#ball spline distributor

[seimitsu-factory-automation]

THK Ball Splines: Precision in Motion

THK ball splines transform rotary motion into linear motion, offering high precision, low friction, and a compact design for applications like robotics and aerospace. Their versatility makes them ideal for various fields, including CNC machinery and medical devices.

[seimitsu]

SEIMITSU Factory Automation Pvt Ltd. An Authorized distributor of THK (Japan) deals in its various products such as LM Guide, LM Actuator, Ball spline, Ball Screw, LM bush, Cross Roller Ring, Cam Follower, Roller Follower, Link ball etc. across India through its various Authorized distributors and partners. THK is a Worldwide leader in the development of LM Guide Mechanism. SEIMITSU with the help of THK delivers quality Linear Motion Products across various parts of India.

THK OMNIEDGE SYSTEM :-

THK Omni edge System is THK ready to use IOT system which visualizes the status of Your Components. This System uses an algorithm and reference data to know the status of the components  and detects a part failure before it occurs. With the Help of THK Omniedge IOT sensing system you can collect and analyze the data of your components and receive emails about abnormal part conditions. You can get a detailed Knowledge of TKH IOT system in this video.

For More Information, Visit :-

Video Link - https://youtu.be/y3PlP7wagDE

Website - https://www.seimitsu.in/THK-Linear-Motion-LM-Guide.html

Mail Id – sales@seimitsu.in

Contact No. – 020-46212700/9028121211

[itsworn]

A FAST 1970 Dodge Challenger That Is Really Fast

In 1966, the SCCA Trans-American Sedan Championship for Manufacturers Series (later known as the Trans-Am Series) was established, and the expectation of the sanctioning body was the auto manufacturers would race vehicles that were constructed on their respective assembly lines. Quickly, this belief was upended as the manufacturers began constructing “off assembly line” vehicles, which were made specifically for the Trans-Am Series. The reason the vehicles were special assemblies, rather than production vehicles, was to gain an advantage and increase the odds of beating the other vehicle manufacturers, with the hopes of seeing a sales bump on the bottom line due to the racing success. This was the “win on Sunday, sell on Monday” theory that truly worked in the 1960s and 1970s.

As a result of the manufacturers’ actions, the Trans-Am Series introduced regulations to try to level the playing ground and keep the escalating costs under control. One of the regulations required the manufacturers to build and sell a specific number of vehicles to the public. These street vehicles were required to be comparable to the Trans-Am race versions to satisfy the requirements. By 1970, Chrysler management decided to challenge the Ford Mustangs and Chevrolet Camaros that had dominated the 5.0L class for years. A directive was announced to put forth a concerted effort to win the 5.0L class championship with the newest offerings from Dodge as well as Plymouth.

On February 20, 1970, Dodge released a bulletin to their dealership network, introducing the A53 T/A package for the Challenger. While the 5.0L Trans-Am Series required an engine no larger than 305 cid, the street T/A had a 340-cid engine fed by three Holley 2bbl carburetors atop an Edelbrock intake manifold. The 340 had a pair of modified small-block cylinder heads and a valvetrain that was altered to match the cylinder heads. The drivetrain consisted of a TorqueFlite automatic transmission or an A-833 New Process four-speed manual transmission connected to a 3.55:1 geared 8 ¾-inch rearend. The T/A was equipped with front disc brakes, a Rallye suspension that included sway bars on the front and rear and heavy-duty shock absorbers, and a low-restriction dual exhaust that had unique mufflers that dumped the exhaust just in front of the rear tires. The tire combination was one of the earliest designs of smaller front tires (E60 series) and larger rear tires (G60 series). Each bias-ply tire was mounted on a 15×7 stamped-steel wheel or steel Rallye wheel.

Tom Cannon of Glenside, Pennsylvania, has what appears to be one of those coveted A53 T/A package Challengers. In reality, his Dodge started its life as a B5 Blue Challenger with a 318 engine and a four-speed. Tom stated, “When I got the Challenger in 1996, it was a real pile. It needed quarters, trunk extensions, front aprons, the radiator support, and basically every bolt-on body part.” The restoration and transformation of the rusty Challenger was squeezed in during Tom’s free time between making a living and preparing a 1972 Charger for NHRA Stock Eliminator. It took Tom some time to gather the correct parts to convert the Challenger into a T/A, and during this time, Tom met some Mopar enthusiasts that were deeply involved in the YearOne FAST series (now called the FAST Racing Series). FAST stands for Factory Appearing, Stock Tire, meaning the vehicle must appear factory stock, and the vehicle must operate on the rolling stock of the era (bias-belted tires).

Once Tom found out about the FAST series, he abandoned the Stock Eliminator Charger project, and the Challenger project was moved to the forefront. “I like the look of a stock vehicle, but one that will go really fast,” Tom shared, “And the FAST series looked like it was designed just for me.” To get the Challenger ready to race, a 340 was machined to accept a 4.00-inch stroker crankshaft, resulting in a 416 cubes. A factory three two-barrel manifold was found, and reproduction Holley carburetors, matching hardware, and air cleaner assembly were fastened atop of the manifold. The front suspension was left stock with the exception of swapping of the torsion bars to Slant Six units, and the factory front shocks were replaced with 90/10 drag shocks. The front brakes were upgraded with Aerospace four-piston fixed calipers and cross-drilled rotors.

A pair of Tri-City Launcher leaf springs support the 8 ¾-inch rearend housing that’s packed with a 4.30:1 geared spool. The rearend multiplies the engine torque and passes it to a pair of 15×7 steel wheels wrapped by Goodyear Polyglas G60 tires. To help keep the Goodyears stuck to the tarmac, a pair of QA1 double-adjustable rear shocks have been slipped onto the factory shock mounting studs. For the transmission, Tom selected an aluminum A-833 four-speed, which doesn’t sound like a successful formula when working with traction-limited Polyglas tires. If you did an inventory of all the FAST cars at any event, you’d usually just find Tom rowing his own while everybody else utilizes some type of automatic transmission. Tom says, “The stick shift makes me feel more connected with the car, and every now and then it will produce a hero run, which makes it worth it. I have had everything ready to install for years to switch the Challenger to a TorqueFlite, and I would probably win an event or two, but I can’t pull the trigger — I just can’t do it,” Tom confessed as he chuckled.

Tom’s personal best with the Challenger is an elapsed time of 11.35 seconds at 122.97 mph, which he recorded recently at Atco Dragway in New Jersey. Tom has logged a 1.71 second 60-foot time, but usually 60-foot times in the 1.80 second range are the average. To maintain traction on mediocre tracks, Tom has to add weight (a lot of weight), and he has to finesse the clutch pedal and loud pedal to keep the Polyglas tires on the edge of breaking loose.

Since Tom’s first race in 2003, he has had two incidents that were real heart stoppers. The first occurred at Bristol Dragway in Tennessee on the third pass with his freshly built 416 engine. A piece of Mallory (heavy metal) broke free from the crankshaft, which caused a crescent-shaped opening in the oil pan, allowing the slippery stuff to spill onto the track. The oil-coated rear tires instantly lost traction, and the Challenger started to rapidly swap ends until the front end stabbed the opposite lane’s retaining wall. The Challenger continued to rotate, resulting in the rear corner of the Challenger tapping the wall as well. Tom hopped out of the Challenger, expecting the worst, but the damage was much less than he anticipated. Tom loaded up and headed home, but he got lost. He stopped for directions at a shop, and it turned out a professional welder was on duty. The welder fixed the pan, and was able to reweld the Mallory to the crankshaft. To reinstall the Mallory, a lot of hammering and grinding was necessary, which is something nobody wants to see on their new engine, but once the job was complete, everything was buttoned up, and the engine ran flawlessly. Tom decided to peel the damaged body parts from the Challenger and return to the track for the next day’s competition. The Challenger’s body was in need of a rebuild, but he was able to race.

Moving forward a couple of years, Tom was at Lebanon Valley Dragway in New York when he power-shifted the transmission into Third gear at the same moment the rear tires rolled into an undetected pool of coolant that had leaked from the prior competitor. The Challenger took off so rapidly that Tom had zero chance to recover, and just as before, he put the Challenger into the wall. Luckily, the damage was restricted to the rear of the Challenger this time. The Challenger was rebuilt (yet again), and Tom and the Challenger have been incident-free for over a decade.

Tom proves that these cars are meant to be driven, and for the last 15 years, the Factory Appearing Stock Tire class has provided an outlet for his multi-time restored and beautifully detailed Challenger to not just be driven, but driven hard. While Tom doesn’t race the Challenger in the same sanctioning body that Chrysler had envisioned, Tom has taken advantage of the factory performance parts Chrysler designed, and he has pushed the limits of those parts beyond any imaginable performance envisioned in 1970. How did Tom do it? Easy. He built it, rebuilt it, and rebuilt it again until the Challenger was a fast, FAST car.

FAST FACTS 1970 Dodge Challenger T/A Tom Cannon; Glenside, PA

ENGINE Type: 416-cid (340-cid block) V-8 Bore: 4.070 inches (0.030-inch overbore) Stroke: 4.000 inches Cylinder heads: cast-iron heavily ported 915 “J” heads, 2.05-inch intake valves, 1.60-inch exhaust valves, 11/32-inch valve stems Pistons: Diamond flat-tops Compression ratio: 12.5:1 Crank: 4-inch Mopar Performance forged steel Rods: Eagle H-beam Camshaft: Crane Cams solid roller Valve Lift: .630-inch intake, .630-inch exhaust Duration: 244 degrees Induction: stock, Edelbrock manifold with three Holley two-barrel carburetors Ignition: MSD programmable 6AL2 with factory Chrysler distributor Exhaust: stock, dual exhaust, cast-iron manifolds, X-pipe, 2.5-inch pipes Cooling system: stock, mechanically driven water pump, copper/brass radiator, 18-quart capacity Engine built by: short-block machined by Chase Machine in northeast Philadelphia Cylinder heads prepared by: Greg Gessler

DRIVETRAIN Transmission: four-speed, New Process A-833, 18-spline face-plated with adjustable iron clutch Shifter: Hurst floor shifter Rear Axle: 8 ¾-inch spool; 4.30:1 gear ratio

CHASSIS Front Suspension: stock, independent, unequal-length upper and lower control arms with slant-six torsion bars, 90/10 race shock absorbers Rear Suspension: Hotchkis-type, Tri-City Launcher semi-elliptic leaf springs, QA1 double-adjustable rear shock absorbers Steering: stock, recirculating ball, manual steering Brakes, front: stock, Aerospace four-piston fixed calipers, cross-drilled rotors Brakes, rear: stock drums

WHEELS & TIRES Wheels: 15×7 steel wheels with dog-dish hubcaps Tires: F60-15 (front) and G60-15 (rear) Goodyear polyglas, two-ply nylon, tubeless (rear non-FAST events), G60-15 American Racer bias-ply

The post A FAST 1970 Dodge Challenger That Is Really Fast appeared first on Hot Rod Network.

from Hot Rod Network https://www.hotrod.com/articles/fast-1970-dodge-challenger-really-fast/ via IFTTT

[fastmusclecar123]

New Post has been published on http://fastmusclecar.com/best-muscle-cars/muscle-car-finds-day-6/

Muscle Car Finds Of The Day

By Dave Ashton

Today we have three great muscle car picks for you. check them out below.

1970 Plymouth Barracuda B7 Blue Covertible 383 Engine: 383HP 4 barrel Transmission: Automatic Exterior Color: Blue B7 Mileage: 3,700 Price: $89,900.00

Fully restored with only 3700 miles since restoration. ‘Only known issue rear window on convertible top partially cloudy.’

Vin decode BS27N0B297xxx BS Barracuda special Cuda 27 Covertible N 383 4 barrel 0 1970 B Hamtramck, Michigan

Fender Tag Decode

V6X Black Stripe Y05 US Specs M25 Wide sill Mouldings M31 Belt Mouldings M88 Lower Decl Lid Moulding N41 Dual Exhaust N42 Chrome Exhaust Tips R11 Music Master Radio AM V3W Black Convertible Top B51 Power Disc Brakes C16 Wood Center Console Bucket Seats C55 Bucket Seats J45 Hood Pins J54 Sport hood (rallye) EB7 exterior B7 Blue H6X9 High Trim Vinyl Bucket Seats E63 383 4 barrel 335 hp (period correct non matching numbers) D32 HD 727Automatic

BUY NOW ON EBAY.

  1969 Mercury Cyclone 428ci Cobra Jet V8

Engine: 428 Cobra Jet V8 Transmission: 4 Speed Manual Price: $49,900.00

428ci Cobra Jet V8 Engine (#: 2C11) Holley Carb -750 CFM Toploader 4-Speed Manual Transmission (#: RUG AU 012007) -31 Spline Front Independent Suspension -Newer Ball Joints Rear Leaf Spring Suspension -New Staggered Shocks Ford 9″ Rear End -Ratio: 3.50:1 -Posi Trac -Casting Date: 9G26 Brakes: -POWER Disc -POWER Drum Exhaust: -Stock Heads -Dual Exhaust System w/ FlowMaster Mufflers Key Components: -Stock Appearing Distributor -New Gas Tank -Ford Radiator -Ram Air Intake Cosmetics: -‘Powered By Ford’ Valve Covers -Firewall Is Clean & Nicely Painted

Body:

Bronze Paint Finish w/ Black Body Stripes Hood Fits Nicely w/ Fenders Doors Fit Nicely w/ Fenders Door Lips & Jambs Look Great Chrome Bumpers are In Great Shape Inside Trunk Is Clean -Inner Wheel Housings Look Great -Trunk Floors are Solid -Full Spare -Floor Mat Undercarriage Looks Great -Frame Is Solid -Floorboards are In Great Shape -Pinch Weld Is In Great Shape Wheels: Magnum 500 15″ Front Tires: Kelly Charger 215/65R15 Rear Tires: Kelly Charger 255/60R15

BUY NOW ON EBAY.

  1969 Oldsmobile Eighty-Eight 2-Door Convertible Engine: Rocket 350ci 2-bbl Transmission: Automatic Mileage: 105,634 Aztec Gold Poly paint Price: $9,500.00

This car does have a few issues from small fender bender patch up and the small oil leak. Otherwise, the car is in fine condition.

BUY NOW ON EBAY.

For all muscle car parts – http://fastmusclecar.com/muscle-car-parts/

[seimitsu-factory-automation]

SEIMITSU: Delivering Quality THK Products

THK offers a comprehensive portfolio of motion control solutions catering to the diverse needs of industries worldwide. THK designs and manufactures a wide range of linear motion systems, including LM Guides, Ball Splines, Ball Screws, and Actuators.

These products play a pivotal role in industries spanning manufacturing, automation, aerospace, medical, and beyond, where precise and reliable motion control is essential for achieving high-quality results and operational efficiency.

As an authorized distributor of THK products, SEIMITSU Factory Automation Pvt. Ltd. plays a crucial role in providing customers with access to the high-quality and innovative motion control solutions offered by THK Corporation.

To Know More: https://www.seimitsu.in/thk-linear-motion-system...

Email us at sales@seimitsu.in

Call us:+91 9028121211

[seimitsu]

A Linear Bush is used in combination with the LM shaft that has cylindrical shaft. This Product Makes Linear Movement with less friction and resistance to Provide highly accurate movement.

SEIMITSU Factory Automation Pvt Ltd is an Authorized distributor of THK, Japan which deals into its various products such as LM Guide, LM Actuator, Ball Spline, Ball Screw, LM bush, Cam Follower, Roller Follower, Link Ball etc. SEIMITSU with the help of THK distributes Quality automation products in India. SEIMITSU is one of the pioneer in supply of Thk Products mainly LM Guide and has its Customer Base across India.

 For More Information, Visit:-

Imgur Reference - https://imgur.com/gallery/kwD1qW7

Website - https://www.seimitsu.in/THK-Linear-Motion-LM-Bush.html

Mail id – sales@seimitsu.in

Contact No – 020-46212700,9028121211

[seimitsu]

The Model RSX uses two raceways and has more compact outer dimensions than models with four raceways. Despite being compact, its ball contact structure is capable of receiving loads in all directions, and can be used individually in locations with space limitations or where moments are applied.

 FEATURES –

 1)      Ultra compact.

2)      Prevents Rust.

3)      Retains Bearings.

SEIMITSU is an Authorized Distributor of THK and deals in various THK products such as LM Guide, LM Actuator, Ball Spline, Ball Screw, LM Bush, Cam follower, Roller Follower etc. across India. SEIMITSU is the largest supplier of THK products and has branch offices across India in Pune, Mumbai, Bangalore, Hyderabad, Coimbatore, Surat, Ahmedabad, Pune, Delhi, Chennai, Gurgaon etc.

 FOR MORE INFORMATION –

 Reference - https://imgur.com/gallery/KXjgIg9

Visit - https://www.seimitsu.in/THK-Linear-Motion-LM-Guide.html

Mail id – sales@seimitsu.in

Contact No. – 020-46212700/9028121211

[seimitsu]

SEIMITSU Factory Automation Pvt Ltd. An Authorized distributor of THK (Japan) deals in its various products such as LM Guide, LM Actuator, Ball spline, Ball Screw, LM bush, Cross Roller Ring, Cam Follower, Roller Follower, Link ball etc. across India through its various Authorized distributors and partners. THK is a Worldwide leader in the development of LM Guide Mechanism. The LM Actuator comprises an aluminium base combined with an LM Guide, a standardized top table, drive system, and so on. The free selection of main parts from a rich collection of options enables users to realize specifications optimal for particular applications.

 FEATURES :-

 ·         Optional for long stroke high speed conveyance.

·         Long service life.

·         Maintenance free operation.

·         Light Weight

·         Compact structure.

 FOR MORE INFORMATION VISIT –

Video Link - https://youtube/0qk5OS2Vqro Website – https://www.seimitsu.in/THK-Linear-Motion-LM-Actuator.html Contact Number – 020-46212700/9028121211 Mail Id – sales@seimitsu.in

[seimitsu]

This video demonstrates the use of THK products in 3d Printing and various other purposes as how by using this product every manufacturer can get more speed and accuracy in his work. The Linear Motion System enables rapid improvements in accuracy, speed, and labour saving potential of advanced mechatronic systems. With THK's LM Guides, machine tools and industrial robots become capable of ultra-precise operations, and semiconductor-manufacturing devices can operate in submicron units.

SEIMITSU Factory Automation Pvt Ltd. An Authorized distributor of THK (Japan) deals in its various products such as LM Guide, LM Actuator, Ball spline, Ball Screw, LM bush, Cross Roller Ring, Cam Follower, Roller Follower, Link ball etc. across India through its various Authorized distributors and partners. THK is a Worldwide leader in the development of LM Guide Mechanism.

 FOR MORE INFORMATION VISIT –

Video link - https://www.youtube.com/watch?v=HFR0aHb_2RE

Website – https://www.seimitsu.in/THK-Linear-Motion-LM-Guide.html

Contact Number – 020-46212700/9028121211

Mail Id – sales@seimitsu.in

[seimitsu]

SEIMITSU – THK ball screw supplier and authorized distributor deals into various products such as precision ball screw, precision ball screw spline, rolled ball screw, precision caged ball screw etc. Apart from this we also deal in lm guide, lm actuators, lm bush, Cam follower, Roller follower, Link ball etc.

You can get all the types of Ball screw and THK products with the best price and expert advice.

FOR MORE INFORMATION VISIT :-

Website - https://www.seimitsu.in/THK-Linear-Motion-Ball-Screw.html

Phone – 020-46212700/9028121211

Mail id – sales@seimitsu.in

[seimitsu]

SEIMITSU, An Authorized distributor of THK, Japan deals into various THK lm guide, lm actuators, ball spline, ball screw, lm bush, automotive components, cam follower, link ball etc. SEIMITSU is one of the largest supplier of THK products in India and has a huge client base. THK is a pioneer in Linear Motion that is LM guide as lm guide is a indispensable component in all mechanical and electronic systems in wide variety of systems.

[itsworn]

High School Sweetheart Dart GT

In the months leading up to his 17th birthday, Don Schwenker had his sights set on a second-hand Mustang. To that end, he and his father went to visit a used car dealership, Colletti’s in Babylon, New York. He didn’t find the Mustang he envisioned, but a Dodge Dart GT caught his father’s eye. “He said to me, ‘Buy this, it has a V-8 and you can go fast with it’,” remembers Schwenker. “My father gave me $100 to put down, and Mr. Coletti, the owner of the dealership, allowed me to pay it off $50 at a time. By November 15, 1975 it was mine!”

Schwenker paid a grand total of $454.25 for the Dart, which had 71,317 miles on the clock. Though bone-stock when acquired, it didn’t stay that way for long. While it would be decades before substantial modifications were made, like just about every other teenager in that era, Schwenker did what he could afford, dressing his ride up with Cragar mag wheels, Hooker headers, and air shocks.

A few years later, the Dart was hit pretty hard from behind and though his friends thought he should just scrap the wreck since it would have been easy to find and buy another one, Schwenker had already developed an attachment to the car and was determined to have it repaired. After getting it back from the body shop, he had his 340-cid engine rebuilt with new W-2 Dodge heads. Before even driving the car with the new engine however, he wanted to make some radical changes.

“It was a Saturday afternoon in 1980 when I watched the movie Mad Max, and saw the blower on the car he was driving. As soon as I heard the blower whining, I was hooked. Then, right after the movie ended, my friend pulled up in front of my house with his blown ’32 Ford coupe and yelled, “let’s go cruising.” After 5 minutes in his car I went home and called my brother, who had a 1970 340 he was getting ready to rebuild for his 1970 Cuda. I had $3,500 into my newly built motor and told him to give me his motor and $1,500, and he could have my motor. He said OK, and I had the engine rebuilt for a blower, and the blower has been on my car ever since.”

In 1989, Schwenker got the itch to make more changes to his Dart, starting with new quarter-panels and back-halfing the chassis, so he brought it to SuperPro Performance Chassis. SuperPro is owned by Tommy V, a master fabricator and welder with decades of experience. Tommy V knew the whereabouts of NOS quarter-panels, put Schwenker in touch with the seller, and that got the ball rolling.

After the quarters were installed, Schwenker presented SuperPro Performance with a huge challenge. “Don wanted a true Pro Street look,” Tommy V explains, “but he insisted that I not touch the new quarter-panels, and making it even harder, he wanted to retain the car’s original back seat!” Tommy V thought long and hard about how to fit super-meaty tires without altering the quarters or eliminating the back seat, and came up with a viable plan. He modified his time-tested four-link suspension system by redesigning the front mount brackets and then fabricated completely new framerails using .120-inch wall 3×2-inch steel tubing in order to extend the wheel base by a full 3 inches. He also disassembled the Dart’s original back seat and modified the springs and frames so they’d fit perfectly between the 42×24-inch wheeltubs he made. He even managed to squeeze a six-point rollbar into the car without impacting the back seat.

Once the fabrication work was done, Schwenker turned his Dart over to Anthony DeDomenico for a complete repaint. After massaging the body to perfection DeDomenico applied two-stage urethane in the car’s original shade of green. Evidencing just how good DeDomenico’s work is, the body and paint look every bit as fantastic today as they did 28 years ago.

With the back half of the chassis, bodywork, and paint all done Schwenker drove and thoroughly enjoyed his high school hot rod for another 25 years before getting the urge to bring it to the next level. Once again, he turned to SuperPro Performance Chassis. Tommy V installed a complete Reilly MotorSports front end that included tubular control arms, Viking coilovers, and a Mustang II–style rack-and-pinion. Combined with the custom four-link rear, the car’s overall ride height is now lowered by a full 3 inches. Tommy V also fabricated a new, 10-point rollbar setup from 304 stainless. Kevin Storms at S&L Metal polished the bars to a chrome-like finish, and Tommy V completed the polishing after all welding was finished.

For stopping power that far surpasses this Dart’s factory braking system, Tommy V turned to Wilwood. Up front, six-piston Dynalite calipers forged from solid billets of aluminum squeeze 12-inch drilled and slotted rotors. At the rear, four-piston Dynalite calipers grip 11.5-inch slotted and drilled rotors.

While updating and upgrading so many other parts of the car, Schwenker decided to build a new, more powerful engine. Since he wanted to retain a blower, he entrusted the work to forced induction specialist Andy Jensen at Jensen’s Engine Technologies in Nescopeck, Pennsylvania. Though there’s no denying the magical allure of a big-block, Schwenker was focused on preserving the original feel of his Dart, so opted to stick with a 340-cid engine. Jensen started with the block that came out of Schwenker’s brother’s Barracuda back in 1980, but converted it to four-bolt mains for increased strength and durability. To complete the bottom end, he used a factory-forged crank supplemented by a host of high-quality aftermarket internals, including forged Crower rods and forged JE pistons. For increased breathing and reduced weight, Jensen went with Edelbrock Performer RPM aluminum cylinder heads in place of the factory’s cast-iron heads.

A Big & Ugly hat caps the BDS 6-71 blower and Indy manifold setup atop the engine. BDS pulleys spin the blower fast enough to generate 12.2 psi of boost and a Big Stuff 3 EFI combined with Hilborn injection deliver the needed fuel. The Hilborn setup uses a total of 16 injectors, with eight on top of the blower, where the fuel spray helps cool the rotors, and eight mounted into the Indy manifold. Tommy V took care of the engine’s electrical needs and fabricated throttle linkage using ¼-inch diameter, .065-inch wall stainless tubing drilled and tapped for 10-32 rod ends from FK Rod Ends.

Wiring-meister Larry Feynman extensively reworked the Dart’s factory harnesses to make sure all electrical components get the juice they need. A plethora of electrical items, including the MSD ignition coil and box, MAP sensor, and various relays mount on an aluminum panel that Tommy V made to install out of sight under the dash. The blown and injected engine sends its twist to the Moser 9-inch rear end via a beefed-up 727 TorqueFlite. The transmission was built by Tommy Derych, a Mopar fanatic as well as a master transmission technician.

Since completing the car about two years ago, Schwenker continues to do what he’s been doing throughout the 43 years he’s owned it, which is to say he enjoys driving it at every opportunity. “This was my first car,” he reflects, “and that is, of course, very special. It’s been a part of my whole family, something that I’ve shared with my parents, Marie and Don Sr., my wife and daughters, and my brothers Tommy and Fred. And beyond that, it’s also been a big part of my friendships with all of my car buddies, including Tony Palmieri, Anthony DeDomenico, Victor Leal, and Tommy V. All of these guys have been a huge help along the way, and I owe them all special thanks!”

Fast Facts

1968 Dodge Dart GT Don Schwenker, Long Island, NY

ENGINE Type: V-8 Bore x stroke: 4.07 (bore) x 3.31 (stroke) inches Block: stock cast iron Rotating assembly: stock 340 forged crank, Crower forged steel connecting rods, JE forged aluminum pistons Compression: 8.0:1 Cylinder heads: Edelbrock Performer RPM Camshaft: Hydraulic roller camshaft Machine work: Jensen’s Engine Technologies (Nescopeck, PA) Induction: Indy Cylinder Heads intake manifold, Enderle Big & Ugly injector hat, Hilborn fuel injection Oiling system: stock oil pump and oil pan Exhaust: SuperPro Performance Chassis custom exhaust, including long-tube headers and 3.5-inch oval pipes made from 304 stainless steel, SpinTech custom mufflers Ignition: MSD Pro-Billet distributor, MSD Blaster 2 coil, MSD 6AL-2 ignition box Cooling: Griffin aluminum radiator, SPAL electric fan Fuel: SuperPro Performance custom 23-gallon fuel cell, Aeromotive in-tank pump Engine built by: Jensen’s Engine Technologies (Nescopeck, PA)

DRIVETRAIN Transmission: 727 TorqueFlite three-speed automatic with manual valve body built by Tommy Derych (Long Island, NY) Converter: ProTorque 9-inch torque converter, 3,500-stall Shifter: B&M Pro Ratchet Driveshaft: 4-inch aluminum driveshaft Rear End: Moser Engineering chrome-moly sheetmetal housing narrowed by Tommy V at SuperPro Performance Chassis, 9-inch centersection with Wavetrac limited-slip differential and 4.30:1 ring-and-pinion, Moser 35-spline axles

CHASSIS Front suspension: Reilly Motorsports AlterKtion coilover system, Viking twin-tube, double-adjustable coilovers, 1.25-inch antiroll bar Rear suspension: SuperPro Performance Chassis four-link and custom framerails, QA1 adjustable coilovers Steering: custom valved Reilly MotorSports manual rack-and-pinion, Flaming River tilt column Front brakes: Wilwood six-piston 12-inch drilled and slotted disc Rear brakes: Wilwood four-piston 11.5-inch drilled and slotted disc

WHEELS & TIRES Wheels: 15×4 (front), 15×5 (rear) Team III E-T Fueler Front Tires: 165/80R15 Nankang CX-668 radials Rear Tires: 31×18.00R15LT Mickey Thompson Sportsman S/R

The post High School Sweetheart Dart GT appeared first on Hot Rod Network.

from Hot Rod Network https://www.hotrod.com/articles/high-school-sweetheart-dart-gt/ via IFTTT

[itsworn]

Immaculate 1965 Pro Street Corvette

It’s not his fault. Mike Veeder hails from a hard-core Corvette clan that was so much so that he can’t remember any other cars being there besides Corvettes. He says that dad, Ozzie, was his inspiration, his shining light.

Ten years back, Mike was looking for a C2 to infuse with the spirit of Pro Street. A friend found something in Texas, an old Modified Production racer that was in rough shape. Still, he gave $28,000 for a carcass without any interior and some serious pieces missing—no dashboard, no console, no carpet, no seats. It had a huge black hole in the middle of the floor where the shifter used to be.

In the beginning, the project got legs from Ron Dryer who started work on the transmission tunnel straightaway. Mike says that this aspect of the build was the most daunting and that it took the better part of a year to complete the firewall and to resurrect the center console lump. Then Doug’s Auto Repair picked up the package.

The first thing Doug Engels and his guys did was pull the engine out and refine the firewall and the area under the hood. They ducked underneath the new dashboard, wired the system, and then got beneath the floor to plumb the lines for the brakes and fuel. With the engine in place and the brakes and lights working, the car began to take shape. Fixing the retractable headlights was handled by Veeder’s Collision, with brother Gary pulling the strings. Veeder’s marched on, cosmetically updating the original ’65 to look like a ’67, the last incarnation of the midyear series. Then Veeder’s shipped it off to Robert Solem in Watertown, South Dakota. Solem tidied the bodywork for the final time and applied the Sikkens BMW Silver (which was supplied by Mark Czichotzki, the owner of Dakota Bumper and one of Veeder’s vendors).

Nostalgia crept in on silent feet. Rather than being swept along with the LS-engine lemmings, Mike held tradition with a vintage small-block of historic proportions. Out east in Marshall, Minnesota, Matt Steen at Victory Engines pumped up a 406 with a forged rotating assembly, pairing a Bullet crankshaft, Ohio Crankshaft connecting rods, and Speed-Pro pistons. He held the compression ratio to a sleepy 10:1 so the thing could run on cat-pee if ever the need arose. Matt slid the ol’ solid roller bumpstick in place. He covered the bores with Air Flow Research cylinder heads fresh off the five-axis CNC lathe and topped them with a 780-cfm Quick Fuel carburetor that straddles a Bow Tie single-plane intake manifold. Waste products are extracted by large-diameter Hooker primaries that leak into a 4-inch collector. What Steen’s industry produced was 546 horsepower at 6,200 rpm and 509 lb-ft at 5,100 rpm, more than enough dope to make this lightweight scoot like it was scalded with muriatic acid.

In the end, Pro Street is delineated more than anything by monster back wheels, ones big enough to steer the car regardless of driver input, so punching it like it was heading off the front of an aircraft carrier is clearly its mission. No slalom tricks, no balls-to-the-wall braking contests, and no high-speed cornering, although with enough soapy slurry under them, the Corvette might win the burnout contest. Regardless, Mike amended the suspension with SPC Performance adjustable upper control arms and coilovers to support the front of the car and a fabricated four-link between vertical coilovers to harness those beer-barrel hog skins. Because of the unwritten Pro Street 15-inch rule, the speed-burners are minimal disc brakes all the way around.

The quarters in Mike’s dream are subdued, functional, and belie the utter chaos described earlier. It looks new; it looks perfect. The ex-race car already had a tight-fitting chromoly rollcage and no one could think of a reason to change that for the Corvette’s new mission. Look what Doug and Lisa Oelrich at Delmar Upholstery did. They laid down factory-style carpet, put up factory stock door panels and center console, and turned attention to the Procar buckets that they lavished with leather. Despite all the somber black, there are enough pinpoints of red (gauge needles, door safety reflectors, Line-Loc switch, crossed flags on the floor mats, and the logos on the Simpson five-point safety belts) to draw eyes right to them.

Mike hankered for a third pedal underneath his feet because he likes to whack gears when he tries to push the throttle through the floor. “I love taking it out on the weekends and running it through the gears! When I get back, I feel … completely de-stressed. What a great feeling!” Call it his catharsis.

We couldn’t think of a better way out. CHP

TECH CHECK

  Vehicle: 1965 Corvette

Owner: Mike and Jamie Veeder, Watertown, South Dakota

  Engine

Type: Small-block

Displacement: 406ci

Compression Ratio: 10.0:1

Bore: 4.155 inches

Stroke: 3.75 inches

Cylinder Heads: Air Flow Research Eliminator 23-degree, 75cc combustion chambers, 318/233 cc runners at 0.650-inch lift, 2.10/1.60 valves,

Rotating Assembly: Bullet crankshaft, Ohio Crankshaft H-beam rods, Speed-Pro pistons, Speed-Pro ring packs, ACL bearings

Valvetrain: Jesel 1.5:1 and 1.6:1 shaft rocker arms, Manley 3/8-inch standard length pushrods, Manley dual springs

Camshaft: Ohio Crankshaft solid lifter (0.650-inch lift; 294-deg. duration at 0.050), Chevrolet Performance rocker covers

Induction: Bow Tie raised-runner single-plane intake manifold, Quick Fuel 780-cfm carburetor, K&N filter, 10-gallon aluminum fuel cell

Ignition:  MSD Pro-Billet distributor, Blaster SS coil, 8.5mm primary wires

Exhaust: Hooker Headers, 1.875-inch primaries, 4-inch collectors, custom mild steel 4-inch system, Spintech mufflers

Ancillaries: 50-amp alternator, four-point chromoly roll bar, Be Cool radiator

Output: 546 hp at 6,200 rpm, 509 lb-ft at 5,100 rpm

Machinework: Matt Steen, Victory Engines, Marshall, MN

Built By: Matt Steen

  Drivetrain

Transmission: Tremec TKO-600 (w/carbon fiber shift fork upgrade), Hays flywheel, Centerforce 11-inch clutch assembly

Rear Axle: 9-inch Ford, 5.13:1 ratio, Mark Williams spool and 35-spline axle shafts, Inland Empire aluminum driveshaft

  Chassis

Front Suspension: Stock spindles, SPC Performance adjustable upper control arms, QA1 shocks/Performance Master coilover springs

Rear Suspension: Four-link assembly, Performance Master coilovers

Brakes: Wilwood cross-drilled 10-inch rotors, two-piston calipers, front; 12-inch rotors, two-piston calipers, rear; Wilwood master cylinder

  Wheels

Wheels: Billet Specialties Pro Comp 15×4; Bogart RT 15×12 w/custom beadlock feature

Tires: Mickey Thompson ET Front, 27.5/4.5; Sportsman Pro 33×19.50

  Interior

Upholstery: Doug and Lisa Oelrich, Delmar Upholstery, Watertown, SD

Material: Leather

Seats: OE, Simpson five-point harnesses

Steering: Stock column, Summit Racing Corvette wheel

Shifter: Tremec

Dash: Stock, Auto Meter insert

Instrumentation: Auto Meter Sport Comp

Audio: N/A

HVAC: N/A

  Exterior

Bodywork: Veeder’s Collision Center, Watertown, SD; fiberglass repair and retractable headlight installation, Robert Solem and Brandon Engebretson

Paint By: Robert Solem, Watertown, SD

Paint: Sikkens BMW Silver (supplied by Mark Czichotzki at Dakota Bumper)

Hood: Fiberglass cowl

Grille: Stock

Bumpers: Stock, re-chromed by Dakota Bumper, Fargo, ND

Photos: Jason Lubken

The post Immaculate 1965 Pro Street Corvette appeared first on Hot Rod Network.

from Hot Rod Network http://www.hotrod.com/articles/immaculate-1965-pro-street-corvette/ via IFTTT

[fastmusclecar123]

New Post has been published on http://fastmusclecar.com/best-muscle-cars/muscle-car-finds-day-6/

Muscle Car Finds Of The Day

By Dave Ashton

Today we have three great muscle car picks for you. check them out below.

1970 Plymouth Barracuda B7 Blue Covertible 383 Engine: 383HP 4 barrel Transmission: Automatic Exterior Color: Blue B7 Mileage: 3,700 Price: $89,900.00

Fully restored with only 3700 miles since restoration. ‘Only known issue rear window on convertible top partially cloudy.’

Vin decode BS27N0B297xxx BS Barracuda special Cuda 27 Covertible N 383 4 barrel 0 1970 B Hamtramck, Michigan

Fender Tag Decode

V6X Black Stripe Y05 US Specs M25 Wide sill Mouldings M31 Belt Mouldings M88 Lower Decl Lid Moulding N41 Dual Exhaust N42 Chrome Exhaust Tips R11 Music Master Radio AM V3W Black Convertible Top B51 Power Disc Brakes C16 Wood Center Console Bucket Seats C55 Bucket Seats J45 Hood Pins J54 Sport hood (rallye) EB7 exterior B7 Blue H6X9 High Trim Vinyl Bucket Seats E63 383 4 barrel 335 hp (period correct non matching numbers) D32 HD 727Automatic

BUY NOW ON EBAY.

  1969 Mercury Cyclone 428ci Cobra Jet V8

Engine: 428 Cobra Jet V8 Transmission: 4 Speed Manual Price: $49,900.00

428ci Cobra Jet V8 Engine (#: 2C11) Holley Carb -750 CFM Toploader 4-Speed Manual Transmission (#: RUG AU 012007) -31 Spline Front Independent Suspension -Newer Ball Joints Rear Leaf Spring Suspension -New Staggered Shocks Ford 9″ Rear End -Ratio: 3.50:1 -Posi Trac -Casting Date: 9G26 Brakes: -POWER Disc -POWER Drum Exhaust: -Stock Heads -Dual Exhaust System w/ FlowMaster Mufflers Key Components: -Stock Appearing Distributor -New Gas Tank -Ford Radiator -Ram Air Intake Cosmetics: -‘Powered By Ford’ Valve Covers -Firewall Is Clean & Nicely Painted

Body:

Bronze Paint Finish w/ Black Body Stripes Hood Fits Nicely w/ Fenders Doors Fit Nicely w/ Fenders Door Lips & Jambs Look Great Chrome Bumpers are In Great Shape Inside Trunk Is Clean -Inner Wheel Housings Look Great -Trunk Floors are Solid -Full Spare -Floor Mat Undercarriage Looks Great -Frame Is Solid -Floorboards are In Great Shape -Pinch Weld Is In Great Shape Wheels: Magnum 500 15″ Front Tires: Kelly Charger 215/65R15 Rear Tires: Kelly Charger 255/60R15

BUY NOW ON EBAY.

  1969 Oldsmobile Eighty-Eight 2-Door Convertible Engine: Rocket 350ci 2-bbl Transmission: Automatic Mileage: 105,634 Aztec Gold Poly paint Price: $9,500.00

This car does have a few issues from small fender bender patch up and the small oil leak. Otherwise, the car is in fine condition.

BUY NOW ON EBAY.

For all muscle car parts – http://fastmusclecar.com/muscle-car-parts/

[itsworn]

What’s New in Racing Products?

Power Steering Among the Elite

Manufactured in Kennesaw, Georgia, KRC’s all-new Elite Series Pump with bolt-on aluminum tank is packed with affordable technology. It carries KRC’s standards, along with many of the features developed in the company’s Pro Series pump. While many power-steering pumps on the market may be a rebuilt streetcar pump, KRC builds its Elite pumps from the ground up. The pump uses sealed bearings, press-on pulleys, and mounting that bolts right on the standard GM configuration commonly used in racing.  The Elite Series Pumps are fully adjustable for enhanced driver feel.  Plus, KRC Changeable Flow Technology offers nine levels of feel to create the perfect driver-preferred steering from firm to light. For more information call (770) 422-5135 or visit www.krcpower.com

  The Full Assembly From Bicknell

Bicknell Racing Products offers a multitude of solutions for your race vehicle, including this full 19 5/8-inch 32-spline driveshaft assembly. The package allows for easy assembly and includes all the necessary parts to get you ready for on-track action. This assembly includes the driveshaft (PN STGDDM102-20), a transmission yoke (PN STGDYM205), a rear-end pinion yoke (PN STG225), two slip yokes (PN STGDYM235), two U-joints (PN STGU1644), and two U-joints (PN STGU1612HD). Bicknell also offers replacement parts. For more information call (716) 285-7502 or visit bicknellracingproducts.com

Superior Safety in Cells

In light of the new safety regulations for many dirt sanctioning bodies, Superior offers a multitude of cells to fit the standards. The fuel cells hold a cross-linked, high-strength polyethylene bladder to keep the fuel contained. The cell itself is a CNC laser cut, CNC formed, and spot-welded steel can. It features a double-sealed billet fill cap and O-ring with flapper gasket.  Each cell also has a 10-AN side or top fuel pickup, an 8-AN fuel return, an 8-AN fuel level checkpoint, and a 6-AN vent and rollover valve. The cell can be confined by 2-inch wide CNC laser cut and CNC formed 0.125-inch safety straps, which are gapped for a 1-inch steel-tubed frame (not included). These cells are available in several different capacities, including 16-, 22-, 26-, and 30-gallon. For more information call (541) 895-4224 or visit www.superiorfuelcells.com

Getting Tricky With Your Fabrication

Trick Tools has the do-it-yourself racer covered. For those who work on their own engines and exhaust systems, the exhaust tack-welding clam will simplify exhaust fabrication. The Icengineworks clamp has been designed to make exhaust building much easier and allows the fabricator to preview, adjust, and clock the pieces before they are tack-welded together. This feature minimizes time-consuming weld and cut adjustments, allowing more precise assembly of exhaust systems. The clamps are stainless steel and are packaged in a four-piece set. They are available in a variety of sizes from 1 5/8 inches to 3 inches. For more information call (641) 628-3860 or visit www.tricktools.com.

Save the Tear-Offs!

Have you ever grabbed one too many tear-offs, then had to start wiping your visor? Pulse Racing Innovations EZ Tear system (and tear-off posts) can help prevent wasting tear-offs. The EZ Tear provides a shield for the folded tear-offs to prevent grabbing them accidently. The shield protects the folded tabs and guides your hand to the top tear-off, so you get the full benefit of every single tear-off. Ultimately, you can keep your vision clear and focus on racing, not fumbling with tear-offs. The EZ Tear is universal and attaches between the lens and the tear-off post. It adjusts to accommodate the tear-off tabs on all brands of helmets and tear-offs. Also, Pulse’s posts are designed to make tearing as easy as possible, as they are 15-percent taller than competing brands. In addition, they accommodate more tear-offs, feature a rounded top for easier tear-off installation, and have tapered sides for easier pulling. For more information call (817) 822-6882 or visit www.pulseracinginnovations.com

Helping You Get a Grip

These K1 ProXS Gloves are manufactured exclusively for RaceDay Safety and can help keep your hands well protected while maintaining a comfortable grip on the wheel. They feature exterior stitching with no seams on the inside of the glove to provide superior comfort. The gloves are SFI 3.3/5 Certified and are available in multiple colors, including black and white, red and black, blue and black, black and purple, and black and pink. Available in sizes small through extra large. For more information call (770) 505-0193 or visit www.racedaysafety.com

Fire Protection

The Lifeline 2.25 Liter 2 Nozzle Fire System comes in a complete kit that’s ready to install. This system is ideal for many types of motorsports activities. The specially designed nozzles divide the AFFF (Aqueous Film Forming Foam) into minute particles to smother the fire and provide a seal that prevents re-ignition. The system weighs 8 pounds and has a very small footprint for installation in a wide variety of areas. For more information call (844) 776-7223 or visit www.augustamotorpsorts.biz

Mittler and Lee Team Up With FAST-AN

Mittler Bros. Machine and Tool has teamed up with Lee Race Technology and its patented AN Wrench Tool System brand: FAST-AN. Mittler is now the exclusive manufacturer and distributor of these unique wrenches. Featuring an ergonomic handle, the wrench holds heads with sizes ranging from -6 to -16. A robust latch mechanism allows smooth, quick head changes. All components are made in the United States and precision CNC machined from 7075-T6 aluminum, which is nearly double the strength of standard 6061-T6 material. Combine this high-quality processing and materials with the Type III hard-coat finish and it ensures the tools will maintain a superior fit and finish throughout its long life. Wrench and tool end options include but are not limited to Aluminum AN Wrenches with different angled heads and lengths, Aluminum AN wrench ends with a nylon and Delran jaw lining to minimize marks, steel Bonney-style wrench sizes; and steel and aluminum spanner wrenches. For more information call (800)-467-2464 or visit www.mittlerbros.com

Let’s Get it Started

The E3 DiamondFIRE 6CDI features a high-performance digital microprocessor-controlled circuit board in a lightweight extruded aluminum housing. Boasting a highly efficient design, the DiamondFIRE 6CDI has several key innovations, including the sequential fire start mode, allowing easier and faster starting. It draws only 0.7 amps per 1,000rpm of engine speed, while delivering 525 volts to the coils and up to 130mJ of spark energy. The ultra-durable DiamondFIRE 6CDI comes complete with wiring harness, hardware, and mounting kits. It’s compatible with even-fire 4-, 6-, and 8-cylinder engines and 12-volt negative-ground electrical systems. It will accept input trigger signals from break points, breakerless electronic modules, and magnetic-distributor or crank-trigger pickups. For more information call (904) 567-5994 or visit www.e3sparkplugs.com.

Roll Over Fire Protection

Few things are scarier in racing than a car on fire. It’s even worse if that burning race car is flipped upside down. Thankfully, this new safety innovation from Willy’s Carburetor and Dyno Shop is designed to stop fire at the source. Simply insert the plate between the metering block and the main body that retains the fuel inside the float bowl by blocking the vent tube and air-bleed channels. Installation is simple and takes about five minutes. The kit includes two plates, eight bowl screws with gaskets, two metering block gaskets, and two pump arms. For more information call (618) 262-8021 or visit www.willyscarb.com

Lower Replacement

Titan presents a new aftermarket part to replace lower control arms. This Titan arm fits or comes from 1980-’96 Impala and Caprice, 1970-’81 Camaro. It is approximately 15 1/2 inches wide outside to outside at the bushings and approximately 15.625 inches center to center in length. The lowers are manufactured with 2.185 B/J Hole to Fit 1267 Style Ball Joint. For more information call (407) 277-8423 or visit www.titanmotorsports.com

  The post What’s New in Racing Products? appeared first on Hot Rod Network.

from Hot Rod Network http://www.hotrod.com/articles/whats-new-racing-products/ via IFTTT