#also a mechanic bought it he wants to replace the engine and do a bunch of work to it

[reaperseal-archive]

sold my 25 year old shit beater unreliable car and got a whole $2000 for it :-)

rest in peace 1998 volvo s70 🙏

[whipplefilter]

Real Car Guy Story, Part 1

I feel like a Real Car Guy now, because what you are looking at is a new (used) EJ253. I surely did not install it myself!! But I made the decision to have it installed and paid 💸💸💸💸 for it, and I wanted to write down somewhere why I did this.

Backstory

I bought this car at 152,000 miles when it was just over 10 years old. I am its fourth or fifth owner, or something somewhat high, and one of those owners was an auction lot, where it hung around for several months unowned by anyone. It is now 16.5 years old, with 222,140 miles.

This car has burned oil the entire time I’ve owned it, though drivability-wise it’s never seemed to care. Oil burning is fairly typical for 100k+ engines, and even more so for Subarus. There are a few reasons, but I think the primary one is that the EPA sets MPG requirements--but AWD is less fuel efficient than 2WD, which makes it harder to hit the standard. Subaru responded by reducing friction in the engine, so that it takes less work to move the components. This means that as the components wear, oil can leak into the combustion chamber and burn. Industry standard across all makes is that burning 1qt of oil is within spec.

This spec is kind of BS, tbh, because you shouldn’t have to be adding a quart of oil every 1000 miles, but it is what it is and Costco-brand oil is cheap and tests well, so whatever. In the time that I’ve owned this car, it’s burned a quart of oil every 1500-500 miles (generally worse in winter/severe service). So that’s roughly 72,000 miles of trucking along like that.

Catalytic Converters

Unfortunately, it has also eaten through what is now multiple cats--catalytic converters. These are expensive--you may have noticed there’s a lot of news stories about their being cut and stolen, because their filters have a bunch of precious metals in them. So it’s not a great part to keep fouling and going through. Fouling a cat will set a P0420 code. 

For most cars, a P0420 is not going to do anything but illuminate your MIL. Your cat has to outright clog (rather than simply read out of spec) in order for anything noticeable to happen--unless you live in an inspection state, in which case a P0420 will fail you.

Last summer, I managed to outright clog a cat, which resulted in TROUBLED TIMES aka an asthmatic engine, and a complicated 100-mile tow back to my old mechanic shop, because I’d moved but that cat was still under warranty and I wanted it replaced for free under warranty. I was apprehensive about having to make small talk with a tow truck guy for 100 miles, but he was fun and we talked about his crappy Taurus and it was a good time until he tried to ask me out after the tow. I was like 🙃 I thought we were just having a nice conversation about cars but I guess not. 

Anyway, fast forward to just over a year later, and I trip the P0420 AGAIN, which means I’ve burnt out a cat in UNDER A YEAR. With EPA-compliant replacements running $1500-$2000, that’s not ideal. What to do?

Cost Comparisons

In the last 72,000 I’ve done some minor experimentation with oil and oil burning. I replaced the PCV valve (no dice), and have tried different brands of oil and synthetic vs. conventional, etc. One of my previous mechanics suggested a cocktail of oil additives to plump up worn seals in the engine to stop the oil burning, but I was basically just like, might as well do the full engine and stop messing around.

I recognize that engine replacement is not a regular, normal-person repair--not for a stock, standard issue family vehicle with 222k+ on the chassis and an entire lifetime in the saltbelt (almost 17 years). But I really think it made sense in this instance, because:

1) Love: I love this car; I prefer this body style, which Subaru no longer makes; I remain leery of both CVTs and screen-based infotainment systems; and tbh it all smacks of planned obsolescence to me. Plus, if I’m going to buy a newer car, I don’t want it to be an ICE car--I think electric is the future and ideally I want to run this car until it makes sense for my next one to be electric or plug-in hybrid. But for my needs, and for how I drive, and for where I live, the infrastructure for that is not yet where I want it to be.

2) Neurotic Recordkeeping: I’ve built a really strong maintenance history for this year over the last 72k miles. I know how it drives, I know what work it’s had done, I know the history and condition of a panoply of random things that would not come up in a used-car inspection. And I know these things over time--the oil consumption, for example. I could’ve bought basically the same car for less than an engine and cat replacement, but who’s to say what else it might need or what kind of car it is? And I know this car regularly has its oil levels checked; I check the condition of all the fluids visually and with test strips. I know how it’s been driven, and I know whether the maintenance intervals have been respected. (I’ll return to this in Real Car Guy Story, Part 3, because LOL F ME). 

3) Clean Chassis in a Hostile World: For a 16.5-year old r u s t b e l t car, the chassis is very solid. It’s a clean car. And maybe if you live somewhere else you can make that assumption, but you can’t here.

For these reasons, I felt like this is what made sense for me. Maybe it wouldn’t have if I didn’t trust this car, or know it well. And maybe it wouldn’t have if I were excited about a newer vehicle, or if it was financially unwise to sink so much money into something all at once. But I do love this car and I did have the money--and I used it to play for keeps, rather than to ensure that I had a set of wheels that’d be reliable for another 3-5 years.

How many years do I think I’ve given myself? I’m aiming for another 10, would grudgingly accept another 5, could easily see another 20 (though probably not as my primary vehicle).

[ms-demeanor]

It was kind of your side rant in a rant but, is it really not normal in most areas to expect everyone who drives to have at least very basic knowledge of cars? At one point it was nearly a required class in our schools!

Auto shop in my school district got cancelled in 1997, four years before I would have been able to take it. I don’t know what the driver’s ed requirements are like now but I never had to take even a driver’s ed class (I think because I didn’t get my permit until 6 months before I turned 18?). At one point I tried to convince my Girl Scout Troop that we should earn the Car Care Badge but my troop leader was pretty aggressively against it (back in my day the “drive for a greener world” section was “learn how to change your oil” and my troop leader was worried we’d get crushed to death by a car or something).

Beyond that, in spite of living in the strongest car culture in the world, pretty much nobody has ever talked to me about how cars work unless I’ve intentionally sought that information out.

I didn’t know much about working on cars until I started dating my partner, who does all his own car maintenance. Since I started dating my partner and learning how to work on cars I’ve:

replaced my air filter (this is literally the easiest bit of car repair you can do. You’re probably due for it, google “how to change air filter on X type of car”, get a filter from autozone for $17, replace it, and cackle because Jiffy Lube will never again be able to charge you $50 to do it; if you’ve never worked on your car do this now you will feel so powerful and you’ll want to do more)

changed my oil

flushed my transmission

replaced a water pump in a Saturn engine (Saturn engines get bonus difficulty points because they’re so tiny that they’re impossible to work on; part of the reason I’ve done so much repair stuff is because my partner’s hands couldn’t fit in my car’s engine)

replaced a thermostat in a Saturn engine

replaced a bunch of fucking belts (including once with only one wrench and a headlamp in a dark parking lot for a friend)

replaced O2 sensors on three different saturns (delightfully simple; I borrowed a wrench from my dad to replace an O2 sensor once and went outside and came back in five minutes later and he was like “Couldn’t get it done?” and I was like “What? No? I’m putting your wrench back because I’m finished” and he was floored - my dad doesn’t work on cars *at all*)

changed spark plugs

replaced 2 radiators on one miserable 1984 mazda truck

replaced 1 jeep radiator

changed so many headlights

done my brakes a bunch (pads and drums; this shit is so fucking easy please do your own brakes don’t pay the dealership like $600 for $20 in parts and half an hour’s work)

dropped my gas tank to replace the in-tank fuel filter

replaced my valve cover gasket after spending four miserable hours sitting in the engine compartment scraping the old one off

and I’m currently halfway through an ABS deletion on my 1989 XU. (gotta re-run brakelines and it’s annoying and we keep losing track of the double flaring tool)

I am not, by any means, a mechanic but I like working on cars and it’s not as hard as it might seem from the outside.

However I had to go looking for all of that information myself (when we started dating my partner didn’t expect me to work on cars with him, I had to ask him to show me) and anybody else who wants to work on cars has to do the same, at least around here.

Most new vehicles come with a maintenance schedule in the shitty little manual that comes with the car. If you buy new from a dealer they’ll probably have some kind of basic maintenance agreement during the warranty period.

None of that shows you how to jump a car or change your windshield wipers.

Anyway, if you are reading this and you want to learn how to fix your car here are some tips:

Get a real manual for your car. The shitty little twenty page booklet that tells you where the hazards are is good for quick reference but bad for fixing things. Get a Chilton’s Manual. And yeah, I would recommend Chilton’s over Haynes. These are manuals made by independent companies who bought the car in question, stripped it down while documenting it and taking pictures, and put it back together. These are *great.* I give out as gifts.

Go look for a forum on your particular type of car - this works if you’re having in-the-moment problems too. At one point my buddy was going to pick me up but his car wouldn’t re-start; we looked on a forum, discovered it was a fuse problem, found the super secret re-activation button hidden under a panel in the center console, and were able to drive off on our merry way to try to replace the fuse (I bought four sets of fuses before we gave up - turns out it was an accessory fuse for the brake light on the camper shell and also Toyota makes it so that a burned fuse on an accessory can pretty much kill your car, so that’s fun!)

Look for youtube videos of the fix you want to do. They’re not going to be out there for everything, some car communities have more nerds than others (jeeps jeeps jeeps jeeps jeeps jeep nerds are NERDS and there are videos for everything) but you’ll at least be able to find something similar to cross-reference the fix with your Chilton’s Manual.

If you want to learn or read about general repair stuff check out the Wrenching tag on Jalopnik. I find Jalopnik very soothing and read it a lot.

See if your local community college has an Automotive Technology program - there should be introductory courses and advanced courses and it’s a lot of work to take a class like that but it’ll be extremely worth the time and effort.

Ask to help when people you know are working on their cars. Your buddy  probably could use a spare set of hands to do his brakes and you can learn by watching and helping.

[peace-coast-island]

Diary of a Junebug

Getting lost at the Floating Petal Garden

Who would've thought that getting lost in a tangle of bushes, flowers, and vines would feel so freeing? Being surrounded by a mix of earthy and vibrant colors, organic shapes, and faint floral scents - it feels like I'm transported to another world! There's something about all this greenery that makes me feel calm, like it's okay to shut yourself out from whatever's bothering you and get lost in nature for a little bit. Interestingly enough, that was one of our purposes of visiting the garden.

I'm back in the Golden City with Ginko, who brought along some friends who dropped by to visit. I haven't heard from Storm in a while since Jamie disbanded the entourage. It's a shame that he joined right before things slowed down and everyone was leaving - if he came along a year earlier, then his music career would've definitely taken off by now.

Storm's an aspiring singer-songwriter. He's been singing in choirs and performing in bands for as long as he can remember. At first glance though he comes across as bumbling and well-meaning, not always the brightest bulb of the bunch, but he's a total sweetheart that you can't stay annoyed at him for too long. Not to mention that he's got a hell of a voice, a smooth baritone that contrasts with his fast paced chatter. Like I said, he could easily make it as a singer but he just hasn't had his lucky break yet.

The decision to leave the small and sleepy Midwestern town he spent his whole life in to LA was an impulse one. Basically all his friends have moved on - some have married, many are successful - and he was just getting by, working at a diner and performing occasional gigs there. He was a frequent guest at a best friend's house, even long after his friend moved out, and over time he realized that maybe he should be spending his time doing his own thing rather than barging in on other people's lives.

So he moved to LA, but quickly realized that the fast paced city life wasn't for him. Storm was about to call it quits when Jamie discovered him at a cafe and invited him to the entourage after he gave her a demo tape. They both knew from the start that Storm wasn't "commercial" material, but he had potential and is passionate about what he creates, which was enough for Jamie to give him a chance.

While Storm was able to nail a recording contract with Lawrence Sardar, outside of his EPs selling fairly well, he wasn't getting the reception he hoped he would. Being more of a performer than a recording artist, Storm felt kinda let down. Then the entourage disbanded and Storm lost interest in recording, though Lawrence told him that he's free to come to the studio whenever he feels like it.

Then a few months ago Storm decided to move in with his cousin Buddy in Airy to help him run the gas station/auto shop after the owner retired. I've met Buddy a handful of times through Holly and Sam and he's a big sweetheart like Storm. He tends to run his mouth off a bit and poke into other people's businesses but he means well and just wants to be a part of things.

Plus he's the reason why the shop's been so successful - he's a good mechanic who also provides excellent customer service as well as doesn't overcharge or make people spend more than they have to. Businessmen hate him, but customers love him - and despite what his detractors says, there's no denying that Buddy's a big reason why Airy's still standing strong when other small towns in the area have been declining. The day Buddy Nephele retires from the shop will be a sad day for all in Airy.

Storm's been enjoying living in Airy and working at the shop. He's also quite good with cars too so he's been a great deal of help for Buddy. Aside from singing in the community choir and a few gigs here and there for town events, his singing career has taken a backseat - but not for long. Thanks to Ginko and Benji, Storm will be performing at the Golden City Nightclub twice a month as a replacement for one of their regular performers. If things go well, he might be a regular there, which is exciting! The commute's a bit long - two and a half hours by train - but it's a good start. And if it becomes a regular thing, then he and Benji will work something out to make the commute easier.

So the trip to the Floating Petal Garden serves as a celebration for Storm. He's so excited about it as well as nervous - his first performance being less than two weeks from today. With Ginko living in Golden City and now Storm performing at the nightclub, it looks like we have more excuses to drop by Golden City!

Another reason for the trip was to de-stress and get away for a bit. Storm wanted to invite Buddy along because he's been going through a rough time. Buddy had an older brother who's nothing like him and Storm - a big name engineer who's always busy so he barely had time to visit family. Braden visited a couple weeks ago - Buddy hadn't seen him in over a decade, Storm not since he was a kid - but had to cut his visit short because of work. The work emergency ended up resolving early so Braden went back to Airy, only to die in a car accident on the way there.

According to Sam and Storm, Buddy idolized Braden. He also felt inferior to him and the two noticed right away how withdrawn Buddy was when Braden came to visit. Buddy was pretty bummed out when Braden had to leave, so a few days later Braden called Storm to tell him that he was coming back and wanted to surprise Buddy. But then the accident happened so instead of planning for a fishing trip, Buddy had to plan for a funeral.

Buddy's still his sweet old self but I can tell that he's been trying to keep it together and get through the day. It's odd not seeing him chattering about, keeping us up to date about what's happening in town and making us laugh with funny stories involving his misadventures at the shop. Storm's doing his best to help while giving Buddy space to process everything - that's all we can really do for him right now. It wasn't easy for everyone to convince Buddy to take a couple days off - Sam and some of the others are currently taking shifts at the gas station while the garage is closed - but he relented after some prodding.

I think him being here has helped a little. I mean we didn't expect him to feel better immediately but at least as the day went on he was able to enjoy himself a bit. Sometimes all you can really do is take it one day at a time, hoping that things will turn up for you. Knowing Buddy, I'm sure he'll get back on his feet eventually - I just wish there's more we can do to help him.

Getting lost in the garden is like being transported into a storybook, a whimsical, fairy tale like one where everything looks soft and ethereal. Meadows of soft grass with colorful petals poking out, straight out of a painting. Jungles of wavy vines wrapped around towering trees carrying delicate blossoms. Numerous winding trails surrounded by unusual flowers that can't help but draw your attention with its clashing colors and wavy, organic shapes, all looking like a mismatch that somehow comes together - like an imperfect mosaic.

I think my favorite place is the Great Crimson Way, a lovely trail surrounded by lovely rose blossoms. Like the name says, they're a hybrid of roses and cherry blossoms. There's a beautiful fountain at the center where people go to make wishes. There's something so peaceful about it, just looking at the petals floating in the water makes me feel reassured, like somehow, everything will be all right. There's a lot about the world that makes no sense but seeing these petals hanging around feels grounding - like it's telling me to hang on and soon the hard times will pass.

Buddy seemed to be taken in by the fountain too. I wonder if he's thinking the same regarding the floating petals. He did seem a bit more like himself after that as not too long afterwards he inserted his two cents here and there while Storm talked about town happenings. Sometimes Storm would try to prod him a bit more, only for Buddy to be miles away - he tries, but Ginko and I would remind him not to push too much.

This isn't a knock on Storm and Buddy but they tend to overstep a little bit. I'll admit it can be a nuisance sometimes with them trying to get into everyone's businesses but it's hard to stay too mad at them when they have good intentions, even when they make a mess out of it. While they do need to work on boundaries - which they both are making an effort on - it's good to have friends like them because sometimes you need to be thrown off the deep end.

Another favorite spot is the Stained Glass Grove. The plants over there literally look like stained glass! Translucent, colorful petals with intricate designs - we were lucky to come across this place when the sun was shining just right. The whole place lit up like a light show! We tried taking pics and while they came out good, it just doesn't do it justice. Turns out stained glass flowers are difficult to care for because of the amount of sunlight it needs. The spot where the Stained Glass Grove is perfect because that's where the sun shines the brightest for most of the day as constant sunlight is important for healthy flowers.

After navigating the Sweetie Honey Hills - which was full of fragrant flowers known for their honey-vanilla nectar - we stopped by the cafe. There, we ran into Leif, Kiki, Diva, and Lucky. So we had lunch together and bought some flowers from Leif. On our way out we came across a cute little tea shop so we stocked up on tea. I bought a bunch of new and unfamiliar flavors so I'm looking forward to trying them out!

The Sweetie Honey Hills is nice to look at, though the scent was starting to get a little overpowering so we didn't stay too long. We did harvest some nectar - a small jar costs about 5000 bells - so we each got one jar for ourselves. I like the flavor of honey-vanilla, though I've never cooked or baked with it before. I heard that the nectar's expensive, plus it's better to buy fresh so it's a super good deal!

Orange Blossom River is a lovely place full of bright, vibrant colors and fresh, citrus fragrances. We traveled by boat with Storm taking the sail while Ginko helped with navigation. The water's so crystal clear that you can see everything, from the colorful koi swimming around to the rocks and seaweed scattered about. It looks so unreal that I half expected to be transported to another world when we stepped into the boat.

From there, we traveled to Marigold Meadows, where we watched the sunset. It's a fitting stop as it's a popular place to watch the sun rise and set. Paired with the various yellows and oranges of the marigolds, it's absolutely perfect! The moment the sky turned a lovely red orange, the meadow seemed like it came to life. It was a magical moment when a rainbow popped up and all at once I felt at peace - we all did. It was a funny feeling, like a friendly and familiar presence snuck up on us, whispering to us that  all is well.

Ginko was the one who brought it up first, saying that she felt like Manaka was right there beside her. Buddy then said that he could've sworn his brother was standing nearby for a moment. Storm said the same about his dad and I for mine. I haven't thought about him in years since he's been gone for a long time so I'll admit I'm still a bit shaken up. I still don't know how I feel about it, yet I feel like that's how I'm supposed to feel about it?

If you're feeling lost, uncertain, stuck, or in need of something new and different, I'd highly recommend exploring the Floating Petal Garden.

[writingwitheli]

GrandMech

Most mechs were hard to function, even with experienced pilots.

They didn't move like people do, the mechanics don't really allow for that. You have to know the engineering intimately to clearly envision how the thing was going to react to your direction. Most pilots spend months learning their piece before going into the field. There were simulators, and for a while the board argued for mechs to be built in a uniform manner for faster learning.

But technology went a bit too fast for that. And the things were way too expensive to mass produce.

Grandma Katersfield knew this well. It was her life's work.

I mean she wasn't my grandma. But she kinda was. She was everyone's grandma, in a way. Most mechs these days still have her work in them, even if there were scraps rebuild around it. Some people called it practical. Pilots called it good luck. The engineers called it "Finally someone who knows what they're fucking doing."

When she passed away, in her garage (had she ever existed anywhere else?), the military held a funeral. Most of the planets held a funeral. The board, somewhere in their core-planet bunkers, held a meeting.

The war wasn't over, and we weren't winning. And we'd just lost our best engineer. It was a big fucking hit for morale. There were losses everywhere.

Presumably after sending a swarm of government drones through the property, the board very quickly touted "Katersfield's Final Work", and "The culmination of everything she's ever done". Some people pointed out the public images that showed how the thing was half-done. But enough people wanted hope that everyone gradually bought into the idea.

The board appointed Katersfield's daughter to lead the finalization of the thing. Ann wasn't exactly an engineer, but they knew how the public would read it. They gave her a team of their best to work with.

When construction was nearly done, the board officially announced that Katersfield's son-in-law would be piloting it. Everyone expected it; he was the only striped pilot in the family. But it hit the top of everyone's news anyways.

The public test run was expected to be simple, and broadcasted live as far as the outer-space colonies.

It… didn't go so well.

Okay, it went very badly.

I mean.

Bad.

What followed was a lot of media confusion. The board hastily tried to put the blame on over-eagerness. People were fired. We lost four moons while our squadrons re-evaluated their lives.

Mark and his husband, Will Katersfield, had a very public divorce. Some people argue it was the media pressure. Some people suspect that the board forced them apart. I think it was a long time coming.

For a while the board pushed forward other candidates. They ran competitions for new mech designers and engineers and electricians. Offered an absurd amount of money and resources. A lot of cool stuff came out of it, but nothing really compares to Katersfield's work.

It was three years after that when media went into a frenzy over a low-grade video of the mech doing cartwheels over the family farm. Fucking cartwheels, man. I can't even do those in my own body most days.

Every news ship went down there as quick as they could. A bunch of civilians, too. Granny says a board member actually showed up in person.

Everyone was immediately on Ann about it. She was the only one that really stayed on the farm. She knew the machinery well enough. And maybe she'd inherited the pilot skills of one of Katersfield's late spouses.

To the dismay of the board, Ann insisted that the pilot was Thoma, one of Will's children. The media went ballistic. Kids weren't even supposed to be piloting mechs in the first place.

Thoma gave an interview to their school teacher and described the sensation of piloting upside down as "even better than going all the way around the bar on a swing and then having Grandma's cookies with two scoops of ice cream!" Their wide grin with missing teeth was eventually made into metal-cards for soldiers to attach under their breast plates and remind them of home.

At some point, Ann made the mistake of admitting that she'd taken it out for a test-run while she was tuning up some joints (she hadn't been an engineer when this started. But things change).

The board came down hard. They publicly announced that Ann was the cartwheeling pilot, and further that she'd accepted a high raking military title with absurd honors and enough pay to buy a moon. They posted a date with a public countdown clock for her departure to the front lines.

Now the way Granny tells it; Ann didn't know about any of this until her neighbor came by with the milk and a congratulations. Granny would probably piss on the board if she still could. Don't let her try it.

Ann did go. She didn't have many options, really. Her bio-logs phrase the situation as "the board made a decision. I complied."

We pushed back the front by two whole planets. Ann wasn't much of a pilot; she spent too much time thinking, but the war pushed around her. Most of the time it only took a three second clip of her unnaturally smooth landing and quick gravity adjustment to a new planet. My old mech would take two minutes to land and readjust. A lot can happen in two minutes.

The official report says Ann died on Mitas 9. The board will probably censor this whole damn thing if I try to explain what happened, but just remember that official reports are. Well. Official.

The mech was commandeered immediately. They cleaned it up, threw on a new coat of paint, and put their highest ranking pilot in the hotseat.

Everyone was in a hurry to get back to it and have a plan ready before Ann's death was publicly announced. Yeru knew the schematics by heart and spent one month living with the mech every hour of every day to make up for lost time. The board went as far as making them legally exempt from standard reports. Yeru's bios were never made public, but you can pull them from the military archives in Section B. They clearly knew their way around a mech, and honestly seemed to be a good person as far as I can tell.

The board had seemingly learned from prior incidents. The Generals hosted a secluded military showing of the first test-run. Those archives are probably deleted, but all you really need to know is that Yeru never made it off the ground.

For a few months, the military looked into sabotage. Yeru's bio-post about the joints being "just plain creaky no matter how much I oil the thing" convinced a bunch of higher-ups that the mech had been swapped out or something.

I know. Creating a whole fake mech to replace it with? Somehow managing to swap the thing out with as much board, military, and media surveillance as it has? Absurd.

Also I'm sure you're well aware that plenty of good mechs have creaky joints. I hear you ran Sacrifice 2 for a while there. Lt. Jen complained about how loud that thing was for months after he shared a hangar with it near Osylus. Not sure if that was your time or not. I'm going to tell him it was, so he'll have something to complain to you about. When he does, ask him about the wardrobe cloning incident. I'm sure he'll know what you're talking about.

Anyways.

The news about Ann went public, and the board pushed it down the feeds with reports about a new Stealth Carrier that would move faster than a pilot-ship. It did. Everyone loved it. I'm sure it's shit compared to the last carrier you were on.

Thoma, meanwhile, had grown up and gotten their way through military school. It might seem strange to you now, but Thoma actually didn't touch a mech the first decade of their service. They had a few friends and plenty worshipers, but still hadn't officially earned enough stripes to be a pilot. The Generals wanted to make sure Thoma was knocked down enough to keep from getting big-headed about it. But Thoma didn't really care.

Thoma fought hard and studied harder. They proved themselves again and again. You can look up the public records of their medal-acceptance speeches. Every damn time they would say "This is a great honor. Can I trade it in for a mech?"

Pissed a lot of people off, but it was fucking hilarious if you ask me.

Eventually Thoma led a fairly large squadron and took a half a continent in a week. When I asked them about it, they said they had sent a text message to the Generals saying "I could've gotten all of it, if I had my own mech :,(". I know them well enough to know they probably actually sent a frowny-face emoji to the Generals. Don't do that. It's hilarious. But, Don't.

Probably.

For now, anyways.

The board reluctantly let Thoma break the mech out of some museum somewhere as a reward for their service. They weren't intending for Thoma to actually run as a pilot since Thoma had already gotten to be in charge of things. It would be a media mess, at best, a military loss at worst.

Thoma did a fucking backflip over live media.

Anyways the board and the Generals argued about it for a week, but eventually did the only thing they could do. They made Thoma a pilot. There were lots of assurances that Thoma would still be holding their responsibilities as Planetary Sergeant. No one cared. Thoma had done a fucking backflip; the Katersfields were at it again.

I'm told that week of debate consisted of at least fifteen other pilots trying the mech out and reporting up failures of various kinds. Don't worry about that, you'll do fine.

I'm sure you know most of the story from there. Thoma took Belet 5 through Belet 11, and some other smaller planets along the way. Majestic. War hero. Idol. Etc etc.

The board immediately pushed Thoma’s son, Madene, into the military and straight into pilot's school. They make a lot of dumb decisions, but even the board could see the pattern here.

You might not have read this about me, but I used to be an electrician. I worked on Thoma's team for a while. The Generals gave Madene special permission to visit us sometimes so he could learn the mech hands-on. He'd always wanted to be an artist or a planetary refurbisher. That was clear from the first day we met.

I'll tell you this now, it's not part of public record: Madene ran the mech just fine when it was just us around. Thoma would give some long drawn-out speech about minding your manners and being careful with her. It was their Grandmother's soul in that machine, after all. Madene didn't really listen, but the mech ran just fine anyways.

When Madene was nearing graduation, the Generals sent their scouts around to see how things were going. The mech ran straight into their drones and fell convulsing onto the ground.

It was a hard time for a while, Thoma was upset with Madene and Madene was embarrassed. There were lots of arguments, and the Generals tried to pretend Madene just didn't have enough experience as a pilot. The idea that Madene did it on purpose didn't get recorded, but it's what a lot of people assumed. I don't think that's what happened, anyways.

Madene tried really hard after that. He pushed himself in school, and as a result they let him try out a bunch of other mechs. He proved he could handle it just as well as some of our better pilots. He took Entrapment marching around the school-system planet four times.

Thoma tore their knee in a pretty brutal fight, and since they were nearing retirement anyways the board arranged for a public hand-off of the mech.

I used to talk to her when I worked. My old pilot - the one I worked electricity for before Thoma - had always been superstitious about this sort've thing. She used to spend a good half-hour reassuring it before she's let me do any work on it. I guess I'd picked up the habit. You might want to pick it up, too, if you haven't already.

I'd asked her to help Madene out. He'd worked so hard and I could tell Thoma was slowing down.

You might have seen the media of that. Afterward Madene was particularly… verbal. Even if you didn't see that, I'm sure you heard about what happened to him after. Don't be too harsh on him, it's really not his fault. We were all too hard on him.

All the media says the Generals did a lot of research and realized I was better suited as a pilot and they shifted me over. How that actually happened was… well. A little boring.

One of their scouts had caught me helping her move over so I could get a better angle at the spinal wiring.

Blah blah blah. I'm sure you know the highlights from there.

So here's where we get to the advice that was the whole point of this message:

I admit the public eye is a little difficult to get used to. Honestly I recommend you just ignore it. They'll say shit no matter what you do.

Don't call her by the name the board gave her. I know that's what you learned in school and in training. Don't do it.

Don't piss her off.

Be patient - her memory isn't what it used to be.

Don't tell her what to do. I read your file, you have a lot of experience. I know this will be the hard part.

If the mediacom switches to one of those awful family gameshows. Just. Let it happen. No, they do not get less annoying to listen to. Yes, she knows they're all the same.

The internal heating will be On when you're on any below-regulation temperature planet. I know you're from the outer colonies. I know that will be too warm for you. Get over it and try not to dress down too much; she's easier to maneuver when you're in layers.

The one exception to the above is her tune-ups and maintenance. She doesn't like it. She never does. We have four crews to make it easier and I still do it myself sometimes to help her get over it. You're going to have to get good at negotiating.

If you leave a battle with a sudden craving in your neurons for hot and hearty soup, go get some hot and hearty soup. She'll get stubborn with you next time if you don't.

Granny will take care of you from there.

-Captain Layfar

[honeymoonjin]

makin’ monet - jungkook

A/N: requested by @xilee-reaper​. Jungkook’s interest is peaked when his roommate Taehyung has a collection of fake classic paintings. 2.2k words.

“O Week, baby!”

Jungkook ignores Tae’s cheer as he pokes around his room. Tae had only been in this student accommodation for three days, but his stuff was already all over the place.

Tae had always been a collector; no matter where he went, he was always picking up trinkets and memorabilia like he was a magnet for it.

Now, it seemed, his new obsession were these tiny little canvas squares, painted as miniature imitations of famous paintings. Jungkook picks one up, a mock-up of Monet’s Water Lilies that is accurate down to the smallest detail. There’s no name on the bottom, just a tiny black set of initials.

“God, where did I leave the slides?”

Tae has been rooting around his room for the better part of half an hour, getting ready for a campus party that only he wanted to go to, yet somehow was the one that was now an hour late for, and Jungkook was forced to endure the unpleasant experience of Tae going through every single clothing article to try and find the best outfit.

Jungkook was just in a white t-shirt and worn jeans, but that apparently was too minimalistic for Tae.

He puts down the Water Lilies and moves on. There are six of them on Tae’s bookshelf, and while they’re good, sure, it seems a little excessive. “Hey, Tae,” he calls out to the man who’s head over heels in his closet, waiting for a muffled ‘yeah?’ before continuing. “These little paintings, you made them?”

Tae emerges ass-first from the messy heap of clothes, triumphantly brandishing a pair of Gucci slides. “Nah, ‘course not, I bought them off Y/n.”

Jungkook frowns. The name’s not familiar. “Y/n? I didn’t know you had a girlfriend?”

Taehyung just scoffs, hopping around on one foot as he puts on his shoes. “I don’t, she’s just a friend. If I spot her at the party tonight, I’ll introduce you two.”

Well aware of Tae’s habit of saying things with no intention of actually doing them, Jungkook just hums in affirmation and leaves the paintings on the shelf, itching to finally go out.

The girl, Y/n, apparently wasn’t at the party. Maybe she was, but Taehyung just forgot to introduce her. Either way, the loose end was bothering Jungkook more than he expected. Why was he so curious about this girl? He tried to picture what she was like. Chances are she wasn’t that much like Tae. All of his friends always seemed way different from him, Jungkook included, as if he wanted to be the Regina George of his friend groups at all times.

That did leave a lot of possibility, though, and he found himself asking Tae more and more about this mystery girl, curiosity eating him alive.

She was studying engineering like Jungkook, apparently, so perhaps she was like those cold, logical, hard-ass women he had seen in his classes, but her paintings would suggest otherwise. Tae also mentioned he often hung out with at her place, and she had an impressive collection of videogames that ‘even you would be jealous of, Kook’. So perhaps she was an anti-social nerd that sat on the couch for hours with a controller and a bag of Cheetos, but then Tae never had any interest in hanging out with people that had no interest in hanging out with him.

The more he found out, the less he knew.

Now, Jungkook sits in his first computer lab of the semester. Engineering was a pretty massive discipline, no matter what university you were at, and the giant lecture halls were so packed that you couldn’t really make a lot of friends and get to know people, but there were so many timetable streams of computer labs that each one had broken down to about twenty-five people.

Next to him is a guy with boxy, unflattering glasses, the ones you could never imagine anyone actively choosing to wear, and he seems too plugged in to some anime with extremely endowed women to want to talk to Jungkook.

The seat next to him is vacant when the class starts, but ten minutes in, one of the doors opens and a girl slips in. At first Jungkook assumes she’s in the wrong room, because she looks nothing like the other hundred or so engineering students he had seen so far.

She’s so short she has to go on tiptoes to glance over the computer screens and find a spare seat, wide eyes lighting up on the space to Jungkook’s right.

“And why are you so tardy, madam?”

She pauses in her scurry towards his desk and stares at the lecturer, who is crossing his arms over in an unconvincing show of dominance. “Because I didn’t get here in time,” she answers matter-of-factly. “Don’t let me interrupt you.”

Jungkook can’t help but quirk his lips into a grin at that, but once she turns back to his direction, he quickly hides it behind his hand, coughing lightly.

The computer lab is hard, way more complicated than anything he had done in high school, and he’s so focused on putting in the right commands that it takes him another twenty or so minutes to look up from his monitor and notice the girl next to him.

He rubs the tiredness from his eyes and stretches back, glancing over at her screen. He pauses, arms still stretched out in the air behind him. “You’ve already finished?” he asks incredulously.

She looks up from where she’s scribbling absentmindedly on a piece of graph paper and stares at him. Once she processes what he said, her eyes widen in realization. “Oh, yeah, I checked it out last night and it was kinda easy, so I figured I’d just do it then.”

Ignoring the fact that he felt a little stupid for struggling so much, he sits up in his chair properly and swivels to face her. “Why are you here, then?”

She grins cheekily and cocks her head to the lecturer’s desk, where he’s overseeing the lab like a sergeant. “The general ambience, you know.”

Jungkook laughs, eyes glancing down for a moment. He blinks a couple times and realizes that her scribbles are actually quite good, and in fact familiar. “Café Terrace at Night?”

She cocks her head at the sudden change of topic. “Huh? Oh, right! How did you know?” She sighs. “I’ll be honest, I’m a little sad that I couldn’t pass it off as my own.”

Computer lab forgotten, he begins swaying back and forth on his chair lazily, bumping knees with her every swing. He notes with a little burst of happiness that she makes no attempt to move away from the contact. “I saw a Van Gogh recently. Not a real one, though,” he adds quickly upon seeing the impressed look on her face.

Wait a minute. He glances down at her half of the desk again and sees a haphazard pile of textbooks and refill she had brought in with her. On the spine of Introduction to Mechanical Engineering is the name Y/N, in sharpie-d all-caps.

His mouth falls open in a perfect o, and he points dumbly at the textbooks. “You’re Y/n!”

She bites on her lip, glancing back and forth between her books and him. “Yeah?”

“My friend, Taehyung, he’s got a bunch of your paintings in his dorm room.”

Her eyes brighten in realization. “Ah, Kimmy! Small world, huh.” She glances down at her drawing, eyes distant and unfocussed. She takes a deep breath and looks back up at him, twiddling her thumbs. “I don’t suppose you’d be interested in buying one?”

Jungkook tips his head. “Buying one?”

She frowns, and Jungkook can’t help but stare at her delicate pout. “Well, I’m not giving them away for free! They take hours of hard work and I-”

“That’s- That’s not what I meant,” he clarifies hurriedly, “I just didn’t realize you were, like, selling them selling them.”

Her pout tips up into a soft smile, and she raises her eyebrows in good humor. “Well, this is the first time we’ve met, so it’s unsurprising that you don’t know everything about me.” She pauses. “In fact, I don’t even know your name.”

“Oh! Jungkook. Jeon Jungkook.”

“Well it’s nice to finally meet the man Kimmy has never once mentioned,” she jokes. When Jungkook furrows his brows and looks a little put out, she laughs and pushes him a little on the shoulder. “I’m just messing with you, idiot! He talks about you all the time. Kookie, right?”

He flushes at the embarrassing nickname but nods in assent.

“Anyway, I used to just make the paintings as a hobby, but I’ve been in a little…financial strife recently, so I’m trying to use them as a little extra income.”

Jungkook sobers. “Oh, I’m so sorry.”

Y/n laughs again, and the joyous tone causes something to spark in Jungkook. “Oh, no, no, don’t be sorry. I’m just being dramatic, I guess. I let my bunny out of the hatch, and he chewed the cord of my roommate’s headphones. They were pretty expensive ones, so now Yoon’s taken mine hostage until I can save up enough to replace them.” Her gaze turns inward, and she sighs. “Although now I can’t game without him biting my head off about the volume.” She clears her throat and shrugs, cheering up again. “Anyway, if you don’t want to buy one, that’s all good, just thought I’d ask.”

Jungkook leans back in his chair slightly and tips his head back, shaking his hair out of his face. He’s pleased when he sees her swallow and stick her tongue out subconsciously to wet her lips. “No, I’ll buy one,” he counters, “anything to help out with a fellow gamer’s plight.”

Maybe the subtle plug wasn’t so subtle, but her face lights up nevertheless. Over the remaining fourteen minutes of the lab, Jungkook’s computer eventually goes to sleep, as they spend the whole time discussing which servers had the best graphics, and how many times it took them to beat a final boss.

Once the clock strikes ten to the hour, almost all of the students rush to log off and gather their stuff, but Jungkook is in no hurry. Y/n is hunched over his outstretched arm, writing her number on his hand with a pen.

The tickle of the pen sets his nerves alight, but it’s nothing compared to the warmth of her hand keeping his steady, and the wrist resting on his as she wrote. He laughs to try and distract himself from just how much his heart was racing from her close proximity. “I said Tae would put me in contact with you! Don’t you trust me?” he teases.

“I don’t trust Kimmy,” she counters immediately, not looking up until she underlines her number twice and puts an exclamation mark. She tucks her pen away in her pencil case and starts packing up her things. Although he has a class next and should probably hurry up, Jungkook just sits back in his chair and observes her. “You can tell him a million times and he’ll still forget, and I’m not putting my business on the line for his flaky ass.”

He chuckles, and absentmindedly his thumb rubs over the ink on the back of his hand. “You’re quite bossy, you know that?”

She grins at him, kicking him lightly in the shins. “And you’re a terrible flirter!”

“If you noticed I was flirting, then I must have been doing it right,” he counters. “Is it working?”

She kicks him again, but her cheeks heat up. “I gave you my number, didn’t I?” She glances at the clock and bites her lip. “Ah, I’m late for my physics nap. Dammit.”

“You’re what?”

She hoists her backpack on, and answers as he gets up hurriedly and stuffs his things away. “If you get to physics early enough, you can get a seat at the back, and Professor Namjoon can’t see you sleeping.”

He scoffs, finally picking up his bag and joining her as they left the classroom together. He doesn’t have the luxury of sleeping in class, and his is in the opposite direction to the way she’s leading him, but he doesn’t want to part ways just yet. Maybe he can skip, just this once, and get Jimin to give him his notes. “I apologize for keeping you up past your bedtime, chief.”

She snorts out her nose but manages to keep her face impassive. “At least you know your place, young grasshopper.”

“We’re the same age!”

“Kimmy’s older than me and he still knows I’m the boss.”

“Sorry, but you’re going to have to earn my sworn fealty. I’m not a loyal puppy like Tae.”

She raises an eyebrow at him. “You’re quite bossy, you know that?”

He laughs at his words from earlier being thrown back at him. “Only to pretty girls.”

She blushes but forces an unimpressed look on her face. “So, there are others, huh?”

Jungkook shakes his head in bemused disbelief, making a note to himself to thank Tae for buying the photos that started all this. He stares at her while she’s making a point of doggedly avoiding his gaze. They had only just met, sure, but there was something about her that made his heart beat faster, and he desperately wanted to explore that feeling. “Not if you don’t want there to be.”

Read the sequel!

[rithmyp9-blog]

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[somar78]

An Australian Custom BMW R100RT – The Ellaspede EB882

This post was written by Hughan Seary of Ellaspede, with contributions by the bike’s owner Sam K. When possible we like to bring you the story of a custom motorcycle in the words of the people who built it to cut out the middle man and give you insight into their thought process and methods.

It’s not surprising that the iconic silhouette of a Boxer motor could be the memory to spark Sam’s 1982 BMW R100RT build. Here’s how a fleeting childhood encounter planted a seed for a custom project decades later.

In their day the BMW R100RT (T for Touring model) was one of the most expensive production bikes you could buy and although they were well reviewed for touring purposes and had a great production run from the mid 70’s to early 90’s, they gained a bit of a reputation as an ‘old man’s bike’.

Maybe it was the massive fairing (that was actually wind tunnel developed and decreased fuel consumption for touring despite the extra weight) or the high price only ‘older people’ could afford. But whatever the case, BMW had built an excellent bike with the type of 80’s german quality that would position it as a ‘forever bike’ to eat up the miles and last a lifetime.

So how did a young Engineer from Sydney with an eye for design end up with an ‘Old Man’s Bike’ from the 80’s? These days it’s usually because they spotted a cool one on social media, but we’ll let owner Sam start his story…

“I randomly have this vivid memory of an Airhead of some description growling down the streets of Newcastle when I was a kid. The cylinders all ‘pokey-outey’ and the block sitting at that weird jaunty angle somehow etched itself into my memory. I didn’t get into bikes for a couple of decades after that, at which point I joined the dots on what I’d actually seen and realised I’d have to have one at some point. Fast forward a few years and everything lined up to get my hands on one. I was keen on one of the early/mid 80s models, but still with the iconic tank shape from that era and the ‘snowflake’ wheels.”

Sam actually did such an awesome job detailing the bike build when we asked him a few questions we’re going to let him carry on…

“I’ve had the beamer for a few years now. She’s been a very faithful weekday commute, as well as a bunch of fun out on the old windy roads out of Sydney whenever I’ve found a chance to stretch her legs.”

“I bought the bike from a bloke who was keeping himself busy in his retirement bringing otherwise totalled old bikes back to life out of his garage. I don’t have a long history of the bike; only that he’d brought it out from South Australia in pretty good knick but with a big old crack across the crankcase. He took the opportunity to do a full mechanical rebuild and get her back on the road before passing it onto me to free up space for a new project.”

After a few years riding around Sydney with the BMW in ‘old boy status’ Sam knew that the next step was going to be a custom build.

“I guess it boils down to self-expression. I wanted a bike that I knew there was only one of in the whole world, and that it reflected me and my tastes. In going custom I’m so happy we were able to create something uniquely mine but also objectively good looking, and still practical that I can enjoy for many years to come.”

“I’d been following Ellaspede on the socials for a few years before hitting them up about doing a build. Through that I’d built a bit of an understanding of their aesthetic and what they uniquely offer. Not strictly related to the build, but I also love that Ellaspede have such a strong focus on community and brand. “

“I’m an engineer by day, and from that have built an appreciation for good results coming from a solid understanding of the foundations/first principles of what’s being designed. Having a shop approach the process from industrial design principles was a real draw-card. I don’t have that knowledge, and also have no shortage of crazy ideas, so working with someone with those design foundations steering the project (and my ideas) was important.”

With contact made and some plans laid out it wasn’t long before the R100RT was rolled off the transport truck and into the workshop. Sam also sent through some inspiration from classic auto designs and picked bikes from some of our favourite international builders to help us get an idea of the direction we were heading…

“When poking around for inspiration for the build, I found CRD49 build by CafeRacerDreams. It really resonated how they’d taken a classic colour way (silver smoke it was called I think?) but reimagined with a unique/modern spin. The idea of taking old and making new was super cool but the idea of applying that to the green and gold paint on my bike wasn’t really setting me off. I researched other classic airhead colour schemes and discovered the fairly rare ‘Exklusiv Sport / Lufthansa’ colours that came on a limited run of R90S’s in the 80s. It just jumped out at me. That inspiration, mixed in with a fair bit of Ellaspede magic, and we’ve got the colours on the tank today.”

“Other inspiration for the tank design came from me digging a whole bunch of retro 70s tanks with the big block colours and bold curves of that era. I also wanted to see those rad stripes when I was riding so wrapping the curves over the top of the tank was a must!”

“The anthracite grey frame and forks was an interesting one. I think the idea came from my day job in the graphic design biz where there is a soft rule to never use absolute hard black when designing (as it can look a little bit unnatural/inorganic in that medium). I instinctively followed this idea and thought that a dark grey could also really complement the blues and silvers on the tank/ seat/grips and also the shimmery aluminium of the vapour blasted pieces. It actually came out a bit lighter than we expected but it was a good surprise as I think it really works well.”

We really liked Sam’s intent for the bike and went to work on the build. The R100RT models are rumoured to have a slightly higher compression ratio than some of the other R100’s, presumably to push that big touring fairing around. So once the fairing and other stock parts started to come off the bike it really became evident how much lighter the bike had become, even just pushing it around the workshop. That’s some free performance gains right there!

As usual, most of the stock gear wasn’t going to find its way back on and the parts that did were all refurbished, replaced or got the usual paint or polish. A stack of custom fab went into the bike with some key input from Sam on aesthetics and an intent to keep most of it looking like factory fit and finish as if BMW might have done on a ‘stripped back’ version of the day.

Our favourite parts of the build are definitely the custom subframe which can be tricky to get looking right with the ‘offset BMW geometry’ and holds quite a lot of elements together while still looking super clean. We also used this bike as a tester for an upcoming Ellaspede universal muffler that we’ve been developing and were pretty excited to have them looking and sounding just the way we wanted when this bike rolled out.

When we asked Sam about his favourite parts… “I love the way that the curves in the subframe flow into the rear fender. That whole piece was a bit of a yolo… I tossed the idea out there and you folks ran with it but it turned out fantastically!”

“I also love how tidy the front end came out. From the switchgear that kind of disappears into the bars, the beautifully placed bates-style lamp, and just the right amount of fork lowering. It really is a very elegant package. Elegant is weird for what I guess is kind of a “scrambler”, but hey I think that speaks to the unconventional nature and unique mix of styles going on in the bike that I love.”

“Then of course there’s the tank… which again was also a bit of a gamble. I’d never tried designing a tank livery before, but had a gut instinct for what I thought would look cool and fortunately that gamble paid off (with the crucial contribution of Ellaspede picking out specific colours). There was an awful lot of umming and ahhing in our house over whether it was going to look striking (in a good way) or be a bit ostentatious, but it definitely turned out to be an absolute ripper.”

Building a custom R-series BMW these days is a reasonably well travelled path, but Sam’s shown that by drawing on some quality inspiration and committing to a well thought out build you can achieve a bike that looks like a classic custom BMW but also highlights the individuality of it’s owner.

We find that when a custom bike is done ‘right’ then many of the subtle details and design cues disappear at first glance, instead blending into an overall aesthetic that perfectly fits together. Luckily Sam shared much of that vision with us and as a result has got himself an R100RT with a timeless style that you don’t often see on custom builds.

“Reflecting on the process, I’m really glad we took a few gambles on ideas that popped into my head rather than tried-and-true strategies for customising these bikes. That, mixed with Ellaspede’s wisdom and experience in effective ways to bring those ideas to life and we’ve ended up with a final result that I absolutely love and can’t wait to get out and about on every day.”

The only shame for us about doing builds for interstate clients is that we don’t get to see the finished bike (and owner) popping back into the shop for a coffee now and then! But we’re hoping Sam keeps us updated with ride photos so we can also enjoy seeing one of our favourite Bavarian builds out and about.

“The bike has now slotted back into my life as my weekday commuter where she catches an awful lot of eyes and compliments around the streets of Sydney. She’s made it out onto the back roads for a few cheeky rides since coming back home, but it’s been a tough run lately with the air thick with bushfire smoke. When it hasn’t been thick with bushfire smoke it’s been thick with (very welcome) rain. With some good weather back I’m looking forward to some solid weekenders through the national parks and along the rivers around the city.”

Here’s to a lifetime of enjoyment on your R100RT Sam! We’re sure it won’t only be kids that are turning heads when you’re blasting through the backroads of Sydney now. With that iconic motor now surrounded by some classic custom design you’ll be making memories for motorcycle enthusiasts for years to come!

If you’d like to see more from Ellaspede you can visit their website here, or you can follow them below.

Follow Ellaspede – Facebook – Instagram – Twitter – Tumblr

Images courtesy of AJ Moller Photography Instagram: @ajmollerphotography

The post An Australian Custom BMW R100RT – The Ellaspede EB882 appeared first on Silodrome.

source https://silodrome.com/custom-bmw-r100rt/

[itsworn]

Totally Custom, Top-Notch Pro Touring 1968 Camaro

It doesn’t take a rocket scientist to build a phenomenal car. After meeting Jim Gloe, we think it takes a nuclear engineer.

Yes, that’s right; Jim’s a real nuclear engineer. And that’s his real name. But what’s important here is that he built a 1968 Camaro to basically reactor specs. Like 316-series stainless—it’s all over the car in the form of brackets and tabs. Ever seen welds in a car done to ASME XI specs? Well now you have.

The affair began in 1972 with another ’68 that he bought at the ripe ol’ age of 14. “It had an LS6,” he says. “Which, frankly, stands for Long Straight 6, which in my situation, was a 230ci straight-six.” But he traded that one for a Vega, which he at least built to Pro Street specs. But the first-gen Camaro that got away was always in the back of his mind.

“In the year 2000, my wife and I decided to build a ground-up 1968 Camaro,” Jim begins. And this time he swore to do it the way we always promise ourselves. As in, “This time, it shall be without the limits and financial constraints I endured as a young kid.” Only unlike most of us, he actually did it.

That Jim fabricated his own rotisserie then commenced a program of bagging and tagging everything that came off the car, documenting the disassembly with more than 600 photos, should set the stage for how this build went.

After he disassembled the car, he delivered the major components to Detroit Speed Inc. There, the car got all N.O.S. beltline sheetmetal. Then it underwent modifications dictated more by function than simply form. For example, a cowl-induction hood would’ve accommodated the tall-deck big-block but at the expense of a higher center of gravity. So the DSE crew sectioned the crossmember for pan clearance and relieved it for header and pulley space to mount the engine lower.

A trip to DSE is usually what defines a car’s nature. And make no mistake; this car’s all the better for it. But it was the work by Jim and Tony Goodrich from Tony’s Rod and Custom that really sets the car apart.

For example, the 316-series stainless mentioned before has most of the tensile strength of 4130 and the corrosion resistance of stainless. They’re properties that make the material abundant in the reactor world (and expensive everywhere).

And that’s only the tip of the iceberg. Reactors have redundancies, so Jim built it into various components. Like the car has a key switch in the event that the pushbutton starter fails. To hedge his bets, he even used gold-plated terminals. This kind of caution inspired him to do something kind of unheard of in the weight- (and style) conscious world of street machines: he carries a spare tire. The dude even created the fuel filler in the likeness of an ASME Class I flange, a design used in leak-sensitive assemblies. You know, like nuclear reactors.

Speaking of leaking, the headers won’t. Ever. Dissatisfied with production header gaskets, Jim contracted Percy’s High Performance to build six-layer gaskets from dead-soft aluminum. Of which, you and I can now buy at Summit Racing (PN PHP-66089, if you’re curious).

The engine is even one-offed for function sake. Jim runs a Ram Jet manifold, which fits only short-deck engines. He had Wilson Manifolds’ shop foreman Tony modify it to fit the engine and shorten it to fit under the hood. He also shaved the redundant bosses, webs, and center fuel rail.

Ever pragmatic, Jim participated in a kind of apprenticeship with his own car under the tutelage of Tony Goodrich at Tony’s Rod and Custom. They employed custom techniques to refine the car mechanically. For example, they cut and modified the sheetmetal to eliminate the body shims that the factory used for expediency. Rather than being a bolt-on, the rear spoiler is now an integral part of the trunk thanks to Tony. Though the lid is admittedly heavier than stock, Jim took it as an opportunity to fabricate stronger springs in the form of stainless gas struts that he had made in Germany. He kept the stock hood hinges, replacing the coils with similar struts that attach directly to the hood. The philosophy being that it’s the load path rather than the hinges themselves that cause panel-alignment issues.

And rather than spending a bunch of money to hide things like plumbing, Jim spent a bunch of money on Swagelok components. Components he encounters daily in reactors. Components that will never fail in the course of this car’s activities.

Naturally, he used top-shelf fasteners, even making a few from ARP components where production ones didn’t exist. Oh, and get this: where torque specs didn’t exist, he created them.

And it wasn’t just mechanical stuff that he went overboard on. For example, rather than invest a ton of time perfecting pot-metal faux hood vents, he worked with Dean Rodgers and Baumgartner Race Cars to design and whittle functional ones from billet aluminum.

Even the 572 emblems were designed with a custom typeface then cut from brass stock and hand-shaped before being chrome-plated.

This car is made special by things one just can’t buy. Like rather than send the car for upholstery, Jim and wife, Geralyn, invited Scott and Gary Long to stay at their house, erecting an impromptu sewing room in their living room and a workshop in their basement.

And it’s not just their work that makes the cockpit stand out. Jim used a Hurst shifter to fabricate his own shift housing. It’s actually a Powertrain Control Solutions Simple Shift that selects gears.

Is Jim Gloe’s Camaro overkill? Of course it is. But so are a lot of cars that we feature.

The subtle difference here is that this car’s overkill testifies to its creator’s interests and skills. This is a build that follows the design axiom: form follows function, where the look of something is dictated by its components. Also following high-design principles is the honesty; Jim didn’t hide anything. “We wanted the guts to show,” he observes. What makes it extra interesting is that Jim kept various components that most people replace with fancier ones (hood hinges, for one), investing the savings in places where they mattered more to him (the Swagelok stuff, for another).

The rest of us won’t build a car to reactor specs. Nay, we shouldn’t. Because that wouldn’t be true to us. And honestly, it’s probably not true to us to do things to a car just because other people do them.

But we can all take away something from Jim Gloe’s build. Primarily, that we should do things that reflect our own interests and skills. Because it really doesn’t take a nuclear engineer to build a car that stands out; it just takes someone who’s willing to put a little bit of themselves into whatever they do.

Tech Check

 Owner: Jim and Geralyn Gloe, Fulton, Missouri

Vehicle: 1968 Camaro

Engine

Type: Chevrolet Performance big-block

Displacement: 572 ci

Compression Ratio: 9.6:1

Bore: 4.560 inches

Stroke: 4.375 inches

Cylinder Heads: Edelbrock rectangular port

Camshaft: Lunati grind RRB1-234-244 (0.575-inch lift, 234/244-deg. duration at 0.050-inch)

Induction: Ram Jet 502 modified by Wilson Manifolds, Arizona Speed & Marine throttle body, FAST XFI ECU, 60-lb/hr high-Z EV1 injectors in full-sequential mode with 10-degree opening retard

Ignition: FAST dual-sync distributor, MSD 6A digital ignition

Exhaust: Custom-built 2-inch primary headers with 3.5-inch collectors with stainless 0.065-wall 3-inch pipes and Borla mufflers

Output: 638 hp

Drivetrain

Transmission: 4L80E built by Gordon Stoney, supervising engineer of Hydramatic Division

Rear Axle: GM 14-bolt with Torino-style axle ends, Truetrac limited-slip, 3.55:1 gears, Moser 33-spline axleshafts

Chassis

Steering: DSE 600-series Saginaw

Front Suspension: DSE with stock drum spindles and Addco 1 1/8-inch antiroll bar custom bent to clear Milodon oil pan

Rear Suspension: DSE QUADRALink

Brakes: Baer/Alcon drilled/slotted 13.5-inch rotors with six-piston, staggered-bore monoblock calipers, front; Baer SS4+ 13-inch drilled/slotted rotors with polished hats, four-piston calipers, rear

Wheels & Tires

Wheels: Budnik Tiller 5 (custom cut for caliper clearance) 17×8 (4.875-inch backspace) front, 18×12.5 (7.25-inch backspace) rear

Tires: BFGoodrich G-Force Rival S, 245/40 front, 335/30 rear

Interior

Upholstery: Luxor II Ultraleather

Seats: Fourth-gen Camaro, custom trimmed

Door panels: Fesler, modified with speaker bosses

Steering Wheel: Budnik

Instrumentation: AutoMeter Pro-Comp Ultra-Lite II with warning lights

Shifter: Custom-fabricated assembly by owner, Powertrain Control

Audio: Alpine head unit with JL signal processors and amplifiers, Focal Slimline front speakers and 165KF rears. Installed by owner, tuned by Eric “The Entertainer” Pyle (Jefferson City, MO)

Built By: Scott and Gary Long, SEANAE Interiors (Grovespring, MO)

Exterior

Body Prep & Paint: Tony Goodrich, Tony’s Rod & Custom

Modifications: Rockers extended 2 inches with ground effects added to backs of rear fenders and leading edges of fronts

Hood: Stock SS with billet aluminum vents designed by Dean Rodgers, machined by Baumgartner Race Cars. Milled for vent function

The post Totally Custom, Top-Notch Pro Touring 1968 Camaro appeared first on Hot Rod Network.

from Hot Rod Network http://www.hotrod.com/articles/totally-custom-top-notch-pro-touring-1968-camaro/ via IFTTT

[storiesforpatreon]

#001 — Stories I Will Not Ever Or Have Not Yet Published Publicly (A.K.A. “Secret Stories” #001)

Wednesday, June 7th, 2017

Metro-Detroit, Michigan

Accompanying video link:

https://www.youtube.com/watch?v=EpIPIjh_BEQ&feature=youtu.be

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This post illustrates how lengthy I can be if I do not check myself. This post is why I try to keep videos short. I go on for too long. I suppose this exists for posterity’s sake. It fills in the details better for the things discussed today. I will absolutely never be as organized as John Wesley, but I certainly am nearly as talkative as the man was. Hahaha.

—————————— 

0.   BLUR

I messed up. I forgot to set the focus on my face after I set it on the camera straps. Yeesh. A lesson for next time. And, I will remind you—that was my fifth try at the video! Hahaha.

1.  MARCY AND TYLER

A couple weeks back, my assistant and I met this wonderful couple in Detroit. One was from my neck of the woods (30 miles north of downtown Detroit at 15 Mile Road and Harper Avenue in Clinton Township); one was from Grand Rapids (2-3 hours away from the city). They are two young aspiring actors. We had so many laughs. I took them to Greektown and Hart Plaza and up Washington Blvd and Woodward Blvd. I took them to the Fox Theatre and the David Klein Gallery and past a few other noteworthy places. It was glorious. One day I will get along to culling the hundreds of photos that my assistant and I took of them.

 2. DOMINIC

As my assistant kept getting lost in Detroit, I happened upon a truly unexpected photography opportunity. I had to holler at her to come over. Haha. She was walking about the median of the street. Dominic wanted to me to photograph his friend and himself coming out of the limo and going into the restaurant. He said he was going to pay me extra at the end of the little shoot. It was 10:20 pm, so I thought I would be done by 12:20 am. I made sure to keep a regular watch on the time. He asked what my rate was, and I told him that we could talk about that later (I have never had a “rate”). It was clear that he hardly knew the girl that came over. He was using my assistant and I to make him look “important.” He said we were his paparazzi. Hahaha. His buddy backed up his claim. What Dominic had claimed was a possible marriage proposal to a serious girlfriend was likely actually a first or maybe second date with a girl. A second girl arrived, and she was not comfortable with the cameras, so Dominic said he was happy with our work thusfar. We left. I had $200 in cash, and my assistant had $15 in cash. This was fair, since she had no clue what she was doing the whole time. She kept pulling me aside and telling me her photos were blurry or too bright or too dark, so I would trade her cameras. When I would then use the camera she had, I was able to get good photos. I still am dumbfounded as to how she was having such a hard time photographing. We traded cameras many times. When I got back home, I looked at the shots before I went to bed. She had a few good ones but a lot of bad ones. It is a learning experience for her, and she got $15 for an hour’s work. That is the same rate that makes up the independent living wage here in Michigan. That is good money. That is the rate that the photographer that I want to work with offered to start me at. That was not good enough for my assistant. She shook me down for more money. I have never taken a cab or uber before, so I gave her the $20 that the restaurant folks gave me. I was infuriated. For context, this girl has no need for money ever. In midtown, at Wayne State University, there is a law building named after her grandfather. Her family has a membership to the Detroit Athletic Club (the most expensive place to have a wedding in the state). She has 18th century furniture from England (that she is trying to get rid of) and ~2000 year old Chinese tapestries and Japanese samurai swords at her house. She has a $40K emerald ring from the 1920’s. She has no need for cash. She was just being very petty. She likes that I am doing something meaningful, so she comes along. I work light. I never eat in the city unless she wants to pay (I would rather work than spend cash on food). I don’t live frivolously. She has never paid me, and I have never paid her—until today. She got that cash from me, and I felt used. I suppose it hurts the most when you are betrayed by someone you count on and hope to trust in.

 3. D600 SENSOR

The Nikon D600 has a physical issue involving its shutter mechanism. Nikon used to make all their gear in Japan, where they are based; now they make most of their gear in China, and that has resulted in poorer build quality. That is one reason why I love my cheap, old, manual focus Nikon lenses. They were all HAND MADE!! That is amazing! That also makes them simpler to repair. If something can be assembled by hand, it must also be easier to disassemble and reassemble it by hand too (compared to something produced by a specialized machine). The shutter on the D600 sloughs off plastic bits from the shutter and also spits oil droplets onto the camera’s image sensor. That is akin to a camera doing that to the film inside of the camera body. The thing that makes this worse than if it was a film body is that you are stuck with the same sensor, so that means you have to be careful to keep it clean. I took my two cameras in to be cleaned it was $25 per camera, and the guy, Joel, did both for $40. On top of that, he gave me two camera straps for free! I knew I wanted to buy a vintage strap for the D600. I just think they are classier. Plus, they are WAY cheaper than a $50 boring, modern strap! I remembered they had a good selection of old, used straps from before. Well, they only had three left this time. I bought the last one for $5. I knew when I did that he might have given that to me for free too, but it was not right after he had saved me $20 between the cleanings and the straps. I think he admired my passion for photography. We had a glorious conversation about photography. I had him check out my D200, and he cleaned it for free! Hahaha. This was in part because he sold the D200 to me, and the camera had a speck underneath the sensor (a $100+ fix at a different store), which was impossible to clean without a very expensive procedure. This speck was likely there before I bought the camera. I did not notice it until he pointed it out to me. Perhaps that was why he was so nice. Haha. I brought in some of my old lenses and asked him questions about them. I joked that he was around and a working photographer when these lenses were produced, so he should know more than me about them. Hahaha. I have this macro lens I got for $10 (usually around $100 used) that would not stop down (let the aperture get narrower). I thought it was missing the aperture. He said that the lens likely had oil that leaked on the aperture that made it recede into the lens. All I would have to do is take apart the lens and wipe off the oil spot, and it would work like it was brand new. That is amazing! I guess the new, plastic lenses are not as fixable as the old metal ones. I mentioned that cars used to be able to be repaired at any gas station (or at least I heard). He said that his present car’s headlights cost $200 to replace, since the engineers designed the bulbs to only be accessible by getting to them beneath the engine! Hahaha. It really was a wonderful talk.  

 4. STRAP FOR ASSISTANT

I sewed cotton batting, fleece, nylon trim and elastic together (along with a 9” zipper) to make the ultimate comfortable strap for my assistant to use with the “new” (used) 2012 Nikon D600 camera. That took nine hours. I got another strap from a camera store for $3 (again, the only vintage strap they had on hand), and I have poured 12-20 hours (so far!) into that $3 strap to hopefully try to improve upon the original modification to the other strap. Maybe if I can do this to a few straps, I will make a video for it. I just sit and sew as I listen to Al Mohler’s “The Briefing” or “The World and Everything In It” (my two favorite weekday news podcasts) or a B&H Photo lecture on some photographic topic.

 5. RODE MICROPHONE

This microphone is invaluable for video making. It is the standard microphone used on the streets by YouTubers just as the microphone I used in this video is the standard one used at home by many YouTubers.

 6. LACUNA IN VIDEOS MADE

Lacuna

[luh-kyoo-nuh]

noun, plural lacunae [luh-kyoo-nee], lacunas.

1. a gap or missing part, as in a manuscript, series, or logical argument; hiatus.

2. Anatomy. one of the numerous minute cavities in the substance of bone, supposed to contain nucleate cells.

3. Botany. an air space in the cellular tissue of plants.

Origin of lacuna — Latin  —  1655-1665  —  1655-65; Latin lacūna ditch, pit, hole, gap, deficiency, akin to lacus vat, lake1. Cf. lagoon

 7. CAMPING JAKE DAD AND STRAP

My best friend’s step mom and actual dad both died of cancer in 2016. This camping trip was a chance to spread his dad’s ashes. The last time he went on a vacation was the last time he and I camped there. It was a very good week to decompress. I sewed the whole time. I knew I would have trouble reading a book during the down time there. Jake rented an RV for the week. Haha. His brother was sick and stayed in the whole week watching The Three Stooges and Abbott and Costello movies (we are a classy bunch). His girlfriend (who I forgot to mention was there) stayed in and texted much of the time. His mother and sister only showed up for a day and then went home. That left him and I to sit by the fire and talk and talk as I sewed. We biked and hit up the beach that was immediately beyond our site. Haha. It was only maybe $150 for five days and four nights for the six of us (though not all of us stayed the whole time). That is a deal for being right on the beach! The RV was a different story. He paid for that himself. I thought I was going to sleep in a tent, but the RV had room for me, and he insisted I stay there. Haha. What a glamorous way to camp. Jake, his brother, and I remember the other side of camping. I guess one time, there was this horrible storm, and our tent was leaking from above and flooding from beneath. I slept through the nearly whole thing. Jake and Justin were frantically trying to patch up the top of the tent with a tarp. Haha. finally, I awoke and was very confused as to what was going on! Hahaha. Jake, Justin (his little brother), and I have a legion of stories like this. Haha. Needless to say, this was a huge upgrade. I would have been more than happy, though, to sleep in a tent. I got to know the people at the general store at the camp site (it was right next to our spot). The lady, Kris, there told me that we had the worst spot in the park, since is was the first one to flood whenever there was a good rain. I told her that I knew it flooded, but I did not know it was so particularly bad in that way! Haha. Jake and Justin got a good laugh from that. Hahaha.

 8. WALK AND TALK ARE FUN BUT LONG

Well, I forgot to mention this in the video. I am having trouble getting the Walk and Talk videos to be edited, since there is just so much footage to comb through. My solution is to set a time limit when I am in the city to use for shooting the video. This will combine the sublime structure of a lesson with the equally exquisite openness of the walk-along video. I just have so much fun making the walk-along videos, and I think that happiness and energy help make those installments more compelling than the more formal lesson videos. I really need to find a way to marry the two. To do a candid walk around that contains a lesson on a topic. For some reason, I am too dumb (for now) to figure out how that would work.

 9. EMAILED PHOTOGRAPHER - ONE AT A TIME

Parmenides (the founder of western philosophy, who said “whatever is is.”). I say “Parmenides” to say “it is what it is.” Haha. I emailed the guy. That is what it is. Haha. There is little more to explain here. I hope he hires me.

10. HOW DO I HAVE A BETTER WITNESS IN DETROIT

This is an ongoing desire. I need to find my angle. I am cut to the quick. It is said that George Whitfield could not go more than half of an hour without telling someone of the Grace and of Christ on sinners. He just was a bloodstained believer with a holy fire in his belly. I need to get my way of being as the greatest evangelist of the past 2000 years was. Even D. Martin Lloyd Jones said he would give up anything to have even just a week of George Whitfield’s life. The man was that effective and great.

[itsworn]

Coolest Dad Ever Builds 10-Second Coronet For Son’s Prom!

Gregg and Grant Somerville have taken a nice 1968 Coronet and transformed it into a beautiful beast.

The state of Florida is filled with lots of sun, lots of beautiful weather, and loads of cool cars. In that respect it can be kind of tough to stand out from the crowd, right? After all, when any of us builds a project we want to do it in a way that sets us apart from the crowd. Whether we outwardly say it or not, we want our stuff be the recognized because it is so clean, because it is so mean, or because it is just different than anything else, right? There are enough belly button cars out there that falling into line is easy. Thankfully, Gregg and Grant Somerville completely understand this train of thought and that’s how they came to create the awesome 1968 Coronet you see before you. No, this was not a father-and-son project that was planned from birth, but one that was a long time coming and has borne more fruit than either Gregg (dad) or Grant (son) could have likely ever imagined.

Getting the stance right on a car like this is really important and with the use of a full Hotchkis front end and the right leaf springs out back, the perfect look has been achieved. This Coronet looks ready to plant the radials and leap off the starting line at any moment.

Stories like this always have deep roots and in this case those roots sprouted with Gregg Somerville when he was a kid. “I was that kid that could identify the various muscle cars by the way they sounded,” Gregg said with a laugh. “I grew up around guys who loved drag racing and muscle cars and it rubbed off on me. I drag raced a Chevelle all the way through college and still spend time at the track today.” While he enjoyed his Chevelle, there was another guy that had a larger impact on him. “There was a guy around when I was a kid who had a Super Bee and just the sound of that car would make my arm hair stand up,” Gregg explained. “To this day there was something about that Mopar sound that connected with me.”

The Coppertone paint on the car came from a 1968 Triumph motorcycle, believe it or not. That color was beefed up with a healthy dose of pearl to really make it pop. Additionally, the cool airbrushing work on the car is a subtle but fantastic addition to the whole package.

For reasons genetic or otherwise, Gregg’s son Grant has loved old cars since he was old enough to peer out a window and see them. “It is pretty amazing to say but he has always had this knack for old cars,” Gregg said. “He’d be four or five years old and telling me to look at cars passing by or on the side of the road. When I had saved some money and he was old enough, this was something that we had talked about going after together and doing. Getting our hands on a car that we could do our way. That’s how this all got started.”

Here’s the belly of the beast and the engine that makes this Coronet so fun. The 526ci Indy Cylinder Head-built “Legend 526” took a factory 440 car that was fun and turned it into an amusement park on four wheels.

We’re taking nothing away from the great engine builders out there making horsepower every day but it is hard to argue the logic that Gregg followed when calling Indy and ordering a well sorted, reliable, turnkey 655hp package.

The real start of this father/son love affair with a 1968 Coronet started at the world famous Daytona Turkey Rod Run which is held at Daytona International Speedway. Among those thousands of cars are hundreds and hundreds for sale in a massive car corral. Back when Grant was 14 years old he and Gregg attended the event with cash in hand, looking for the right car for them. They walked into the facility and the first car they saw was a 1968 Coronet, and while they liked it they decided to keep on shopping. “We were leaving for the afternoon kind of disappointed that we did not find anything when we ran into the guy selling the Coronet again,” Gregg said. “The guy talked us into taking it for a ride and as we were cruising around I looked at Grant and we both kind of realized at the same moment that this was the car, so we bought it.”

Yes, the car was a runner and a driver but it was a far cry from the beastly thing you see sitting on the pages before you. “The car was an original 383 car and it had a kind of tired 440 in it when we bought it,” Gregg said. “The paint was OK but there were signs that we’d need to get into some body work, and generally speaking the car just needed help. It was a perfect project car because the whole thing was there and it was a ripe candidate to be improved upon.”

One area that did not get modified by Somerville was the interior. Outside of a couple additional gauges to keep track of the engine’s health, the guts of this Coronet are just as Dodge intended them to be in 1968.

The body was taken down to bare metal, the interior gutted, and the full scope of what needed to be done was seen. “There were rust issues in a few areas of the car and it was pretty wild to see how much steel was cut out of the car and replaced,” Gregg remembered. “B&B Autobody was a great partner in this project. They really did the job the right way and took a lot of pride in it as well. I have heard a lot of rough stories involving body shops, but these guys were pros from the start to the finish.”

You may be wondering about the color of the car. It is not a Mopar color. Instead it is a Triumph Motorcycle color called Coppertone that was tweaked with a significant amount of pearl in the mix. “Because of all the pearl in the paint, it legitimately changes colors depending on the light,” Gregg said with pride. “It is a pretty unique color and helps the car stand out from the crowd.” The large, square B-Body styling of the machine is also something that keeps it from blending in with some of the more curvaceous designs of the later 1960s.

If you are going to make 655 hp at the flywheel you better have the right stuff backing it up. This Strange built Ultimate 60 has 3.55 gears and a locker in it to get all of that power to the ground. Note how clean the underside of this car is!

As beautiful as the body of the car is and as unique as the paint is, if this car did not have the muscles to back up either of those two things it would all be for naught. By this point you understand that Gregg and Grant wanted to do this car once, and do this car right. By that logic there was only one possible engine to power it: an Elephant. That being said, there are tons of options to choose from these days. Build one from scratch? Go with a crate engine? A stock displacement mill? A stroker? Working with John Howard at 21st Century Automotive on the mechanical end of the car, Gregg nearly had Howard screw him together an engine but after doing a bunch of research he found another option. “I really wanted a powerful Hemi in this car because after all, when I was a kid I could not afford this stuff and when you are building a dream car, you want to go all out,” Gregg said with a laugh. “I found Indy Cylinder Head and had a few long conversations with Russ Flagle and ended up with one of their Legend 526 Hemi crate engines.” Indy has been around a long time and Gregg had a story he wanted to share about the company and their customer service. “I had the engine in the car for about a year, there was a mechanical problem and Russ took care of us like we were family,” Gregg said. “I shipped him the engine back, he took it apart, inspected everything, and kept his word on the repairs. I have had the engine back in the car ever since and it has run like a top. The thing is a total animal and I’m very happy I went in the direction I did with the powerplant.”

With 650-plus horsepower on tap and nearly 630 lb-ft of torque, you are probably wondering what the car runs in the quarter mile with its built 727 Torqueflite transmission. The answer is that the car runs in the high 10-second bracket, having reeled off a bunch of 10.90 passes at Bradenton Motorsports Park in its life. The car is a cruiser and boulevard bruiser more than a drag strip warrior, hence the fact that it does not have a roll bar in it. As we all know, they look cool but can get annoying on the street. This car has made its hero passes and it’ll stick to space shuttle launch burnouts for the foreseeable future.

One of the most visible and cool parts of any car is the stance or the rake. How a machine sits at rest tends to tell a story about how it performs while under power, right? “We went with a full Hotchkis Sport Suspension front system on this car,” Gregg said. “It drives really well and with the disc brake conversion it stops lots better than stock. The Strange-built Ultimate 60 in the back is very strong and has handled everything we have thrown at it. We run 3.55 gears in there and it keeps the car comfortable around town and on the highway.” The John Howard-built 727 transmission uses a 10-inch 3,000rpm stall converter which helps get the big Coronet up and at ’em quickly whether on the strip or the street.

The coolest part of this car isn’t the Hemi, it isn’t the paint, and it isn’t the fact that it can burn the tires for a city block or run 10s. The coolest thing is the multi-generational connection it has forged between Gregg and Grant. “This is a car he will have for the rest of his life,” Gregg said. “I let him drive it to his prom and he did not wreck it, so he passed that test recently.” That little kid who loved looking at old cars is going to be attending school in the fall to become a mechanical engineer at the University of Central Florida. The little guy who grew up listening to muscle cars and identifying them as they rolled by has officially passed the bug onto his son and he’s done so in a way that will keep that young man occupied and enthralled for the rest of his days. “This car has really bought us a lot of good time and it has been an amazing process,” Gregg said. “Whether we’re in the shop tinkering around, whether we’re going to shows together, or cruising the car, it’s something that we do together and I really cherish every minute.”

So you can take your pick on this one. Do you love the large and lovely looks of a 1968 Coronet? Do you like the killer custom color that pops in the sun? Do you like a 655hp stroker Hemi that thunders through exhaust cutouts? Perhaps you love the fact that this is a story about a dad and his son. A story that lots of car guys have been on one end or the other of. Or maybe like us you love all of the above!

Whether it’s hanging out on the white sands of a Florida beach or laying down 10-second laps on the black surface of a drag strip, Gregg Somerville’s 1968 Coronet punches all the right buttons for us. 655 hp, street driven, and a father/son project to boot!

FAST FACTS

1968 Dodge Coronet R/T Gregg & Grant Somerville; Bradenton, Florida

ENGINE

Type: Indy 526ci “Legend 526” hemi Bore x stroke: 4.31(bore) x 4.50(stroke), 526ci Block: Mopar Performance Siamesed iron block Rotating assembly: Eagle 4340 crank, Eagle H-beam rods, Diamond pistons Cylinder heads: Indy 426-SR aluminum heads Camshaft: Comp 305H Magnum camshaft, .560-/.543-inch lift, 305 degrees duration Valvetrain: stainless valves, Indy 426-27 rockers, Comp 0.80-inch wall pushrods, Milodon timing set Induction: Indy single-plane intake manifold, Holley 850cfm carb Fuel system: mechanical factory-style fuel pump Exhaust: TTI Headers, full dual exhaust with Magnaflow mufflers and Doug’s electronic exhaust cutouts Ignition: MSD 6AL box, MSD Blaster ignition coil, MSD billet distributor Oiling system: Milodon oil pan, wet-sump factory-style oiling system Cooling: Be Cool aluminum radiator, aluminum mechanical water pump Fuel: gasoline Output: 655 hp & 627 lb-ft as dyno tested Engine built by: Indy Cylinder Head Best e.t.: 10.90 in the quarter mile

DRIVETRAIN

Transmission: Chrysler 727 Torqueflite automatic, 3,000-stall Turbo Action converter by 21st century Automotive, trans equipped with Jeg’s transmission cooler Driveshaft: custom steel driveshaft Rearend: Strange Engineering Dana 60 equipped with Strange locking differential and 3.55 gears

CHASSIS

Front suspension: Hotchkis front spindles and sway bar, Hotchkis torsion bars, Hotchkis spring and shock package as well Rear suspension: stock-style shocks with leaf springs Steering: Steer and Gear rebuilt steering box Brakes: front brake Jeg’s disc conversation, rear brakes drum style Chassis: Hemi K-member swap, frame connectors added, torsion boxes added, Race-style pinion snubber added

PAINT & INTERIOR

Color: 1968 Triumph motorcycle company Coppertone with heavy pearl added, custom air brushing added Painter: B&B Autobody (Sarasota, Fla), Airbrushing by “Dr. J” Interior: Factory-style interior with addition of Auto Meter gauges to monitor engine

WHEELS & TIRES

Wheels: 15-inch American Racing Torq Thrust wheels (narrow in the front, wide in the rear) Tires: Mickey Thompson Sportsman S/R front tires, 295/55R15 Mickey Thompson drag radials in rear

Special thanks: Gregg wants to thank everyone that contributed to the project, especially John Howard at 21st Century Automotive, Indy Cylinder Heads, B&B Autobody, his son Grant, and Dr. J who nailed the paint look he was shooting for.

The post Coolest Dad Ever Builds 10-Second Coronet For Son’s Prom! appeared first on Hot Rod Network.

from Hot Rod Network http://www.hotrod.com/articles/coolest-dad-ever-builds-10-second-coronet-sons-prom/ via IFTTT

[itsworn]

Barn Find 1932 Ford Roadster Becomes a 1940s Hot Rod with Perfect Patina

Dreamer. Ever since it appeared as a bimonthly magazine in 2008, HOT ROD Deluxe has strived to keep the past alive. Barn finds understandably play an essential role in this scheme due to their historical importance, but the pool of dusty 1930s relics being stashed away continues to thin as time passes. Meaning: Good luck finding one. Dave York was one of those dreamers who resigned himself to the idea of never being able to come across such a find. However, the instincts of the Surrey, British Columbia, resident proved wrong, as his inspiring story will confirm.

Before digging further into our tale, let’s introduce a second Canadian largely responsible for its outcome: Cam Grant. Regular HOT ROD readers might remember his name, thanks to an extensive article devoted to him in the June 2012 issue. He incidentally launched a line of hot rod windshields in the style of the DuVall model, though he eventually sold all the patterns to his good friend Dave York. Cam has been a longtime hot rodder, having amassed an impressive assortment of vehicles and parts over the years, including a pair of ’32 Ford roadster bodies.

Their story goes something like this: According to legend, a Deuce had been sitting in a barn loft a few hundred miles outside of Vancouver, BC. “I was skeptical that it would be a ’32, let alone a roadster,” Dave says. “I was in Cam’s garage one night in 2010, and he told me two of his friends had taken a truck and trailer to search for the car. We joked, commenting that it might turn out to be a Chevy coach or something like that.” A week later, Dave returned to his buddy’s house for another bench-racing session. Cam showed him a picture on his computer of a Deuce roadster, in what looked like the inside of an old barn. Yep, the legend proved to be true. “Look closer,” Cam indicated; and as Dave zoomed in, he could discern a second ’32 roadster behind it. He was speechless. One of the two gentlemen who had found the Deuces truly scored, paying 1970s prices for the pair, which had been stored in the barn for three decades. However, they were not what he wanted, so he called Cam, who didn’t think twice about it and purchased them on the spot.

Along with many others, Dave informed Cam that if one of these shells came up for sale, he would be the man. Mister Grant decided to resuscitate the white body first and hung the blue one in his rafters. A couple of years passed, and Dave received a phone call with a familiar voice at the other end simply asking: “Do you want the blue roadster?” As soon as he hung up, he was on his way to Cam’s place with a car trailer in tow. Sure, reviving the old Ford tin might translate into challenges, from a bent dash to smashed door tops. “But I had a vision in my head, so these issues didn’t really matter. It was pure cool.”

Having a deep appreciation for historical hot rods, Dave insisted on preserving as much of the patina as possible, gingerly fixing one issue at a time. He started by cutting off the upper part of the inner doorskins, thus gaining access to the door tops, which needed to be hammered and dollied into shape. He never intended to metal-finish them. Then the cut-out areas were simply welded back in before tackling the next major job: the “twist” of the body, handled thanks to a Porto-Power ram, heat, hammers, and a dolly. You’ll be surprised how well the doors open and close now. Dave additionally managed to locate hood sides and tops with matching patina, along with a grille shell, altered eons ago by removing/filling the bezel and radiator cap.

Extracted from a ’39 Ford, the flathead V8 was originally from a ’41 Mercury, the perfect foundation for a ’40s-style hopped-up motor. It looks great, too. You can’t miss the Navarro heads and dual Stromberg carbs; however, the block hides a number of other popular hi-po goodies from the same era: Iskenderian 400 Jr. cam, Johnson adjustable lifters, together with Lincoln Zephyr springs and stainless valves. The burned air/fuel mixture travels through Red’s headers and 1-3/4-inch exhaust lines sans muffler. Since our photo session, Dave has also replaced the Mallory dual-point distributor with an H&C magneto fully rebuilt by Tom Cirello. Power makes its way to the rear wheels via a ’39 Ford gearbox; opening its top divulged a set of desirable (and stronger) Lincoln Zephyr gears, a rather unexpected but welcomed surprise.

The puzzle began to take shape, yet still missed a few components, such as the complete roadster top. “One of my friends, Keith Warren, fortunately had the irons and original wood that he had squirreled away since 1963,” Dave recalls enthusiastically. After chopping the stanchions and windshield frame by 4 inches, he went to work to cut the irons accordingly, achieving an esthetically pleasant chopped top. “Many thanks to my father, John, who handled the woodwork. The ends of the rear bow had to be extensively modified in particular so that the top wasn’t so wide in that area.”

One of the most difficult challenges was yet to come: What material could he use to cover the reworked top mechanism? New and fresh-looking canvas was obviously out of the question, but another friend, Paul Reichlin, had the perfect solution. The owner of Cedardale Upholstery in Mt. Vernon, Washington, Paul has a ton of experience with traditional hot rods, in addition to Pebble Beach Concours d’Elegance winners. He had saved a complete but aging soft top from an older restoration, based on a phaeton almost a century old. Worn out and stained, the material was ideal for what York had in mind. It matches to perfection the old leather that covers the bench seat, as well as the original wood floorboards.

With Frank Burns handling the wiring and a few other friends helping along the way, Dave managed to build a ’32 Deluxe roadster that truly catches the spirit of the 1940s. He and the car have entered a number of events in recent times, including Southern California’s 2014 Grand National Roadster Show (a 2,600-mile round trip from Vancouver), where he parked within the renowned Suede Palace. A proud addition to the Torchmen Rod & Kustom Club out of Langley, BC, the derelict Ford still continues evolving, though, with the latest addition being a genuine Halibrand Culver City quick-change.

They say a hot rod is never finished, a gearhead’s motto already in 1946, and still applicable in 2017, as Dave York will confirm.

From the outset, Dave York’s plan for his barn-find roadster was to preserve the car’s patina, although the body still required a bit of TLC due to the body and dash being damaged. Dave did not use a speck of body filler during the restoration process.

These three pictures tell the tale of this fantastic find. The first photo divulges the vehicle, still a roller, during the 1970s. Next, you can see its shell in the company of a second ’32. “That white roadster had been channeled a long time ago,” Dave explains, “but the floor and subrails were gone. On the other hand, my blue roadster had great rails and floor, yet the areas along the cowl and a quarter-panel hadn’t fared well. When stored, the car had been rolled over on its top side with a bulldozer or some piece of equipment. Both door tops sustained damage, and the body was twisted. After years of collecting trapped water, the cowl and quarter-panel became pin-holed in a few areas.” The third photo shows the body and frame being moved out of the barn.

How cool is this chopped top? The material was salvaged from a late-teens phaeton, once in the hands of the Harrah’s Collection. It had sustained water damage while in storage. “That stained fabric was a little weak and tore easily, so I had it double-laminated with modern Stay Fast canvas,” Dave says.

The engine and three-speed gearbox came from a ’39 Ford cabriolet, as its owner wanted to swap it for a more up-to-date V8. Dave thought he had purchased a stock 221ci engine, but after removing the stock iron heads, he soon discovered it was originally from a ’41 Mercury and thereby displaced 239 ci.

As you would expect, the motor has that “1940s hot rod appearance,” thanks to a pair of Navarro heads (bought by one of Dave’s friends from Barney Navarro before he passed away in 2007) and dual vintage Stromberg 97s with SP tops, bolted to an equally old Edelbrock Slingshot 2×2 manifold.

Much in the spirit of 1940s hot rods, Dave’s roadster relies on a stock, non-dropped axle. However, the use of ’40 Ford juice brakes in lieu of cable-activated drums was a fairly common practice. The car also retains its factory lever shocks, front and aft. Notice the nice overall finish of the chassis and components, painted satin black.

“My father John located an old brown love seat at a secondhand store,” Dave remembers. “I stripped it of its patina’d leather hide, and Bob Campbell whipped up a great pleated seat for me.” Bomber-style belts have been a hot rodder favorite since the early days of the hobby.

A ’37 Lincoln Zephyr supplied the steering wheel, while the column support came from another Lincoln, of ’32 vintage. For ease of mind, a couple of old Sun gauges (oil temp and fuel level) were discretely positioned under the dash. We dig the Yankee accessory turn signal switch as well.

Dave elected to reuse the factory 90-mph ’32 speedo, while two additional Eelco instruments keep him informed of the oil pressure and battery charge. The original bronze SCTA badge to the right of the cluster came from friend Pat Swanson.

A bunch of hot rods built back in the ’40s ran their headlights fairly high, and this one is no exception. To achieve the feat, Dave modified/straightened two ’32 Ford fender braces, which now serve as individual stands for the Corcoran Brown headlights.

Period-correct Ford ’39 taillights look perfect on each side of the stock gas tank. Check out the rebuilt Houdaille lever shock, above the springs.

The roadster rolls on a set of 16×4 ’35 Ford rims, though you can’t see the wires anymore, ad they are being hidden behind a set of desirable Lyons wheel covers. Moderate rake relies on Firestone rubber measuring 6.00-16 and 7.50-16.

Here is a bonus picture recently snapped by Dave, showing the roadster now equipped with side curtains, a neat addition.

Tribute

A keeper of the “traditionalist” flame in British Columbia, Dave has also been known for his fantastic ’49 Ford cleverly built as a tribute to the mid-1950s custom cars. Its story begins 15 years ago when he purchased the shell of a Tudor sedan, primered and already chopped 3 inches by the previous owner. While managing to get his ride on the road fairly quickly, he was never satisfied with the top chop; so in 2009, he decided to completely revamp the vehicle. The roof lost another 3-inch slice, and the body received several alterations, such as moving the headlights forward 4 inches and installing ’51 Olds 98 taillights. The green color came from the 2007 Jeep paint chart. Under that hood lurks a more-than-able 327ci Chevy engine.

After Dave worked until 3 in the morning with friends, his maiden voyage behind the wheel was to Santa Maria’s 2010 Cruisin’ Nationals. It captured the imagination of many enthusiasts, so much so that the duo was invited to the 2011 Grand National Roadster Show. That year, the event offered a special exhibit called “Customs: Then and Now,” featuring no less than 75 “members of the custom car royalty,” with the oldest models built in the 1940s. Being a part of that exhibit certainly was a highlight in Dave’s years of involvement in the hot rod and custom scene, accompanied by his wonderful better half, Belinda.

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