers 25010533 (front) and 25010591 (rear) fit all ’98-02 Firebirds and Camaros and sell for roughly $200 per set of four.

Bosch’s QuietCast Premium Brake Pads deliver excellent quality at a reasonable price. The ceramic formulation extends rotor life, emits less brake dust, and provides excellent braking performance in all conditions. Numbers BC749 (front) and BC750 (rear) fit all ’98-02 Firebird and Camaros. A complete set sells for less than $100.

The Bilstein name is synonymous with top-quality suspension components. Its B6 series shock absorbers offer OE fit and are fully compatible with factory-installed coil springs to deliver stock appearance and ride height, while improving function. Numbers 24-024068 (front) and 24-024075 (rear) fit all ’93-02 Firebird and Camaro applications. A set sells for approximately $400.

We started with the rear shock absorbers first. We opened the rear hatch, folded the rear seatback, and used a large flat-blade screwdriver to unlock the quarter-turn screws that secure the rear side trim panels to the body. Once loose, they simply lifted up and out after disconnecting the speaker leads.

Folding the carpet forward exposed the upper shock absorber mounting hardware. The factory used a piece of formed white foam over the stud to insulate and maintain the carpet’s shape. We pulled the foam plug and set it aside. An offset box-end wrench and small open-end wrench is one option for fastener removal, but a shock absorber removal tool can like that available from high-end parts stores and greatly simplify the task.

With the upper hardware removed, we moved beneath the Firebird and removed the rear shock absorber retaining nut using a 21-mm wrench and socket. Once loose, the shock absorber easily dropped down and out.

GM purchased de Carbon and made it part of the Delco division in 1988. The bright orange shock absorbers were found on nearly all 1993 – 2002 Firebirds. Our Trans Am’s WS6-spec units were its originals. They appeared to be in excellent shape, but we found them easily compressible, which suggested questionable effectiveness. GM has since been sold de Carbon, and the company seemingly no longer produces shock absorbers for domestic purchase.

After installing the supplied bushing on the Bilstein shock absorber shaft, we positioned it into the floor pan well, and poked it upward through the mounting hole. We then slowly compressed the shock absorber by hand until the lower bolt slipped into the rear axle mounting bracket. The lower retaining nut was torqued to 66 lb-ft. We returned to the hatch well, installed the new upper bushing onto protruding shaft, threaded on the retaining nut, and torqued it to 13 lb-ft using a 17-mm socket and 5-mm hex head wrench. The carpet and trim panels were replaced and that portion of the job was complete.

The wheel and tire was removed using a 7/8-inch socket on the lug nuts to access the rear disc brake components. A 12-mm socket removed the rear caliper mounting pin bolts while a 16-mm open-end wrench prevented the caliper pins from spinning. The bolts were discarded. The caliper then simply lifted off. Use caution to never let the caliper dangle from the brake hose. We fashioned a wire hook from a coat hanger to suspend it from. Using a large c-clamp and an old brake pad, we then slowly compressed the caliper piston until it was fully seated.

The existing brake pads were discarded, and the rear caliper mounting bracket was removed using an 18-mm socket. The rotor easily lifted off the axle hub, but stubborn examples may need persuasion with a larger hammer. We brushed away any dirt and dust that had accumulated on the parking brake shoe and checked its condition before installing the new Bosch QuietCast rotor onto the axle hub just like the original.

After thoroughly cleaning the rear caliper mounting bracket with brake cleaner and bristle brush, we reinstalled it onto the rear axle and torqued its fasteners to 72 lb-ft (see side bar). The caliper contact points of the Bosch QuietCast brake pads were lubricated with the supplied grease and then set into the caliper bracket. We made sure the brake pad wear sensor was correctly positioned. It should be installed on the inboard side of the rotor and on the leading edge during forward rotation. The caliper was then installed using new caliper pin bolts, which were torqued to 23 lb-ft. The same procedure was replicated on the opposite side before moving onto the front.

The front coil-over shock absorber assembly is easiest accessible after the brake caliper and rotor have been removed. A 7/8-inch socket was used to remove the wheel lug nuts, and the caliper pin bolts required a 12-mm socket and 16-mm wrench just like the rear. We lifted the front caliper away and suspended it using our wire hanger. We then used an old brake pad and c-clamp to slowly compress the front caliper’s dual pistons simultaneously. The front caliper mounting bracket bolts were removed using an 18-mm socket and discarded.

Like the rear, the front brake rotor should simply lift off the wheel hub. We then inspected the hub’s condition ensuring that it rotated smoothly and remained tight in all directions. Now is an opportune time to replace the hub if it’s condition is questionable in any way.

A 13-mm socket and end wrench were used to remove the sway bar end links. After nearly 100,000 miles, the fasteners on ours seemed permanently affixed. The stud literally snapped off after several turns. We sourced a replacement end link from GM for reassembly.

The coil-over shock absorber assembly is retained on the upper end by fasteners located within the engine compartment. The left-hand side is a bit more challenging as it requires using a 15-mm socket to remove the master cylinder from the brake booster to access the shock absorber bolts, which require a 15-mm socket and T-50 Torx bit. The right side was much simpler and required only 13-mm and 15-mm sockets.

We positioned a large hydraulic floor jack beneath the lower ball joint and raised the lower control arm enough to slightly preload the shock absorber assembly. We removed the cotter pin from the top ball joint stud in the upper control arm and used a 15 mm wrench to loosen its nut, but left several threads engaged. We then used a large hammer to strike the side of the cast-iron knuckle, which promptly separated the tapered fit but was kept from flying apart by the aforementioned slightly-threaded nut.

We carefully lowered the floor jack enough to separate the steering knuckle and upper control arm. We then used a 13-mm socket and 15-mm wrench to remove the nuts and bolts that secured the coil-over shock absorber assembly to the lower control arm.

With all fasteners removed, we slowly lowered the floor jack to relax shock absorber tension. The assembly then simply lifted out. The same procedure was replicated on the opposite side.

Despite the fact that our Firebird hadn’t been driven in snow, and given that the hardware on the left-hand shock absorber shaft looked perfect, we expected the same on the right side. It just wasn’t so. We found it so severely rusted that even after days of soaking in penetrating oil, it had to be separated using a cut-off wheel.

From 1996 to midyear 2000, the optional WS6 package included 1LE-spec front coil springs. They gave way to standard Trans Am springs in the second half of the 2000 model year and remained until F-car production ending in 2002. Since our particular Trans Am was equipped with an excellent performing spring from the factory, there wasn’t much need to consider an aftermarket replacement. We simply transferred our originals onto the Bilstein shock absorbers. A coil spring can be compressed for disassembly any number of ways, but its stored energy can inflict serious injury if it’s released haphazardly. Universal Steering in Omaha, Nebraska has a professional-grade Brannick compressor tool that safely and properly compressed the coil spring so we could remove the de Carbon shock absorber and install the Bilstein unit.

Any variance while assembling the new coil-over spring and shock absorber could alter ride height and/or intended functionality. Before disassembling the originals, we carefully measured compressed spring height and replicated it exactly on the Bilstein unit. We also paid special attention to the alignment of shock absorber body, coil spring, and upper spring mount and carefully replicated that on the replacements. We reused the original coil spring seats, unique 1LE-spec coil springs, shaft cushion and dust cover assembly, and upper shock mounts. Moog K6573 Spring Insulators were used in place of the discontinued GM pieces at top.

The corrosion found on the right hand shock absorber shaft extended to the upper control arm mounting bracket (right). Layers of rusted metal flaked away with only a wire brush, and it was enough for us to question its durability. Hawk’s Motorsports in Easley, South Carolina specializes in third- and fourth-gen Firebird parts and provided us with a used unit in excellent condition for a very reasonable amount (left). We removed our original control arm and reinstalled it on the replacement bracket and this photograph was taken during that process. The control arm fasteners were torqued to 72 lb-ft using an 18-mm socket and wrench.

With the coil-over shock absorber assembly ready to install, we placed it into position and carefully aligned the upper mounting studs with their openings in the wheel well tower and lower end in the lower control arm slot. We then loosely installed the lower hardware and began slowly compressing the shock absorber using the floor jack under the lower ball joint. We aligned the upper ball joint stud with the top flange of the steering knuckle and torqued that nut to 39 lb-ft and installed a new cotter pin. The shock absorber fasteners in the lower control arm were torqued to 48 lb-ft. We torqued the bolts and screws in the engine compartment to 37 lb-ft and 32 lb-ft, respectively.

If your original sway bar end link bushings are reusable, then you won’t need to source a replacement, but we weren’t so lucky. New OE-replacement end link kits are available from many sources, but GM still offered our Trans Am’s original. We ordered a pair of number 10221779 end links for about $20 each. Whether new or reused, the end link fasteners were torqued to 17 lb-ft.

The new Bosch QuietCast Rotor was installed onto the wheel hub. We reused the original retaining clip on one stud to ensure the rotor remains in place during caliper installation. Like all Firebirds produced from 1996 onward, the Bosch unit was covered in an anti-corrosion coating. No preparation beyond wiping the contact surface with brake cleaner and lent-free shop rag to remove any contamination that occurred during install is required. The coating simply wears off the brake pad contact surfaces during break-in. Like many brake manufacturer’s today, Bosch’s QuietCast rotors are considered disposable. The company does not recommend machining its rotors during future brake jobs. Instead it recommends replacing with new as required.

We reinstalled the caliper mounting bracket and torqued its new fasteners to 74 lb-ft. Next we set the Bosch QuietCast brake pads into place, but not before we used the supplied lubricant on the contact points and correctly positioned the wear sensor. The caliper was then installed and its new fasteners were torqued to 23 lb-ft.

All four wheels and tires were installed and the lug nuts were torqued to 100 lb-ft. We lowered the Firebird onto the pavement, slowly pumped the brake pedal to pressurize the caliper pistons, and then set out on an initial test drive. Bosch’s QuietCast ceramic pads are delivered oven-cured, which eliminates the need for burnishing. Instead, all that’s needed is a series of low-effort stops at speeds not exceeding 25 mph to seat the components correctly. We were pleased to find that the Bilstein stock absorbers didn’t affect ride height, but ride quality and handling in all types of driving conditions noticeably improved.

Practically anytime hobbyists work on their vintage vehicles, replacement components are required. Oftentimes you don’t know exactly what’s needed until well into the project. Depending upon the vehicle’s age, GM may no longer offer new replacements. Fortunately, Moog produces a wide variety of OE-spec chassis components for ’98-02 Firebirds and Camaros. They can be sourced quickly and easily through your local parts stores and fit and function like the original GM pieces.

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itsworn · 7 years

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After Nearly 60 Years, This Man’s Dream Came True

Oftentimes a project starts with a spark of inspiration. For enthusiasts in the ’50s, probably no single inspiration held more sway than Rod & Custom’s Dream Truck.

For those of you who don’t know, Dream Truck was a pet project of Rod & Custom editor Spence Murray from late 1953 to 1958. His objective was to showcase the creativity and capability of the industry. It was a novel project; taking cues from Rod & Custom readers, fellow R&C editor Lynn Wineland drafted a basic design that accompanied the truck to the various shops, among them Valley Custom, Winfield’s Custom Shop, Barris Kustoms, and Watson’s House of Style.

To watch an ordinary Advance Design pickup undergo transformation to a full-blown custom was a potent motivator to would-be restylists. Ron Beard—then but a schoolboy at the time—can testify. Unlike the countless other readers, Ron actually pursued the education he gleaned month-by-month in those little pages. He’s built some incredible machines over the decades, some quite complex in fact. But a few years ago, he decided to honor the one that started it all. He decided to make his own dream truck come true.

The project began with a cab used by a metal-stripping company as a car show display. But rather than sourcing a thick, heavy, ’50s frame that needed boxing and at the very least an IFS clip or crossmember, Ron picked one up that already had that. He found an ’80s S-10 frame.

Doing anything in the likeness of the “Dream Truck” requires channeling, or modifying, the floor so the body sits lower. He went 3 inches, enough so the body just covers the frame completely without the running boards in place.

But channeling a cab or body with separate fenders isn’t like channeling a later one. The point of channeling an early model is not just to lower the truck more; it’s to change its proportions by lowering the cab relative to the fenders. To do that, Ron raised the fenders the amount by which he channeled the cab.

That of course required that he section the hood by the amount that the body came down. The grille lost one bar on its trip down and Ron opened the front wheel openings 2 inches. He also grafted ’55 Chevy headlight doors to the fenders.

Ron mounted the bed so its fenders matched the front fenders’ location. Then he shortened the bed 3 inches. The AD pickup’s 116-inch wheelbase is shorter than the S-10’s and trimming the bed only made the disparity greater. But GM designed the S-10 chassis in two pieces that slip together so one frame design can accommodate a range of wheelbases. The wheelbase is open to alteration by simply grinding the welds holding the halves together, trimming the rear half of the framerails, and sliding them back into the front half. Ron shortened his chassis to 112 inches, approximately 4 inches shorter than stock.

Then Ron molded the bed rails, made a rolled rear pan with a 1948 Chevy license plate frame, and frenched 1947 Chevy taillights on either side of it. He also made an aluminum tonneau cover.

Meanwhile, Ron had Ron Heyerly in Eugene, Oregon, rebuild a 327 Chevrolet. It mates to a 700-R4, which spins a 3.50:1 gear on a limited-slip carrier in a 9-inch axle built by Currie Enterprises. That mounts to the chassis with a Classic Performance Products triangulated four-link. Ron modified the front suspension with Fatman control arms and Classic Performance Products dropped spindles. Both ends ride on Firestone air springs: 6-inch convolutes up front and sleeves out back.

Ron replaced the rather utilitarian dash with one from a 1955 Chevy passenger car. It mounts a set of Classic Instruments Bel Era gauges. A tilt-wheel column from Classic Performance Products mounts a reproduction 1956 Chevy passenger-car steering wheel. A modified 1966 Chevelle seat frame makes the most room within the smaller cab.

The body and chassis sorted, Ron tended to the finish. He straightened the body and shot it with TCP Global Hot Rod Flatz Steel Blue single-stage urethane. He then turned it over to Andy Smith at Larry’s Upholstery in Albany, Oregon, for a combination of maroon and cream leather. Smith also covered the aluminum tonneau in white topping to make it appear as if it were just a vinyl cover.

Imitation may be the sincerest form of flattery. But when done right, something inspired is kind of magical, especially when it’s done almost entirely by its owner. When Spence and the crew embarked upon their project nearly 65 years ago, they never expected anyone to copy their expression point-by-point. Hell, they probably wouldn’t have wanted it that way. Because if nothing else, the “Dream Truck” was all about teaching people how to make a dream come true. And for a dream to really matter, it’s best if it’s yours. This one just happens to be Ron’s.

FACTS & FIGURES

Ron & Lois Beard | 1948 Chevrolet | Eugene, Oregon

CHASSIS Frame / Manufacturer: Chevrolet S-10 pickup with custom center crossmember Wheelbase: 112 Rearend / Ratio: Currie Enterprises Ford 9-inch / 3.5:1 with limited-slip carrier Rear Suspension: Classic Performance Products triangulated four-link Rear Brakes: 10-inch Ford drums Front Suspension: Chevrolet S-10 with Fatman Fabrication control arms and Classic Performance Products dropped spindles Master Cylinder: Classic Performance Products master, booster, and pedal assembly Wheel make, size: Wheel Vintiques Gennie 15×5 with 3.25-inch backspace and 15×7 with 4-inch backspace Tire make, size: Diamond Back Classics, 195/65R15 and 215/70R15 Gas tank: Tanks Inc steel 14-gallon

Drivetrain Make and size: Chevrolet 327 Assembly: Ron Heyerly, Eugene, OR Camshaft: 325/327 Chevrolet copy Valve Covers: Corvette seven-fin cast-aluminum Induction: FiTech throttle-body injection on Corvette cast-iron manifold Ignition: Mallory Unilite Headers: Corvette ram’s horn Exhaust / Mufflers: 2 1/4-inch pipes with Smithy’s glasspacked mufflers Transmission: 700-R4 by Craig Noel, Sun Automotive, Eugene, OR

BODY Body mods: Chopped 5 inches, channeled 3 inches, cowl and hood sectioned 3 inches, bed shortened 3 inches, rear roll pan, custom front pan with a filled 1947 Ford bumper Body/Paint: Ron Beard Paint type / Color: TCP Global Hot Rod Flatz single-stage urethane / Satin Steel Blue Headlights / Taillights: 1955 Chevrolet / 1947 Chevrolet Outside Mirror: Hagan Street Rod Necessities Fatties head on swan-neck arm Other body items: Glass by I-5 Glass in Eugene; plating by Ogden Chrome in Ogden, UT

INTERIOR Dashboard: 1955 Chevrolet passenger car Gauges: Classic Instruments Bel Era Air Conditioning: Vintage Air Gen II climate-control unit Wiring: Ron Francis Wire Works Steering Wheel: Reproduction 15-inch 1956 Bel Air Steering Column: Classic Performance Products Seats: 1966 Chevelle Upholsterer: Andy Smith, Larry’s Auto Upholstery, Albany, OR Material / Color: Leather / Maroon and cream Carpet: Red nylon loop-pile carpet

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omgchocolateunknownbouquet-blog · 7 years

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2017 Nissan Juke NISMO

New Post has been published on http://auto.tintoantap.com/2017-nissan-juke-nismo/

2017 Nissan Juke NISMO

The JUKE is wickedly fun. The Nissan Juke NISMO is downright wicked. We’ve taken the turbocharged crossover that changed the game, and gave it even more game with an exclusive NISMO aero package, NISMO sport-tuned suspension, tighter handling, and stickier tires.

The exclusive NISMO interior features bolstered performance seats, a black Alcantara® leather-appointed steering wheel with a red accent at 12 o’clock, a leather shift knob with contrasting stitching, and a vivid red tachometer.

The turbocharged 1.6-L engine has been tuned to hit its peak of 188 horsepower at 5,600 rpm. You’re going to feel the full NISMO effect when you really need it – when you are passing 18-wheeler convoys on the highway.

It’s lower, leaner, and meaner. NISMO engineers dropped the suspension, enhanced the aerodynamic profile, tweaked the rear spoiler, and gave it 18” aluminum-alloy wheels with low-profile performance tires.

When it comes to tire pressure, TPMS takes away the guesswork. Using an icon on your dash, the system notifies you when tires aren’t properly inflated

Available Automatic On/Off Headlights respond to light conditions outside, turning on or off when necessary, and leaving you to concentrate on the road ahead.

When it detects oversteer or understeer, VDC can reduce engine power and apply brake pressure to specific wheels. Working with VDC, TCS can sense front-wheel spin and reduce throttle to help keep you on your steered path.

When you need to stop in a hurry, the Anti-lock Braking System pumps the brakes faster than you possibly can, helping to prevent wheel lockup and maintain steering control.

2017 Nissan Juke NISMO Mechanical

Engine

MR16DDT : 1.6-liter Direct Injection Gasoline (DIG) DOHC 16-valve turbocharged 4-cylinder engine

Horsepower : 188 hp @ 5,600 rpm

Torque : 177 lb-ft @ 1,600 – 5,200 rpm

Emissions – Tier 2-Bin 5 (Fed); LEV2-ULEV (CA models) : Standard

Continuously Variable Valve Timing Control System (CVTCS) on intake and exhaust valves : Standard

Nissan Direct Ignition System : Standard

Double-tipped iridium spark plugs : Standard

Electronic drive-by-wire throttle : Standard

Drivetrain

Front-Wheel Drive (FWD) : Standard

Torque vectoring All-Wheel Drive (AWD) : Optional

6-speed manual transmission (FWD only) : Standard

Xtronic CVT® (Continuously Variable Transmission) with Sport mode : Optional

Brakes

11.7″ Front vented disc/11.5″ rear solid disc brakes : Standard

4-wheel Anti-lock Braking System (ABS) : Standard

Electronic Brake force Distribution (EBD) : Standard

Brake Assist (BA) : Standard

Suspension/Steering

Independent strut front suspension : Standard

Torsion beam rear suspension (FWD only) : Standard

Multi-link independent rear suspension (AWD only) : Optional

Front and rear stabilizer bars : Standard

NISMO-tuned vehicle-speed-sensitive power steering : Standard

NISMO-tuned suspension with increased spring and dampening rates : Standard

2017 Nissan Juke NISMO Exterior

Wheels/Tires

18″ x 7″ NISMO 10-spoke aluminum-alloy wheels : Standard

P225/45R18 summer tires : Standard

Exterior Features

Projector halogen low beam headlights : Standard

Automatic off headlights : Standard

Smoked combination lights : Standard

LED Daytime Running Lights : Standard

Dual power outside mirrors : Standard

NISMO side red mirror caps : Standard

Body-color fender lip moldings : Standard

High-gloss B-pillar finish : Standard

NISMO aerodynamic body kit – front and rear fascia, side sills and rear roof spoiler : Standard

NISMO front grille : Standard

NISMO chrome exhaust finisher (100mm) : Standard

NISMO badges : Standard

Rear privacy glass : Standard

2017 Nissan Juke NISMO Interior

Comfort/Convenience

NissanConnect℠ with Navigation and Mobile Apps including 5.8″ color touch-screen monitor and Voice Recognition for audio and navigation [*] : Standard

SiriusXM® Traffic and Travel Link® with 3-month trial subscription [*] : Standard

Siri® Eyes Free [*] : Standard

Hands-free text messaging assistant [*] : Standard

Bluetooth® Hands-free Phone System [*] : Standard

RearView Monitor [*] : Standard

Around View® Monitor with Moving Object Detection (MOD) [*] : Standard

Drive computer with outside temperature display : Standard

NISMO tachometer : Standard

Integrated Control (I-CON) system : Standard

Air conditioning : Standard

Automatic Temperature Control (ATC) : Standard

In-cabin microfilter : Standard

Cruise control with illuminated steering wheel-mounted controls : Standard

Power windows with driver’s window one-touch auto-up/down : Standard

Power door locks with auto-locking feature : Standard

Nissan Intelligent Key® with Push Button Ignition : Standard

Tilt steering column : Standard

Variable intermittent windshield wipers : Standard

Intermittent rear wiper : Standard

Height-adjustable front seat belts : Standard

Sun visors with vanity mirrors and extensions : Standard

Front map lights : Standard

12-volt DC power outlet : Standard

Cup holders (2 front) and bottle holders (2 rear) : Standard

Cargo area under-floor storage (FWD only) : Standard

Seating/Appointments

6-way manual driver’s seat : Standard

4-way manual front-passenger’s seat : Standard

NISMO sport bucket front seats : Standard

NISMO embroidered synthetic suede seat trim : Standard

NISMO signature red stitching : Standard

60/40 Split fold-down rear seats : Standard

Front passenger seatback pocket : Standard

NISMO Alcantara® and leather-wrapped steering wheel [*] : Standard

NISMO shift knob : Standard

Painted center console and door trim : Standard

Smoked gray center console and door trim : Standard

NISMO carpeted floor mats : Standard

Black headliner : Standard

NISMO center console badge : Standard

2017 Nissan Juke NISMO Audio/Entertainment

AM/FM/CD audio system with 5.8″ color monitor : Standard

Rockford Fosgate® ecoPUNCH™ audio system with 8-inch subwoofer and amplifier [*] : Standard

SiriusXM® Satellite Radio with 3-month trial subscription [*] : Standard

Streaming audio via Bluetooth® wireless technology [*] : Standard

Six Upgraded speakers : Standard

USB connection port for iPod® interface and other compatible devices [*] : Standard

Auxiliary audio input jack [*] : Standard

MP3/WMA CD playback capability : Standard

Radio Data System (RDS) : Standard

Speed-sensitive volume control : Standard

Illuminated steering-wheel-mounted audio controls : Standard

2017 Nissan Juke NISMO Safety

Nissan Advanced Air Bag System with dual-stage supplemental front air bags with seat belt and occupant- classification sensors [*] : Standard

Driver and front-passenger seat-mounted side-impact supplemental air bags [*] : Standard

Roof-mounted curtain side-impact supplemental air bags for front and rear-seat outboard occupants head protection [*] : Standard

Vehicle Dynamic Control (VDC) with Traction Control System (TCS) [*] : Standard

3-point ALR/ELR passenger seat belt system (ELR for driver) : Standard

Front seat belts with pretensioners and load limiters : Standard

Front-seat Active Head Restraints : Standard

LATCH System (Lower Anchors and Tethers for CHildren) : Standard

Energy-absorbing steering column : Standard

High-strength steel side-door guard beams : Standard

Zone Body construction with front and rear crumple zones : Standard

Hood buckling creases : Standard

Tire Pressure Monitoring System (TPMS) display [*] : Standard

2017 Nissan Juke NISMO Security

Nissan Vehicle Immobilizer System : Standard

Vehicle Security System : Standard

2017 Nissan Juke NISMO Dimensions

Exterior (inches)

Wheelbase : 99.6

Overall length : 163.8

Overall width : 69.7

Overall height : 61.8

Track width (front) – FWD : 60

Track width (rear) – FWD : 60

Track width (front) – AWD : 60

Track width (rear) – AWD : 59.3

Interior (inches)

Head room without moonroof (front) : 39.6

Head room (rear) : 36.7

Leg room (front) : 42.1

Leg room (rear) : 32.1

Hip room (front) : 51.5

Hip room (rear) : 48.4

Shoulder room (front) : 53.6

Shoulder room (rear) : 51.4

Step-in height (front) : 16.7

Step-in height (rear) : 17.1

Cargo Space (inches)

Length (with rear seat up) : 26.6

Width : 55.5

Height : 26.8

2017 Nissan Juke NISMO Capacities

Seating capacity : 5

EPA Interior passenger volume without moonroof (cu. ft.) : 86.7

Cargo volume with rear seats up (cu. ft.) : 10.5

Cargo volume with rear seats down (cu. ft.) : 35.9

Fuel Tank (gals.) – FWD : 13.2

Fuel Tank (gals.) – AWD : 11.8

2017 Nissan Juke NISMO Curb Weights

CURB WEIGHTS (LBS)

Front-Wheel Drive (FWD) :

Manual transmission : 2,913

All-Wheel Drive (AWD) :

Xtronic CVT. : 3,180

2017 Nissan Juke NISMO NissanConnect℠

NissanConnect℠ with Navigation and Mobile Apps [*] : Standard

2017 Nissan Juke NISMO Fuel Economy

6-speed manual transmission : 33 Highway 27 City*

Xtronic CVT : 30 Highway 26 City*

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