#disc brake caps

[ablogofcourage]

[wheelsgoroundincircles]

1930 Ford Highboy Coupe

There’s always lots of detail work with any build and this ’30 Ford highboy coupe is no exception. Look closely and you will find Craftworks Fabrication handmade steel motor mounts. The license plate and valve covers were painted by Jeremy Seanor of Luckystrike Designs. He also painted all the accompanying engine and tranny parts. The powdercoat was handled by Pittsburgh Powder Coat while the chrome plating was conducted by Jon Wright’s Custom Chrome Plating.

The chassis is comprised of a Roadster Shop custom frame that was stepped, stretched, and features contoured ’32 Ford-style framerails. It was also then boxed, capped, and has hole punch flared front framehorns. From here the frame is outfitted with a Super Bell 4-inch drop, drilled and plated I-beam axle, low-profile monoleaf spring with Ridetech tubular shocks paired to custom-made drilled billet radius rods from Johnson’s Hot Rod Shop. Steering falls to the Flaming River box and a LimeWorks Hot Rod column topped with a four-spoke Billet Specialties Sprint Car–style leather-wrapped wheel. In back there’s a Currie 9-inch rearend outfitted with 3.70 gears, 31-spline axles, QA1 coilovers, a Pete & Jakes Panhard bar, and a parallel four-link setup. Braking is a combination of disc/drum front to rear. The forward braking dark gray–painted Wilwood Dynalite calipers are neatly hidden behind the Pete & Jakes finned backing plates. While in back the 9-inch is outfitted with 11-inch brakes, this time hidden beneath the SO-CAL Speed Shop finned drums all the while the chassis rides on a full set of 16-inch Dayton wire wheels wrapped with Coker/Excelsior rubber measuring 5.50R16 in front and 7.00R18 in the back.

All hot rods have something fun settled between the ’rails and beneath the hood (well if they have a hood). In the case of our ’30 Ford highboy coupe it sure appears to be a vintage Ford Y-block but after more than a cursory look we begin to see the telltale signs that there’s something more. Indeed, while it may look like a Ford it truly is a 376-inch LSX iron block, with aluminum heads and ARP studs, plus adapter-equipped small-block Ford (Windsor) valve covers all from Don Hardy Race Cars and then assembled by Talik and Marc Mullin. The intake is an Edelbrock LS dual quad with a pair of Thunder AVS EnduraShine carbs dressed in OTB air cleaners. Delivering the gas from the Tanks stainless reservoir is an Earl’s Performance billet fuel pump. More engine accessories include an MSD 6AL box to go along with the MSD billet Ford small-block distributor that functions through a timing cover adapter from Chevrolet Performance all the while using an MSD coil and Lokar vintage plug wires. Powermaster also supplied the alternator and starter, the battery is an XS Power AGM, and a Wegner Motorsports water pump is used as well as a Wegner front accessory drive unit. This 500-plus hp V-8 utilizes custom headers made at Craftworks Fabrication based on Ultimate Headers LS header flanges. The pseudo-Ford small-block is backed up to a TCI StreetFighter 700-R4 with a 2,800-stall speed converter operated by a Lokar shifter. The trans cooler comes by way of Derale Performance and moves the power through a 3-inch-diameter custom-made driveshaft.

[forgeline]

Bad boy. The "Outlaw" Ford Mustang GT500 was built by Mustang Restorations and debuted at the 2024 SEMA Show. It's powered by a 662rwhp supercharged Ford Performance Trinity V8 mated to a Tremec 5-speed manual transmission and rides on QA1 Motorsports suspension, Wilwood disc brakes, Nitto tires, and 18x10/18x11 Forgeline forged three piece Grudge wheels finished with Titanium centers, Polished outers, and 3-eared knockoff-look center caps!

Wheel: Forgeline Grudge Type: Three Piece Forged Series: Heritage Series Size: 18x10.0 & 18x11.0 Finish: Titanium Centers & Polished Outers Options: 3-Eared Knockoff-Look Center Caps

[things-about-cars-in-posts]

got any favorite cars from the 24 hours of lemons? (and perhaps some facts about them)

Sure, but not before explaining to the audience!

So, you know how, when you start your car, you turn the key and it starts, and you don't have to fiddle around trying to get the air/fuel mixture to make the damn thing run and stop embarrassing you? And how it has disc brakes, halogen lightbulbs if you've got the standard version and a wing if you've got the sporty one? Yeah, this is all thanks to the century-old 24 Hours of Le Mans, so coveted by manufacturers as to push them to develop all those innovations which would later trickle down into sportscars. They made two movies about it. It is, without question, the most prestigious, serious and expensive endurance race ever.

And this is the 24 Hours of Lemons - without question, the least prestigious, serious and expensive endurance race ever.

It is most famous for the rule that ensures that: to keep you from racing anything but a lemon, a beater, a crapcan, a piece of... well, by now even the unaware have figured out what lemon means in the car world, there is a budget cap. To be precise, $500. Yes, that includes both car and performance enhancing modifications - but notably exempt are safety equipment and decorations. I say notably because decorations are a key component of the Lemons atmosphere in a way I consider best conveyed by a "progressively gets worse" slideshow.

Yes, these are all real vehicles that raced. As you can imagine, regulations are pretty lax. And mostly vibe-based.

So, now that we're up to speed, my favorites!

Favorite as in greatest job from the team? Probably (although I am biased) the Eyesore Racing Miata.

And since you asked for some fun facts, I have a little treat for you that even the typically impeccable Donut Bumper (or lack thereof) to Bumper (or lack thereof) video about it missed out on:

The team won Lemons' coveted Best Use Of Dangerous Banned Automotive Technology award (yes that is a thing) by cleverly reusing the motor that used to drive the pop-up headlights!

Favorite as in coolest car used? That might be a tossup (i.e. I am not going to wait for the undoubtedly long list of cooler base cars to shower my mind so I will call it a tossup) between the Chrysler Conquest ran by multiple teams though Lemons' history (specifically the TSis for their sexy flared fenders)...

... and B-Team Racing's Lotus Elite (seen here in two of its many liveries) which, due to its newfound Chevy engine, earned it the name Chotus. Why yes there's a website.

Favorite as in most beautiful car used? That might be a tossup between French Foreign Legion Action Team's Peugeot 505...

...or the engine-swapped second generation Chevrolet Corvair Coupe of... wait, multiple teams?

Favorite in terms of most beautiful decorations? That might be a tossup between the Honda Accord of Stanford students team Buck Ferkeley...

...and SilverSleeve Racing's incredibly-engined frankensteined Wolseley Hornet (for when a Mini is just not coupe nor posh enough)

Favorite as in greatest combination? That might be a tossup between two incredibly different interpretations of sportscar + truck: the Boneyard Butchers' mix of Saturn Sky and Chevrolet Colorado -the more you look at it, the harder it goes-...

...or the Porsche Honkeys' outstanding take on the popular Porsche 944 + V8 recipe that came when they decided to use the rest of the Chevy C10 they got for the engine: the Mulletmobile.

Favorite as in the bravest, most heroic, most Lemons feat? Well, given Lemons started as a way to experience racing without the pressure and expectations of high-tier stuff and eternally heralds the notioon that a racecar is any car you race, how could I ever go with anything but the far-too-slow-for-any-steadiness-to-remedy, Cali-bought-and-roadtripped-to-Kansas Toyota motherfucking Chinook.

Favorite as in favorite team name? I doubt it, but here you go: Off To Gay Porn. They called themselves this to ensure everyone who beat them could proudly say they beat Off To Gay Porn! And as you could notice, yes, so many of them are this good.

Links in blue are posts of mine explaining the words in question - if you liked this post, you might like those!

[airkewld]

July 12th | Airkewld HQ | The Kindigit Design's Performance Package

The PRO's got a call from Dan in Utah who had just got done watching an episode of Bitchin' Rides featuring the little sister, built by Dave King and his team at Kindigit Design.

He wanted to emulate it the overall stance on his 1956 Beetle with some slight changes, which everyone over at the HQ loves! Dan is going to install a 190hp engine in it so the PRO's needed to thing PERFORMANCE with this one. Up front, the PRO's went with a Stage 1 PRObuilt Beam that has been narrowed 4 inches and also has drop spindles. We went with adjustable shocks front and rear and an OEM PRObuilt Steering System that will last for years! GEN 2 BAD Series Brakes were installed on the beam in a Wide 5 pattern along with 4 piston Wilwood calipers in grey. This thing will handle, stop and can be tuned to his liking. I love it. We opted for the PRObuilt Performance Transaxles with short axle to give the VW a deeper dish in the rear on his 17" Two-Piece Smoothies. More on those later. We went with a 4.11 ring and pinion and the overdrive 4th out of a super beetle to keep his monster motor from over revving at high speeds. Mated to the trans, we installed a GEN 2 BAD Series Disc Brakes in the rear with an ebrake caliper, we opted for no color due to not being able to see them through the wheels. But should he decide to not install the caps, them GEN 2 matching center caps are going to look epic! Back to the 2 Piece Smoothies, we went with RAL3020 (red) on the hoops and went with the machined center....drool. The PRO's wrapped them in Kumho's, 205-40's up front and 215-45's in the rear. Everything Dan needed to do this install was purchased to allow him to have an adult Lego set from the PRO's at Airkewld. If you want to do something similar to your 1949-1965 Beetle, here are some links and costs. 17" Smoothies - https://www.airkewld.com/5-Lug-Smoothie-17-Inch-Wheel-9001-p/9001.htm - $3953.72 as pictured Stage 1 PRObuilt Beam with Adjustable shocks and install kit - $3454.35 as pictured GEN 2 BAD Series Front Disc Brake Kit - $1699 as pictured Installing Brakes onto the PRObuilt Beam - $75.00 GEN 2 BAD Series Rear Disc Brake Kit - $1640.42 PRObuilt Performance Transaxle - Short Axle - $2863.33 Installing Brakes on the transaxle - $185.00 Matching rear Adjustable Shocks - $558.90 $14,000 shipped in the lower 48 states if it is picked up from a local R&L Terminal near you or $14,500 to your residence in the lower 48 states. We have great rates worldwide as well.

[driftnoob3]

Done some time agó, but specs redone now.

Springtrap's Nissan Skylane GTR V-Spec R33:

Color: custom saten militar green/ custom side stripe (blood red, brown and silver)

Exterior: HRE 501 wheels (3p/all brown), Nismo 400r front and side bumpers, custom vented hood, rear bumper ripped off and changed for Springtrap's made rear bar kit (polished metal/blood red sprayed), East Bear Sports mirrors, wing blade and side caps painted in silver, custom titanium exhaust.

Interior: stripped out carpet, doors and side pannels and roof carpet, Recaro baket seats, 6 point racing harness, Sparco MOD 345 3R calice 65MM MSN steering wheel, 70% dark tinted windows.

Mecanics: rebuilt RB26DETT engine with 450hp, increased turbo boost, HKS intercooler, HKS air filter, Eibach suspensión, Brembo racing brakes (red calipier), Springtrap made custom vented brake discs.

I like the idea of this car with things done by Springtrap itself, as I see him like a person who likes and knows about technology and robotics, with just the thing of independence on his car maintenance, and doing easy modifications by itself like the brake discs and the rear bar kit.

From all of this car desings... I thought... I can do an au... Maybe... Maybe...

[petermorwood]

No power steering, no power brakes, no disc brakes, no synchromesh gearbox, no seatbelts, no airbags, no crumple zones, a 40-foot / 12 metre turning circle...

The photos in this post aren't the same car as Crowley's 1933 3½ litre Bentley in "Good Omens", but they're Bentleys of the same vintage. All have the same basic layout, bought from the factory as a "rolling chassis"...

...then passed to a coachbuilder for whatever custom bodywork the new owner had ordered. These coachbuilders often rejoiced in wonderful names like Park Ward, Vanden Plas, Gurney Nutting, H.J. Mulliner or Thrupp & Maberley, sounding like escapees from a P. G. Wodehouse story.

Handbrake and gearstick are both on the right-hand side...

...so to avoid a poke in the knees it's often easier, depending on layout, to enter on the passenger side and slide across.

Once behind the wheel, you'll encounter all this gubbins attached to it.

The horn button is in the middle, but the other levers - depending on the chosen interior design layout - do stuff like operate the headlamps (full or dim), adjust the suspension (hard or soft), advance or retard the spark (more spark in cold weather, less in warm) and alter the fuel-air mixture (full rich when starting, lean when running).

*****

And then there's getting it started.

At least there's no need in these models to go round to the front with a hand-crank, though you could if you had to. That hand-crank option remained on cars right into the 1960s, as shown here at upper and lower ends of the market.

First, on a Rover P4 suitable for a bank manager or, as I suggested elsewhere, Adam's dad...

...and next on a Morris Minor, suitable for a bank clerk.

Crowley's Bentley (currently called Mary) has a hand-crank socket too - not that he would ever need to use such a thing - but in keeping with the car's superior status there's a neat chromed cap over it, and the actual engine connection is hidden behind the radiator slats.

(Mary's bodywork, incidentally, is by one of those splendidly named coachbuilders, Messers Thrupp & Maberley.)

Even without using a hand-crank, starting a 1930s Bentley (or any other car of the period) is still not a simple process. Turning that key between the toggles is just the first step since, IIRC, it only switches on the battery circuit.

Once the power is flowing, actual start-up routine can begin. I'll let Classic Car Club explain it:

Switch on the ignition by turning the right hand lever on the switchbox to I & C.

If starting from cold, set the mixture control, located around the horn button to Start.

Manually retard the ignition about one-quarter of its quadrant which is also located around the horn button.

Depress the starter and the engine comes to life.

Move the mixture control from Start to Run.

I prefer just turning a key.

Alternately you could just want the engine to be running as you get in - but to pull off that particular trick it helps to be a louche and lazy demon... ;->

Hey Neil,

Me and my best mate have a plan, we're going to move out and get a flat together, I'll help her with her auditions and learning lines, and she'll edit my writing. Part of our plan was that we'd save up for a motorbike, but after watching Good Omens she's decided she'd rather have a Bentley. I think we might be saving for a while....

According to people who have had to drive the Bentley, including Michael and David, you do not want to drive a vintage Bentley.

[mot-expert]

MOT Test Checklist: A Step-by-Step Guide for Testers

A vital yearly inspection by the Ministry of Transport (MOT) verifies that cars in the UK follow safety and environmental regulations. A complete MOT test checklist is necessary for inspectors to perform in-depth examinations. This article provides information on the essential elements of the MOT test checklist and suggestions for practical MOT management courses that can improve your proficiency in this field.

The value of the MOT examination

The MOT test fulfills several crucial functions:

Assures that automobiles are safe to drive on public roadways.

Environmental Compliance: Verifies that automobiles adhere to environmental regulations by examining emissions.

Vehicles older than three must pass an annual MOT to be roadworthy.

The MOT Test Checklist in Brief

The MOT test checklist covers several safety and functional features of vehicles. This is an organized list of the things that testers should look for:

1. The Form and Content

Look for significant damage or corrosion.

Make the bonnet, and doors close and open securely.

Look for any sharp edges that might cut someone.

2. Fuel System Check for fuel line and tank leaks.

Make sure the fuel cap closes correctly.

3. Examine the exhaust system for damage or leakage.

Make sure the exhaust emissions adhere to the law.

4. Brakes Check for wear on the brake discs and pads.

Test the operation of the handbrake as well as the brake performance.

5. Lights and Indicators: 

Check that the headlights, brake lights, and indicators operate correctly.

Examine the registration plate lights and reflectors.

6. Wheels and Tires: 

Check the tread depth of the tires (1.6 mm minimum).

Look for bulges or damage to the sidewalls.

7. Steering: 

Examine the steering wheel for signs of excessive play.

Verify that the steering parts are safe and intact.

8. Wipers and windshield

Check the windshield for chips or cracks.

Verify that washer fluid is accessible and test the wiper's operation.

Methods for Performing the MOT Test: A Comprehensive Guide

Following an organized process for performing a MOT test guarantees that no detail is missed:

Preparation

Assemble the equipment and tools that are required.

Examine the car's past MOT results.

first examination

Examine the vehicle from the outside by taking a walk around it.

Verify the supporting paperwork (registration certificate V5C).

Methodical Examination

Methodically go through the checklist, noting your observations as you go.

When evaluating electronic systems, use diagnostic tools.

Final Evaluation

Assemble findings into a report.

If required, go over findings with the owners of the vehicles.

Providing Certification

If successful, provide a MOT certificate; if unsuccessful, submit a thorough report outlining the necessary repairs.

Developing Your Skills with a MOT Management Course

Enrolling in a b might be very beneficial for managing a MOT testing facility. These classes address essential subjects like:

overseeing employees in a testing facility

enhancing procedures for customer service

putting quality audits and mechanisms in place

Course Advantages

Legislative Knowledge: Learn how to comply with the DVSA guidelines.

Operational Management: Develop your ability to supervise day-to-day activities efficiently.

Promotion in Career: Boost your credentials to be considered for better positions in the automotive sector. Essential Elements of a Successful MOT Management Course

Take into account the following elements when choosing a MOT management course:

Verify that appropriate authorities, such as the DVSA or IMI, have accredited the training.

Content of the Curriculum: Seek thorough coverage of every important subject related to MOT management.

Practical Training: To put theoretical knowledge into practice, courses should include opportunities for practical training.

Conclusion

It is impossible to exaggerate how crucial a comprehensive MOT test checklist is to guaranteeing vehicle safety and legal compliance. Testers can significantly increase their efficacy in this critical job by improving their proficiency through MOT management training and adhering to a systematic manner during inspections.

Learning management procedures and the technical components of car testing will improve road safety in the UK as a whole, in addition to helping individual testers.

[madaniirigasi]

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Spesifikasi & Harga Springklip/Penjepit Plastik UV Green House,

✅ Bahan Terbuat dari Galvalum

✅ Pembelian 1 set terdiri dari,

- 1 pcs Klip Galvalum Panjang 2 m

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Alamat Kantor : Madani Farm

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[ablogofcourage]

[wheelsgoroundincircles]

FORD MUSTANG BOSS 302

BOSS-A-NOVA!

They called it The Boss and for two short years it ruled the muscle car scene in the US, establishing itself as one of the greatest road and race cars of the era. Now, it’s one of the most collectible.

In 1960s US street lingo, if something was ‘boss’ it was cool, tough, the best. And the 1969 Boss 302 Mustang wore its badge with pride. It launched just four and a half years after the first Mustang was revealed to critical acclaim and record sales. Yearly updates to keep Mustang fresh in the face of tough new challengers from General Motors and Chrysler (particularly the Camaro) resulted in the once lean and pretty ’Stang muscling up, both in body shape and under-bonnet brawn, and the 1969-70 Boss models were the zenith of Mustang styling.

Thereafter, Mustangs became increasingly bloated and anaemic as the 1970s fuel crisis and stricter pollution laws cut horsepower and stylists lost their way; the rippling flanks and thrusting nose of the late 60s/early 70s cars gave way to boxy, bland designs. That early look would not be recaptured until 2005, when new Mustangs were given retro styling.

The Boss 302 was launched at the same time as its big-block brother, the Boss 429. Both were positioned as competition specials; Ford wanted to homologate its 302-cuber for Trans-Am and the 429ci monster for NASCAR. In fact, Ford went wild with engines between 1969-70, offering nine V8s – the ‘economy’ 302, 351 Windsor, 351 Cleveland, 390, 428 Cobra Jet, 428 Super Cobra Jet, 429 ‘wedge’, Boss 302 and Boss 429.

For the Boss 302, Ford’s high-compression 302ci small-block V8 was beefed up with four-bolt main bearing caps and redesigned ‘Cleveland’ cylinder heads with bigger inlet and exhaust valves, and ports that allowed the engine to breathe more efficiently.

These ‘semi-hemi’ heads were based on the Ford 427ci racing engine’s combustion chambers, and a balanced forged steel crankshaft and forged steel conrods allowed the engine to handle high rpms for sustained periods. A single 780cfm four-barrel Holley carburettor sat atop a high-rise aluminium inlet manifold, while a dual-point distributor, high-pressure oil pump, windage tray and screw-in welch plugs were further indications of its competition intent.

A rev limiter was fitted, progressively cutting spark from 5800rpm to 6150, but it was easily bypassed and the Boss 302 could reportedly keep making power up to 8000rpm with minor mods. In the muscle car marketing war, Ford claimed a peak horsepower figure of 290bhp at 5800rpm (the same as the Camaro Z/28), but that was extremely conservative.

Two four-speed manual Top Loader transmissions were available: a wide-ratio ’box with Hurst shifter more suited to street and strip use, and a close-ratio unit for racing. Adding to the race or road options list were four diffs: the stock 3.5:1 nine-inch, Traction-Lok 3.5:1 and 3.91:1 and the No-Spin 4.30:1 built by Detroit Automotive. Axles and diff centres were also strengthened to take the loads.

Suspension was also race-inspired with heavy-duty springs, shocks and sway bar up front, and Hotchkiss-style rear suspension with heavy-duty leaf springs, sway bar and staggered shock absorbers. The left-hand shock absorber was bolted behind the axle and the right in front, to reduce axle tramp under acceleration. Amazingly for such a high-performance car, braking was still only discs and drums with power assistance.

Ironically, the Boss 302’s sexy shape was styled by former General Motors designer Larry Shinoda, who is often credited with coming up with the Boss moniker. When asked what he was working on, he replied, "The boss’s car", a reference to new Ford president ‘Bunkie’ Knudson, who was also ex-GM and had recruited Shinoda to Ford.

While the wheelbase remained unchanged at 2740mm, the ’69 Mustang was 96.5mm longer overall to accommodate all the V8s offered, although the big-blocks still had to be shoe-horned under the bonnet. Shinoda’s ’69 Boss 302 was also one of the first production cars to offer an optional front air dam and adjustable rear wing, and his use of high-contrast black panels, rear window SportsSlats, and go-faster stripes made the Boss a real attention-grabber. The ’69 was also the only quad-headlight Mustang, a feature that was dropped for 1970 models.

In 1970, American Hot Rod magazine dubbed the 1970 Boss 302 as "definitely the best handling car Ford has ever built", while the conservative Consumer Guide called it "uncomfortable at any speed over anything but the smoothest surface". Unique Cars resident Mustang maniac, ‘Uncle’ Phil Walker, never read the Consumer Guide review, but even if he had it wouldn’t have stopped him buying the immaculate 1970 Grabber Orange Boss 302 you see here.

Phil already has his beloved 1966 Shelby GT350H, but the Boss 302 really got his Mustang juices percolating. And he wasn’t alone, because the first Boss he saw, some 43 years ago, is still one of Australia’s most iconic race cars: Allan Moffat’s Trans-Am racer. Phil remembers it clearly.

"I saw Moff race it Calder and I was inspired to own one," Phil recalls. "It was the most aggressive-looking car; its stance was something you had to see to believe. It looked like it was doing a million miles per hour when it was parked.

"My Boss was originally a one-owner car and I bought it from a friend of mine in California, Dave, who I also bought my Shelby GT350H from 19 years ago. Dave found it in a barn with a blown engine, but in otherwise pretty good condition.

"The lady who owned it from new didn’t realise it had a high-compression engine and had run it on standard fuel. When it blew up she just parked it.

"Dave did a nut-and-bolt restoration over two years, then put it up on his hoist. He didn’t want to sell it, but I got my way in the end – unfortunately he had the last say on the price (laughs). I didn’t even bother to test drive it; I knew it was a good car. It had 21 (new) miles on the odo when I picked it up and only 54,000 miles in total."

Since then, Phil has only put a couple of hundred miles on the car, but that’s enough for him to have bonded with it.

"I’ve only had the Boss since January and it’s growing on me. It’s different to the Shelby. It’s bigger and very low.

"The engine is incredible. Dave is one of the best engine builders in California and when he rebuilt the 302 he changed the cam spec. US camshaft technology was okay in the 60s and 70s, but if you had a big-cam muscle car they wouldn’t idle and they were terrible for driving in cities.

"A proper Boss engine can rev to 8500rpm all day and for a V8 that’s pretty serious. But they’re not renowned for low-down torque; it starts coming on from 3500rpm. My car still has a solid-lifter cam, but it pulls like a train from 1200rpm in top gear and I can drive it around at 1500rpm in top all day.

"It’s got the four-speed close-ratio Top Loader with the long first gear and with a 3.7:1 rear end it does about 55-60mph (89-97km/h) in first gear. It bloody goes!"

Phil is a fussy bugger and his cars have to look just right, so Russell Stuckey from Stuckey Tyres has ordered him a set of genuine 15 x 8 Minilites from England to replace the standard Magnum 500s.

"I want it to look like the Parnelli Jones race car, and to get the stance I want it’s going to have 275/60s on the rear and 255/60s on the front. At the moment it’s a pretty car that is tough, but I want a tough car that looks tough. And that’s all I’m going to do to it."

After his first real fang in the Boss, Phil felt that his Shelby would be half a lap in front at the end of a 10-lap sprint at Sandown, but now thinks the Boss would be quicker. We might have to put both to the acid test one day. What do you mean "no way", Phil?

It was a nervous Phil who turned up at a Melbourne storage facility in January to pick up his new Boss 302. So nervous, in fact, that he took along Unique Cars art director Ange and a sturdy tow rope – just in case.

The storage people were even more apprehensive – they had been warned about just how anal he is with his cars, as he explains: "The lady there said, ‘You must be pretty fanatical because we’ve been given strict instructions that no one is to touch the car except you’." Fortunately, the car arrived in pristine condition.

"I was pretty excited, I’d been waiting for seven weeks," Phil laughs. "I took the car cover off it, fired it up, and it drove home like a brand new car. It was as good as I thought it would be. I spent the next three hours washing it."

Sounds like our Phil.

PARNELLI AND ME

Three years ago, my mate Dave and I were invited to a Trans-Am dinner at Portland International Raceway where Dave was racing his 1970 Trans-Am Boss 302 and I was crewing for him.

When we were driving there we noticed this black Mercedes following us. When we stopped it did too and this bloke got out and said, "I noticed you guys back at the hotel. You’re going to the Trans-Am dinner aren’t you? I’m lost." It was Parnelli Jones!

I jumped in with him and when we got there I ‘invited’ myself onto Parnelli’s table, which also included Pete Brock – the guy who designed the Shelby Daytona Coupe. There was I, Mr Nobody, with all these US racing heavies, but Parnelli was a real gentleman, not up himself in any way.

The next day they had free lap time at Portland and, when I saw Parnelli there with Ford’s new ‘Parnelli Jones’ Boss 302 tribute Mustang, I asked if there was any chance of a ride and he said jump in. We did 10 laps and the guy hadn’t lost any of his ability; my eyes were getting bigger and bigger coming into the corners.

It was a great experience that I’ll never forget. – PW

IT's MINE...

Moff’s Mustang is probably the most iconic Australian racecar and after seeing it I was inspired to own a Boss Mustang. Then, about 25 years ago, I went to Pebble Beach in Monterey for the first time and saw a 1970 Grabber Orange Boss 302, which was the colour Parnelli Jones raced in Trans-Am. That day I knew I had to own a Boss. It was the car I’d always wanted after my Shelby, which was my lifelong dream car.

My Boss 302 is fully optioned, including the Shaker, extra side mirror, tacho and rear louvres, and it’s got a lot of wow factor. When you drive down the freeway, you get the thumbs-up from all sorts of different people. I think it’s the colour.

It’s closer to show standard than my Shelby. It’s got the paint marks on the tailshaft and all the little concours details, but I’m never going to show it; I’m not into that.

The 1969/70 body shape is still the best. Ford got it right then, but lost the plot after that and it’s reflected in their collectibility today. – PW

[forgeline]

Good as gold. Jamison Johnson’s “Goldie” 1967 Chevrolet Chevelle was built by the team at BBT Fabrications. It’s powered by a 477rwhp Chevrolet Performance LT1 engine mated to a Bowler Performance Transmissions-prepped Tremec T56 Magnum six-speed manual transmission and rides on a Roadster Shop SPEC chassis, Wilwood disc brakes, 275/35ZR18 Nitto NT05 front & 335/30ZR19 Toyo Proxes R888R rear tires, and 18×10/19×12 Forgeline forged three piece OE1 wheels finished with Satin Black centers, Satin Black outers, and chromed bowtie-logo dog dish hub caps! See more at: https://forgeline.com/customer-gallery/jamison-johnson

🇺🇸🇺🇸🇺🇸

Photos by Chris Minshall.

[uvmadani]

Distributor Pusat Agen Grosir Jual Toko Springklip Penjepit Plastik UV Greenhouse Sawahlunto 0813-3335-4550

Distributor Pusat Grosir Jual Springklip di Jawa Timur Melayani Pengiriman ke seluruh Indonesia dengan ekspedisi HP/WA : 081333354550 Atau klik link di bawah ini : Kirim pesan ke MADANI FARM di WhatsApp. https://wa.me/message/BCXDUWWQEIRYC1 Spesifikasi & Harga Springklip/Penjepit Plastik UV Green House, ✅ Bahan Terbuat dari Galvalum ✅ Pembelian 1 set terdiri dari,

1 pcs Klip Galvalum Panjang 2 m

1 pcs Kawat Klip Panjang 2 m

3 pcs Baut Rofing/Driling Alamat Kantor : Madani Farm TOKO PLASTIK UV, INSECNET, PARANET, SPRINGKLIP SARANA GREEN HOUSE LENGKAP https://maps.app.goo.gl/5NDAaxQGsDexr4G88 Madani Farm Jalan Ikan Tombro No.1 Rt. 05 Rw. 04 , Tunjungsekar, Lowokwaru, Malang NB. Melayani Pengiriman dari Malang Ke Seluruh Indonesia dengan Ekspedisi

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·  Distributor Sparepart 555, Spring 8mm, Spring Drag

[airkewld]

Thursday June 29th, 2023 | Airkewld HQ | Transaxle & Brakes Combo

Just got done building a #PRObuilt Performance Transaxle for a 1956 Classic Volkswagen Beetle and we installed a set of GEN 2 BAD Series Disc Brakes in a Porsche 5x130mm bolt pattern. Very cool and unique addition to the GEN 2 brakes is the cap that hides the axle nut, I love it. The PRO's paint matched the calipers in Wilwood Red and expertly installed them for the bolt-in install. The PRO's palletized the transaxle and protected the entire product to avoid damage in transit by our friends at R&L Carriers.

Special Features

PRObuilt Performance Transaxle - https://www.airkewld.com/PRObuilt-Transaxle-Performance-Short-Axle-2310-p/2310.htm - $3275.25

The BEST way to enjoy the shifting experience at a high performance level (not racing) and low RPM's at higher speeds in a 1949 through 1965 Classic Volkswagen Type 1 Beetle and Karmann Ghia is with a PRObuilt Performance Transaxle equipped with *OEM sized Short Axle/Short Spline Axles (SASS). *(It can fit others, see the Complete Details section for more information).

This transaxle is Perfect for a Performance application. Key features of this transaxle are 3.88 Ring and Pinion, overdrive 4th, along with new synchros, bearings and seals in a rebuilt SASS 12 volt platform. It comes with welded gears, steel shift forks, super diff and heavy duty side plate. All transaxles that come from the PRO's are 12 volt and do not come with OIL. The PRO's recommend this oil from LAT or this on Amazon. You will need 3.5 quarts normally. No Core is Needed.

The PRO's offer a few different transaxle's with different axle lengths. This allows us to fit wheels with different offsets onto cars where as they wouldn't normally fit. So it is recommended you pick out your wheels first, run it by the PRO's to see what axle length makes sense, then choose a Cruiser application, (Freeway Flyer) or Performance application (not racing but more aggressive driving).

GEN 2 BAD Series Rear Disc Brake Conversion - https://www.airkewld.com/Classic-VW-Rear-Disc-Brake-Kit-4700G2-p/4700g2.htm - $1853.92 (options selected)

We take for granted a vehicle stopping in an adequate amount of time. Classic Volkswagens don't have brakes that can be counted on, time after time, at least not on today's highways when needed most. It's time to change that. It's time to install an American-Made disc brake kit that exceeds expectations every time. It's time for a set of BAD Series Disc Brakes from your friends at Airkewld. The GEN 2 set of BAD Series Brakes brings new life to a tried and true disc brake conversion. Any conversion offered by the PRO's will come with all the necessary parts to install; you will only need to supply the brake fluid and furnish the lug nuts required to fit your actual wheels.

Installation of Brakes on the transaxle - https://www.airkewld.com/Install-Brakes-on-Transaxle-9827-p/9827.htm $185.00 (including necessary parts)

Total shipped to an R&L Terminal near you (Lower 48 States) ( https://www.airkewld.com/article-a/342.htm ) for pick up, $5300+

Save some moolah with coupon code AKArmy when checking out as well. Due to a high volume of orders, 12-14 weeks is standard turnaround for this.

I am AirkewldArmy

Coming together in a community of like minded enthusiasts who have a passion for the Classic Volkswagen and learning how to build them the right way with education, candor, and safety in mind. Together…., we are the AirkewldArmy.

[globalgrowthinsights]

Gluten Free Food Market 2024: Emerging Trends, Major Driving Factors, Business Growth Opportunities

Gluten Free Food Market provides in-depth analysis of the market state of Gluten Free Food manufacturers, including best facts and figures, overview, definition, SWOT analysis, expert opinions, and the most current global developments. The research also calculates market size, price, revenue, cost structure, gross margin, sales, and market share, as well as forecasts and growth rates. The report assists in determining the revenue earned by the selling of this report and technology across different application areas.

Geographically, this report is segmented into several key regions, with sales, revenue, market share and growth Rate of Gluten Free Food in these regions till the forecast period

North America

Middle East and Africa

Asia-Pacific

South America

Europe

Key Attentions of Gluten Free Food Market Report:

The report offers a comprehensive and broad perspective on the global Gluten Free Food Market.

The market statistics represented in different Gluten Free Food segments offers complete industry picture.

Market growth drivers, challenges affecting the development of Gluten Free Food are analyzed in detail.

The report will help in the analysis of major competitive market scenario, market dynamics of Gluten Free Food.

Major stakeholders, key companies Gluten Free Food, investment feasibility and new market entrants study is offered.

Development scope of Gluten Free Food in each market segment is covered in this report. The macro and micro-economic factors affecting the Gluten Free Food Market

Advancement is elaborated in this report. The upstream and downstream components of Gluten Free Food and a comprehensive value chain are explained.

Browse More Details On This Report at @https://www.globalgrowthinsights.com/market-reports/gluten-free-food-market-100550

 Global Growth Insights

Web: https://www.globalgrowthinsights.com

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[insecnetmadani]

Distributor Pusat Agen Grosir Jual Toko Springklip Penjepit Plastik UV Greenhouse Rokan Hulu 0856-4752-0664

Distributor Pusat Grosir Jual Springklip di Jawa Timur

Melayani Pengiriman ke seluruh Indonesia dengan ekspedisi

HP/WA 0856-4752-0664

Atau link WA

Spesifikasi & Harga Springklip/Penjepit Plastik UV Green House,

✅ Bahan Terbuat dari Galvalum

✅ Pembelian 1 set terdiri dari,

- 1 pcs Klip Galvalum Panjang 2 m

- 1 pcs Kawat Klip Panjang 2 m

- 3 pcs Baut Rofing/Driling

Alamat Kantor : Madani Farm

TOKO PLASTIK UV, INSECNET, PARANET, SPRINGKLIP SARANA GREEN HOUSE LENGKAP

Madani Farm

Jalan Ikan Tombro No.1 Rt. 05 Rw. 04 , Tunjungsekar, Lowokwaru, Malang

NB. Melayani Pengiriman dari Malang Ke Seluruh Indonesia dengan Ekspedisi

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Distributor Sparepart 555, Spring 8mm, Spring Drag