#fully finished forged crankshaft

[dasset-engineering]

Dasset Engineering: Your Trusted Partner for High-Performance Crankshafts in India 

Crankshafts are a critical engine component, serving as the backbone of power transmission and converting linear piston motion into rotational motion. Whether you’re running an automotive engine, stationary machinery, marine engines, or agricultural equipment, the quality of the crankshaft can significantly impact performance, efficiency, and reliability. At Dasset Engineering, we specialize in providing top-tier crankshafts tailored to meet the diverse needs of various industries, making us the best crankshafts manufacturer and supplier in India. 

Why Choose High-Quality Crankshafts? 

The crankshaft is subjected to immense pressure, high temperatures, and constant motion. Therefore, it must be designed with the utmost precision and constructed from high-quality materials to withstand these stresses. A well-engineered crankshaft minimizes vibrations, reduces engine wear, and ensures optimal performance. That’s where Dasset Engineering comes in, offering a wide range of forged and cast crankshafts to suit every requirement. 

Our Crankshaft Solutions: Forged and Cast Crankshafts 

At Dasset Engineering, we pride ourselves on delivering high-performance crankshafts that cater to a broad spectrum of applications: 

Forged Crankshafts: Forged crankshafts are manufactured through a process that compresses and molds the metal, resulting in a denser, more durable component. These crankshafts are ideal for high-performance engines, such as those in race cars, heavy-duty trucks, and industrial machinery, where strength and resistance to fatigue are paramount. The forging process ensures minimal internal defects, offering excellent structural integrity and superior tensile strength. 

Cast Crankshafts: Cast crankshafts are produced by pouring molten metal into a mold, allowing it to cool and solidify into shape. They are suitable for applications where moderate performance and cost-effectiveness are essential. Our advanced casting techniques produce crankshafts with uniformity, precision, and a smooth surface finish. Cast crankshafts are often used in standard automotive engines, air compressors, and other moderate-duty applications. 

Both types of crankshafts are available in fully finished or semi-finished conditions. This flexibility allows us to cater to your specific needs, whether you require a crankshaft ready for installation or one that can be customized further to fit unique engine requirements. 

Applications of Dasset Engineering Crankshafts 

Our crankshafts are designed to deliver optimal performance across various industries and applications: 

Automotive Engines: Our crankshafts provide the strength and balance necessary for passenger cars, commercial vehicles, and racing engines, ensuring smooth operation and longevity. 

Stationary Engines: For generators, pumps, and industrial equipment, we supply crankshafts that deliver consistent power and reliability. 

Marine Engines: In harsh marine environments, our crankshafts offer superior corrosion resistance and durability. 

Agricultural and Industrial Engines: Used in tractors, earthmovers, and heavy machinery, our crankshafts are built to handle tough conditions with ease. 

Air and Refrigeration Compressors: We provide crankshafts for compressors that demand high precision and balance to maintain performance and reduce vibration. 

Why Dasset Engineering Stands Out 

Dasset Engineering has earned a reputation as the best crankshaft manufacturer and supplier in India for several reasons: 

Commitment to Quality: We use only the finest materials and the latest technologies to produce crankshafts that meet international quality standards. 

Expert Engineering: Our team of skilled engineers ensures each crankshaft is meticulously designed and manufactured to deliver peak performance. 

Customization Options: We provide both standard and custom solutions to fit the specific needs of our clients, offering flexibility in terms of design, materials, and finishes. 

Stringent Testing: Every crankshaft undergoes rigorous quality control tests to ensure it meets our high standards for durability, performance, and reliability. 

Conclusion 

Dasset Engineering is your trusted partner for high-performance crankshafts in India. Whether you need forged crankshafts for a high-power application or cast crankshafts for cost-effective solutions, we provide products that promise quality, performance, and longevity. Our crankshafts are designed to drive efficiency and reliability, making us the preferred choice for automotive, marine, industrial, and agricultural applications. 

Choose Dasset Engineering for all your crankshaft needs and experience unmatched quality and service. Contact us today to learn more about our offerings and how we can support your business! 

[forblogmostly]

Balu Forge Industries Limited has won an order to supply Powertrain Sub-assemblies

Balu Forge Industries Ltd (BFIL) is proud to announce that it has secured a significant trial order from a Middle Eastern tractor manufacturer to provide powertrain sub-assemblies. This is a remarkable achievement and demonstrates the exceptional quality of BFIL’s products and its unwavering commitment to delivering innovative solutions that cater to the evolving needs of the agricultural industry.

The contract specifies that BFIL will supply a range of powertrain sub-assemblies for engines that will be used to power different types of tractors. Initially, the trial order consists of 10,000 sets of sub-assemblies, with the potential to increase to over 50,000 per year. BFIL has already begun fulfilling the order and is looking forward to generating additional revenues in the upcoming quarters.

This order win is consistent with BFIL’s strategic objectives to expand its presence in the international market while expanding its product offerings. It also marks BFIL’s entry into powertrain sub-assembly production and supplies, establishing a solid foundation for the company to add sub-assemblies for new energy vehicles to its product range in the near future.

BFIL’s management team expressed their delight at being selected as the supplier of Powertrain sub-assemblies to the Middle Eastern tractor manufacturer. They believe that BFIL’s half engine and assemblies will meet the customer’s standards and exceed their expectations, paving the way for a long-term, mutually beneficial partnership. The order is expected to support BFIL’s long-term growth plans and generate healthy EBITDA margins.

Moreover, BFIL is committed to providing its customers with the best possible products and services. This order is a testament to the company’s unwavering efforts to achieve excellence in all aspects of its business, from product design to execution.

BFIL is devoted to innovation and growth, with a goal of serving its customers with the highest levels of quality, reliability, and customer service.

Balu Forge Industries Ltd (BFIL) has been operating since 1989 and specializes in the production of fully finished and semi-finished crankshafts and forged components. Its manufacturing capabilities allow for the production of components that comply with both new emission regulations and new energy vehicle standards.

BFIL boasts a fully integrated forging and machining production infrastructure, offering a diverse product portfolio ranging from 1 kg to 500 kg. With the ability to produce 5,000 tons of forged components per month and an annual capacity to manufacture 360,000 crankshafts, the company has established itself as a leading player in the industry.

BFIL’s global presence is further strengthened by its 80+ distribution networks, operating both domestically and in the export market. Its customers include renowned suppliers and manufacturers of light vehicles, agricultural equipment, power generation equipment, commercial vehicles, off-highway vehicles, ships, locomotives, and other industries such as defense, oil and gas, railway, marine, and more.

[baluindustries3]

Fully Finished Forged Crankshaft - Balu Industries

Balu’s in-house capability & state of the art automotive engineering enables us to manufacture any type of crankshaft in a large range of applications namely Automotive, Agricultural, Marine & Industrial. We have developed a very extensive range of forged crankshafts for leading Original Equipment Manufacturers within India and the rest of the world & a strong aftermarket presence in over 80 countries. The ISO/TS16949:2009 accreditation of our units in 2012 by TUV Nord Cert Gmbh added to our competitive edge making Balu one of the very few companies to have this accreditation in the field of manufacturing crankshafts.

Balu is now an avant-garde manufacturer of fully finished and semi-finished forged crankshafts and Forged Components. Our incremental innovation & continuous strive to improve has awarded us by making us the only company to have the capability to manufacture components conforming to the New Emission Regulations & the New Energy Vehicles

 The manufacturing of the crankshafts is done with the latest equipments, instruments, technologies and highly skilled workforce which provide exceptional control over the entire process of manufacturing the crankshafts & strict adherence to Six Sigma & 8D disciplines. Balu is the supplier of choice of major OEM's not only in India but around the world due to our technological advantage and the highest standards of quality in the industry. All the crankshafts are manufactured to exact O.E specifications and on CNC lines, to ensure precision at every stage.

 Balu has continually strived to broaden our manufacturing base and with the acquisition of the state of the art machining lines from Poland in the year 2006 and as recently as 2011 from France, our capability has expanded to produce crankshafts up to 2.5 meters in length and installed capacity has increased to 30,000 fully finished crankshafts per month.

To know more:

https://www.baluindustries.com/about.php

[aerostarmusic]

REVISITING: Ducati World Racing Challenge - PART I

SECTION 2: LICENSES AND UPGRADES

There are four categories of license: Basic, Basic II, Full and Advanced. I always saw this part as a chore, because each test had time limits and I was simply interested in picking up a bike and racing. However, in Ducati Life mode the only way you can really do this is if you select races, and then pick the option for ‘One Day Race’ which leads you to pick a track and then race with your equipped bike, no license required. I’ll be including the in-game descriptions of each license task.

Tasks to be completed in the Basic license -

Basic start and stop 1 - Accelerate away from the state in a controlled manner, keep the bike under control at all times. You must stop within the marked finish zone to complete the test.

Basic cornering - Accelerate away from the start line and negotiate the series of bends as fast as possible. Cross the finish line to complete the test. Leaving the track will cause you to fail.

Basic cornering 2 - Accelerate away from the start line and negotiate the chicane. Cross the finish line to complete the test. Leaving the track will cause you to fail.

Basic cornering 3 - There are a series of corners and a fast straight-away. Maintaining your speed onto the straight-away is the key to a fast time. Cross the finish line to complete the test.

A full lap of the track - You must complete a full lap to pass this test. Maintain a smooth line through the corners. Minimise braking into the slower sections. Cross the finish line to complete the test. Leaving the track will cause you to fail the test.

Tasks to be completed in the Basic II license -

Basic start and stop 2 - Avoid spinning the rear wheel under acceleration and then use the brakes smoothly. Your maximum speed will be much higher than before, so you will need to brake earlier.

Advanced cornering 1 -  Using a more powerful bike maintain your speed through this section of track. Use the extra power of the bike with care. Cross the finish line to complete the test. Leaving the track will cause you to fail the test.

Bike control 1 - Control the bike over the crest of the hill. Excessive power will cause the front wheel to rise. Cross the finish line complete the test. 

Accuracy 1 - Do two laps and pass over the red and white curbs at the apex of each corner. Missing an apex will result in failing the test. Try to maintain a smooth line around the track. Cross the finish line to complete the test. 

Accuracy 2 - You must complete a full lap to pass this test. Maintain a smooth line through the corners. Minimise braking into the slower sections. Cross the finish line to complete the test. Leaving the track will cause you to fail the test.

Tasks to be completed in the Full license - 

Bike control 2 - Perfect the art of accurate and rapid direction changing. Maintain a smooth flowing line through a series of tire chicanes. Crashing will cause you to fail the test. Cross the finish line to complete the test.

Bike control 3 - Repeat the previous test using a more powerful bike. The extra power must be used with care. You will find that the bike will turn much quicker and respond better.

Advanced cornering 2 - Complete a section of an airfield. The corners on this track are 90 degree turns. Crashing will cause you to fail the test. Cross the finish line to complete the test. 

Maneuvering 1 - Complete the marked cone course within the time limit, Hitting a cone results in a 5 second penalty. Stop on the black and white grid to complete the test. 

Maneuvering 2 - Perform a successful circuit of this course using a powerful bike. Complete a series of cone gates in the correct order, shown on the map. Stop on the black and white grid to complete the test. Hitting too many cones will fail the test.

Tasks to be completed in the Advanced license - 

High speed control 1 - Maintaining control of a race class bike at high speed requires precision and smooth riding. Negotiate this section of track, maintaining speed at all times. Be prepared for the bike to become unbalanced by the undulations of the track. Cross the finish line to complete the test.

High speed accuracy 1 - Complete two laps. Find a smooth racing line around the track and ensure the bike passes over the red and white curbs at the apex of each corner. Failure to pass over an apex section will result in failing the test. Cross the finish line to complete the test. 

High speed control 2 - Complete a section of the track, using a race class bike. Due to the power of the bike, throttle control must be exceptional. Crashing will cause you to fail the test. Cross the finish line to complete the test. 

Maneuvering 3 - Negotiate the course using a race class bike. The racing brakes on this bike provide exceptional stopping ability, use this to your advantage. Stop on the black and white grid to complete the test. Hitting a cone results in a 5 second penalty. 

High speed control 3 - Complete a lap of the course using a race bike. You must find the perfect racing line around the track to pass this test. Leaving the track will cause you to fail the test. Cross the finish line to complete the test.

As you can see, that was a whole lot of stuff. The time targets on some of the tests can seem a bit unrealistic, but all it takes is practice to achieve what the task requires. 

Now that we’re done talking about licenses, let’s briefly revisit the ‘Bikes’ section of the Ducati Life main menu. 

When you first visit this menu, you are presented with a series of options where you can buy and sell bikes. I haven’t mentioned this previously, but what looks like the little home icon in the bottom right hand corner actually directs you to your garage, where you can store up to 5 bikes. 

When you decide to buy or sell a bike in Ducati Life mode, here are your options:

Vintage bikes include bikes from the 50′s to the 80′s while modern bikes include Monsters, supersports, sports tourers and superbikes. The dealership contains all bikes from every era, while the Ducati Magazine offers the same but with a more limited selection. Finally the classifieds offer private sales with, again, all bikes included. If you’re first starting out this is where I recommend getting your bikes from as you can find a pretty good deal and then invest your money in good headgear and leathers to prevent yourself from crashing as often in your races, leading you to win more prize money to then buy better bikes or upgrade the one you have. 

The depth to which this game goes with customisation is actually quite surprising. Say I’ve bought a M600 Dark for 5,700 in cash. I’ll have 4,300 left to spend on helmets, leathers or upgrades. 

This is a decent price for a bike such as this one. You’re usually aiming to start with a bike worth between 4,500 to maybe 8,500 to get the most out of your cash at the very beginning. If you take quickly to races, getting prize money shouldn’t be an issue. 

So according to the graph at the very bottom, my handling, braking and grip are all quite decent while my acceleration is quite low. If I wanted to change that, all I’d have to do is purchase the bike and then navigate to the upgrades menu. 

Each option has a helpful description at the bottom of the screen. For example, Engine Kit I will improve my bike’s power and weight, while the clutch option improves its braking and acceleration. This isn’t all, though. If you select the option to upgrade your clutch, you’re taken to this screen:

You can choose how you want to upgrade your clutch! It isn’t some sort of vague attachment in a random menu somewhere that you apply and forget about afterwards. You’re presented with two options, each different in price which then cause you to consider whether you’d want to upgrade your clutch fully, thereby hindering your ability to upgrade other parts of your bike or buying other gear like helmets or leathers and earning more money gradually through races. 

Here’s a summary of what each upgrade does.

ENGINE KIT I 

Option 1

Affects the crank, rods and pistons. The crankshaft and connecting rods are polished, increasing power. The aluminium piston is lighter and stronger. 

Total power gain: 4.5% b.h.p.

Total weight loss: 1 k.g.

Cost: 5,000

Option 2

Modifies the counterweights, reducing power loss. Lighter connecting rods. Forged aluminium piston. Lighter and stronger. 

Total power gain: 6% b.h.p. 

Total weight loss: 5 k.g.

Cost: 7,000

Option 3

Modifies the counterweights and reduces power loss. Lighter connecting rods. Increased bore aluminium piston.

Total power gain: 9% b.h.p.

Total weight loss: 7 k.g.

Cost: 9,000

ENGINE KIT II

OPTION 1

Affects the cam shafts and cylinder heads. Polished cam shaft and cylinder heads increase power to the bottom and mid range.

Total power gain: 3% b.h.p.

Cost: 5,000

OPTION 2

Increased port size, bigger valves and higher lift camshafts. Includes bigger coolers free of charge.

Total power gain: 4% b.h.p.

Cost: 7,000

OPTION 3

Increased compression ratio. This system includes bigger oil and water coolers. 

Total power gain: 5% b.h.p.

Cost: 9,000

EXHAUST SYSTEM

OPTION 1

Free flowing aluminium silencers with stainless steel pipe work and carbon fiber heat insulation.

Total power gain: 2% b.h.p.

Cost: 2,000

OPTION 2

Free flowing aluminium silencers and a moderate size increase across the kit with a carbon fiber heat insulator. 

Total power gain: 3% b.h.p.

Cost: 3,000

OPTION 3

Big exhaust system with big free flow silencers including a high flow KN filter along with new mapping.

Total power gain: 4% b.h.p.

Cost: 5,000

BRAKE KITS

OPTION 1

Smoother lines.

Cost: 1,000

OPTION 2

The bees knees of braking systems. 

Cost: 4,000

OPTION 3

The best brakes and lines money can buy.

Cost: 5,000

BODY KIT

OPTION 1

Full carbon fiber body kit reduces weight even further.

Total weight loss: 6 k.g.

Cost: 6,000

WHEEL SETS

OPTION 1 

Aluminium wheels increase the power to weight ratio and improves overall maneuverability. 

Total weight loss: 3 k.g.

Cost: 2,000

OPTION 2

The ultimate magnesium wheels. Not the safest, but certainly the best power to weight ratio. 

Total weight loss: 5 k.g.

Cost: 2,500.

FLY WHEEL

OPTION 1

Magnesium fly wheel increases the power to weight ratio. Improves acceleration and engine braking.

Total weight loss: 3 k.g.

Cost: 1,000

CLUTCH

OPTION 1

Lighter, improving acceleration and engine braking by increasing the power to weight ratio. 

Total weight loss: 1 k.g.

Cost: 500

OPTION 2

Lighter with anti-hopping; improves control under braking and increases the maximum deceleration possible.

Total weight loss: 1 k.g.

Cost: 1,500

TIRES

OPTION 1

Improves grip. Street racing specification.

Cost: 1,000

OPTION 2

Improves grip. Track racing specification.

Cost: 2,000

And that just about covers all the upgrades. There are quite a few and balancing them against your current cash situation takes some practice, but it gets easier as your bike improves.

Next, let’s take a look at what’s available in Quick Race.

[krinapatil001]

Locomotive Engine Parts & Aftermarket Parts Suppliers

BV Engineers Locomotive Parts Suppliers is well equipped to supply forge, critical cast and machined components like connecting rods, crankshafts, liners, valves, gaskets, pistons etc. The one and only mission of the company are to provide quality solutions to the Locomotive Parts & engines on the cutting edge technology.

Our All Locomotive Aftermarket Parts & Products are well designed and developed using high quality raw material and technology under the supervision of a skilled team of professional. For more information or to learn more about our company; get in touch with us today!

A well known Locomotive Engine Parts Suppliers BV Engineers USA having huge purchaser market, a highly talented workforce, open investment policies and better Incentives; they manufacture, supply and export a wide-ranging of and Best quality Locomotive Engine Parts & Aftermarket Parts at cost effective prices.

At BV Engineers you can expect nothing less than the best in terms of variety, quality and service, without sacrificing competitive pricing or personal honesty. The company aims to be the trustworthy and preferred supplier in the industry.

Locomotive Aftermarket Parts Suppliers having vision to evaluate and improve our practice capabilities and spend in training our team members to develop new ability in response to changing customer needs, To improve the clients competitive position and profits by providing better-quality products.

The company further visualizes, to value technology leadership and practice innovation as the foundations for producing solutions of outstanding value for our clients. We are going to upgrade the manufacturing capabilities of the company to provide the very best.

They are offering excellent quality Locomotive & Aftermarket Parts as well as Compressor parts, Oil & Gas Parts, Castings & Forgings Parts, Pumps & parts, ALCO, EMD & GE Engine and Engine parts, Custom manufacturing etc.

We are manufacturers, exporters and suppliers of wide range Locomotive Engine parts & Aftermarket Parts at cost effective prices. BV Engineers offers castings in fully finished condition as ready to fit parts. This saves you time, efforts and ultimately money.

[petescycleco]

2019 Suzuki Boulevard M109R B.O.S.S. On Sale $10,999.00 Was $15,149.00

This is the performance cruiser other bikes wish they were. The dark and muscular M109R B.O.S.S. has a powerful V-twin engine using some of the largest pistons in the industry - a bike that will get your adrenaline flowing whenever you ride. This 109 cubic inch engine is wrapped with aggressive blacked out styling that includes slash-cut mufflers, drag-style bars, a supplied solo seat cowl, and a distinctively shaped headlight nacelle that's uniquely Suzuki. This bike is not just about looks, as stout inverted forks, a hidden single-shock rear suspension, and an ideally designed saddle deliver responsive handling and an exceptionally comfortable ride. Performance never looked so good, or so dark.

Key Features

Choose from a pair of new, two-tone paint schemes on the 2019 Boulevard M109R B.O.S.S. - Glass Sparkle Black/Candy Daring Red scheme with black wheels or the Pearl Glacier White/Pearl Vigor Blue treatment with metallic blue wheels, matching the bike's graphics. Both high-quality color treatments visually announce that this is a serious muscle cruiser and true to Suzuki's performance heritage.

The deep, rich paint is flawlessly applied to a long, imposing muscle cruiser that's unlike any other. From the distinctive headlight nacelle to drag-style handlebars and massive 240mm wide rear tire, this motorcycle is a class of one.

The M109R's bodywork is sleek and purposeful from nose to tail and looks even sleeker when the optional tail cowl is on in place of the passenger seat.

The 109 cubic inch (1783cc), 54-degree, V-twin engine rumbles through a pair of large-diameter mufflers as it puts power through the shaft drive and down into the 240mm wide rear tire.

Similar to the brakes from a Hayabusa, the M109R's radial-mounted, dual front brakes deliver sure stopping performance. The large-diameter inverted fork and the 240 mm wide rear tire give the bike a tough, aggressive stance that also delivers a smooth, controlled ride.

Engine Features

Huge 4.4-inch (112mm) forged aluminum-alloy pistons. These are one of the largest reciprocating gasoline engine pistons being used in any production passenger car or motorcycle, while featuring a race-proven design to reduce friction and inertial mass.

The 109 cubic inch (1783cc), eight-valve, DOHC, 54-degree, liquid-cooled, V-twin engine is designed to produce a massive tractable power and responsive torque.

Each of the large cylinders is lined with Suzuki's race proven SCEM (Suzuki Composite Electrochemical Material) for optimum heat transfer, tighter piston-to-cylinder clearances, and reduced weight.

Suzuki Advanced Sump System (SASS), a compact dry sump lubrication system, provides reduced engine height, a lower crankshaft position and a lower center of gravity.

Suzuki's class-leading electronic fuel injection system features the Suzuki Dual Throttle Valve system (SDTV) with 56mm throttle bodies, which maintains optimum air velocity for smooth low- to mid-range throttle response.

A unique two-stage cam drive system creates a compact cylinder head design, reduces overall engine height, and creates a lower center of gravity.

A dual spark plug per cylinder ignition system is controlled by a powerful 32-bit ECM for improved combustion efficiency and reduced exhaust emissions.

A three-piece, 9.5-liter volume airbox (with dual intakes) includes two pleated fabric air cleaner elements located on both sides of the engine.

The two-into-one-into-two stainless steel blacked out exhaust system features Suzuki's digitally controlled SET (Suzuki Exhaust Tuning) system for optimum engine performance and a powerful V-twin sound.

Sculpted engine features blacked out engine covers that complement the visually striking cylinders with symmetrical, highlighted cooling fins.

Low-maintenance shaft drive is clean-running and has minimal torque reaction as it efficiently transmits power to the massive 18-inch rear tire.

A wide-ratio, constant-mesh five-speed transmission features a high fifth gear ratio for relaxed highway cruising.

Chassis Features

A high-tensile steel double cradle frame is built to comfortably handle all the power and torque while delivering agile handling and a plush, smooth ride.

The massive, low-profile 240/40 x 18 is the widest rear tire ever used on a Suzuki motorcycle.

Blacked out, inverted front forks feature race-proven cartridge internals with 46mm stanchion tubes and provide 5.1 inches of smooth wheel travel.

Cast aluminum alloy swingarm works with a progressive linkage and a single rear shock absorber; adjustable spring preload to suit rider and passenger weight.

Twin front fully floating disc-brakes with dual-piston calipers and a single-disc rear brake with a single dual-piston caliper are ready to haul the bike down from speed.

Flat-bend, drag-style handlebars are mounted on pull-back risers to be positioned within a short distance from the seat to improve the rider/machine interface, aiding comfort and control.

The long-stretch fuel tank holds a full 5.2 gallons of fuel (4.9 gallons for California model).

Tank-mounted analog speedometer and LCD odometer, dual trip meters, fuel gauge and, clock.

Instrument cluster including a digital tachometer, gear position indicator, and LED indicator lights is integrated into the top of the headlight cowl.

Both rider and passenger seats are made for comfort, as they allow freedom of movement, accommodate riders of different sizes, and are well cushioned.

A sporty solo-seat cover (included) can be quickly swapped for the passenger seat for an even more aggressive look or for use on solo rides.

The M109R B.O.S.S. (Blacked Out Special Suzuki) features the following: • Blacked out exhaust system, clutch cover, magneto cover, cylinder head covers, air cleaner cover, and final drive case. • Blacked out handlebars, clutch and brake levers, handlebar switch cases, rearview mirrors, fuel tank/instrument cover, front and rear wheels, front and rear brake calipers, frame side covers, rear fender stays, sidestand, steering stem clamps, and front forks.• Clear tail light and turn signal lenses.

Clear tail light and turn signal lenses.

Additional Features

Genuine Suzuki accessory options for the M109R B.O.S.S. include a black-finish engine guard set and trim-fitting, functional saddlebags.

A variety of Genuine Suzuki Accessories for Boulevard owners are available, including a large selection of Suzuki logo apparel.

12-month limited warranty. Longer warranty coverage period with other benefits are available through Suzuki Extended Protection (SEP).

Engine

Engine: 1783cc, 4-stroke, liquid-cooled, DOHC, 54°, V-twin

Bore x Stroke: 112.0 mm x 90.5 mm (4.409 in. x 3.563 in.)

Compression Ratio: 10.5:1

Fuel System: Suzuki fuel injection with SDTV

Starter: Electric

Lubrication: Wet sump

Drive Train

Clutch: Wet multi-plate type

Transmission: 5-speed constant mesh

Final Drive: Shaft drive

Chassis

Suspension Front: Inverted telescopic, coil spring, oil damped

Suspension Rear: Link style, solo shock, coil spring, oil damped

Brakes Front: Disc brake, twin

Brakes Rear: Disc brake

Tires Front: 130/70R18 M/C 63V, tubeless

Tires Rear: 240/40R18 M/C 79V, tubeless

Fuel Tank Capacity: 19.5 L (5.2 US gal.) / CA model: 18.5 L (4.9 US gal.)

Color: Pearl Glacier White/Pearl Vigor Blue or Glass Sparkle Black/Candy Daring Red

Electrical

Ignition: Electronic ignition (transistorized)

Spark plugs: NGK CR8EK or DENSO U24ETR

Headlight: 12V 60/55W H4

Tail Light: LED

Dimensions

Overall Length: 2450 mm (96.5 in.)

Overall Width: 875 mm (34.4 in.)

Overall Height: 1130 mm (44.5 in.)

Wheelbase: 1710 mm (67.3 in.)

Ground Clearance: 130 mm (5.1 in.)

Seat Height: 705 mm (27.8 in.)

Curb Weight: 347 kg (764 lb.)

Warranty

Warranty: 12 month unlimited mileage limited warranty

Extension: Longer warranty coverage period with other benefits are available through Suzuki Extended Protection (SEP).

from Blogger https://ift.tt/2FdCHl1 via Motorcycle Dealer Maryland

[eliteluxuryrentalss]

The Illustrious Pre-War 1939 Lagonda V12 Drophead Coupe is Finally For Sale

The most technologically advanced motor car is officially for sale! The captivating pre-war 1939 Lagonda V12 Drophead Coupe which inherits a rich patrimony of design, initially debuted in prototype guise at the October 1936 Olympia Motor Show, a year before its actual launch.

Engineered by a team of ex-Rolls-Royce employees including Walter Owen Bentley, Stuart Tresillian and Charles Sewell – the Lagonda V12 incorporates a clean sheet design, melding deluxe limousine refinement with impeccable sportscar performance through a substantial cruciform-braced box-section chassis.

The Illustrious Pre-War 1939 Lagonda V12 Drophead Coupe is Finally For Sale

As the world’s first production car to feature an overhead camshaft V12 engine, the Lagonda boasts a sophisticated unequal-length wishbone, independent front suspension actuated via unusually long torsion bars and special shackle pins that help obviate a side thrust on its semi-elliptic rear leaf-springs. Other features include, an impressive Marles steering box, Salisbury hypoid rear axle and twin master cylinder Lockheed hydraulic drum brakes – which boosts both handling and stopping power, immensely.

Composed of Chromidium, Duralumin, steel, aluminium, and phosphor-bronze, each and every component of the V12 was meticulously selected and tested to achieve maximal results and flawless performance under all condition – making it one of the fastest supercars of its generation, with the capacity to cover a distance of 101.5miles per hour.

With an astonishing track record of finishing 3rd and 4th in the 1st and 2nd class Le Mans Race, the Lagonda V12 is arguably the most desirable British grand tourer of its era – having passed through the hands of numerable factories and automobile enthusiasts, this legendary coupe eventually found its way into the Hollinshead family who barn stored it in protective wax for forty years.

The Lagonda V12 was since disassembled for the first time in July 2006, by Alfred Hill MBE. Overhauled with new crankshafts, con-rods, forged pistons, and camshafts, sourced from Farndon Engineering, Arias, and LMB Racing, the engine was also treated to an unleaded fuel conversion, replacement timing chains, fresh bearings, plus a refurbished starter motor and dynamo.

Coupled with a rejuvenated suspension, brakes, fuel system and wiring, the V12 was retrimmed in Dark Blue leather with a matching mohair hood by J. Krych, while its interior was enhanced with an European walnut dashboard and door capping.

Featuring the fully-functioning, ingenious mechanism which secures the door in two planes and a ‘disappearing’ rear luggage rack – every ‘nut and bolt’ underneath has been checked and tightened. The pre-war 1939 Lagonda V12 Drophead Coupe will be up for sale for an estimate of £300,000 to £400,000 at the next H&H Classics sale at Duxford on March 18th 2020.

The post The Illustrious Pre-War 1939 Lagonda V12 Drophead Coupe is Finally For Sale appeared first on LUXUO.

from Cars and Bikes – LUXUO https://ift.tt/35uO0w7 via IFTTT

[bvengineers-blog]

Steel Casting Supplier and Manufacturer USA

BV Engineers is one of the reputed and well established manufacturers of Steel and Alloy Steel Castings Supplier in USA. The United States has one of the foremost Steel Casting Manufacturer in the world, and supplies several global vehicle and automobile parts manufacturers, ALCO EMD Engine Parts, Compressor Parts and High Alloy Casting Manufacturer also.

Steel Casting Supplier USA provides Cast Iron, Heat Resistance Steel, High Alloy Steel, and High Chrome Steel Casting for various industries. It aims to maintain exceptional value for their clients and Self Evaluation, the dedication towards its clients to climb the success ladder. . BV Engineers have been servicing customers from a wide range of industries in USA and abroad.

BV Engineers Steel Casting Supplier USA manufactures and exports an extensive range of Steel Casting at cost effective prices. They are offering a wide range of compressor spares for various makes and models; specialize in Crankshafts, Pistons and Piston rings, Valve plates, Valve assembly etc.

Do you Know story behind success of BV Engineers? With a burning desire to succeed, the company have goal to be the dependable and preferred supplier in the Steel Casting industry USA. They have mission is to provide quality results to the railway engines Parts on the cutting edge technology.

Steel Casting Manufacturer USA offer Steel Casting in fully finished condition as ready to fit parts. This saves you time, efforts and ultimately money. The major categories of manufactured and engineering products being exported from USA to other Countries are Castings & Forgings, Engine Liners, Valve Train components, Gaskets, Liners, Oil pumps, Gears, Connecting rods.

BV Engineers USA provides a qualitative range of Mud Pumps, which are hugely used in waste water management, agriculture, construction, and many other industries. We made high range of products using the premium grade raw materials. We made these steel Castings as per customer’s and industry's specification.

For more info you can visit our website or above given link…

[fitnessexpert00-blog]

Fitbitters of the world, unite! How the Soviets invented fitness tracking

New Post has been published on https://fitnessqia.com/must-see/fitbitters-of-the-world-unite-how-the-soviets-invented-fitness-tracking/

Fitbitters of the world, unite! How the Soviets invented fitness tracking

Health and fitness monitoring devices promise a future of good health and pre-emptive diagnosis. Not to mention reduced (for some) insurance premiums. So what connects our new obsession with personal productivity with the dogma of Trotsky, Lenin and Stalin?

At this years Ars Electronica festival in Linz, Austria, I happened upon a robot made of hacked and 3D-printed surgical components that can perform DIY keyhole surgery. Its builder, the Dutch artist Frank Kolman, was inspired by YouTube videos in which impoverished hackers and makers, largely without insurance, share medical tips and tricks. No money for bridgework? Try Sugru moldable glue.

A revolution is afoot in medicine. And like all revolutions, it is composed of equal parts inspirational advance and jaw-dropping social catastrophe. On the plus side, there are the health and fitness promises inherent in the artefacts of a personal health surveillance industry all those Jawbones and Fitbits and Scanadu Scouts, iPhones and Apple Watches that promises to top $50bn in annual sales by 2018. The devices arent particularly accurate (yet), and more than half of them end up at the bottom of a drawer after six months. Still, DIY devices are already spotting medical problems before their users do, raising the likelihood of a future in which illness and medical conditions are treated long before the patient gets sick.

On the minus side, there is Kolkmans terrifyingly practical robot, and its promise of a future in which DIY medicine is the only medicine the ordinary individual can afford. The sunny west coast self-reliant rhetoric of the making and hacking and quantified self movements disguise the disturbing assumption that they can be a substitute for civic life.

We have been here before. Not much more than a century ago the Russian empire was a ramshackle agglomeration of colonies, held together by military force and hooch. There were no institutions for reformers to reform: no councils, no unions, no guilds, no professional bodies, few schools, few hospitals worth the name; in many places, no roads.

The Fitbit. Photograph: Fitbit

The responsibility for improvement and reform inevitably fell on the individual. Utopia was a personal quest in Nikolay Chernyshevskys novel What Is to Be Done? according to Lenin, the greatest and most talented representation of socialism before Marx. Even more hysterical, Tolstoys The Kreutzer Sonata prefers the prospect of human annihilation to its current unreformed (read: lustful) condition. Outside the library and drawing room, pre-revolutionary Russia floundered in a sea of cults, from machinism and robotism to primitive reticence, antiverbalism, nudism, social militarism, revolutionary sublimation, suicidalism One outfit called itself the Nothing, its members neither writing, reading or speaking.

Into this stew came the railways and the clock and all of a sudden self-regulation became easy and practical. In Leningrad in 1923, a theatre critic, Platon Kerzhentsev, founded the League of Time, in order to promote time-efficiency. Eight hundred time cells were set up in the army, factories, government departments and schools. The Timists carried chronocards in order to monitor time-wasting, wasted motion and lengthy speeches. Without watches, they tried to guess the passage of minutes and hours, and were awarded medals for spontaneous time discipline. They kept meticulous diaries of their every daily action. Lenin had the leagues personal productivity posters pasted up on the wall behind his desk.

Man will finally begin to really harmonise himself, Leon Trotsky prophesied in 1922: He will put forward the task to introduce into the movement of his own organs during work, walk, play the highest precision, expediency, economy, and thus beauty.

The poet Alexei Gastev whose forbidding toothbrush-moustache and crew cut concealed a lot of mischief took Trotsky at his word. He built a social-engineering machine. This giant structure of pulleys, cogs and weights was a thing of no fathomable use whatsoever, yet Gastev insisted that a few hours workout would turn you into a new kind of human being. He rolled these machines out across the young Soviet Union, as a sort of mascot for his Central Insitute of Labour which, with Lenins personal backing, taught peasant workers how to behave in modern factories. A class at the Central Institute of Labour was a sort of drill practice: pupils stood before their benches in set positions, with places marked out for their feet. They rehearsed separate elements of each task, then combined them in a finished performance. (Judging by the sheer popularity of the classes, and the speed of the institutes expansion, the classes must have been quite enjoyable.)

Bernsteins kymocyclograph. Photograph: HANDOUT

Joining Gastev at the beginning of his career was the young Nikolai Bernstein, whose childhood spent assembling radios and building models of steam engines and bridges, set him in good stead when it came to mechanically registering the movements of the human body. He developed a high-speed camera called the kymocyclograph. The shutter, a round plate with holes in it, rotated before the camera lens, so that the photographic plate would record multiple images, each exposed a fraction of a second after its neighbour. (Motion-capture cinema, VR and all the other technologies that keep Gollum actor Andy Serkis on the talkshow circuit begin here.)

By the end of these studies, Bernstein had good evidence that motion could not be a simple matter of Pavlovian reflexes. His more nuanced model of motor responses amounted to a fully fledged theory of cybernetics, decades before Norbert Wiener coined the term in 1948.

The early Soviet Union gathered unprecedented amounts of data on human motion, fitness, behaviour and genetics, making it a world leader in the field. A new kind of human being healthy, fit, psychologically integrated and free of heritable disease seemed, for a few heady days in the 1920s, an achievable aspiration.

Then, in 1927, a miner called Alexey Grigoryevich Stakhanov went to work in a mine. He was no superman, but he was energetic and intelligent, and he could see ways of organising his work crew to increase the amount of coal they were able to dig in a single shift. On 31 August 1935, it was reported that he had mined a record 102 tonnes of coal in four hours and 45 minutes 14 times his quota. Barely three weeks later, on 19 September, Stakhanov and his crew more than doubled this record.

Alexey Stakhanov explains his system to a fellow miner, 1936. Photograph: Universal History Archive/UIG via Getty Images

Others rushed to follow Stakhanovs example, and newspapers and newsreels across the Soviet Union celebrated their efforts. In Gorky, a worker in a car factory forged nearly 1,000 crankshafts in a single shift. A shoemaker in Leningrad turned out 1,400 pairs of shoes in a day. On a collective farm, three female Stakhanovites proved they could cut sugar beet faster than was thought humanly possible. Such workers were awarded higher pay, better food, access to luxury goods and improved accommodation. Stakhanovism soon became a mass movement. In factories and even in scientific institutes, wrote the American psychologist Richard Schultz, the workers names may be posted on a bulletin board opposite a bird, deer, rabbit, tortoise or snail relative to the speed with which they turn out their work. A great deal of prestige is attached to the shock brigade worker.

For as long as human beings labour for others, their lot will improve only so far as their productivity rises. Investment beyond this point makes no sense. The Soviet Union of the 1920s was an impoverished state dotted with institutes of labour, health and maternity clinics, mental health services, housing offices and countless censuses. Coming to power at the end of the decade, Joseph Stalin replaced all this social engineering with, well, engineering. Magnitostroi, which is still the largest steelworks in the world, housed its workers in tents downwind of the chimneys. The construction of the White Sea Canal cost 12,000 lives around a 10th of the workforce.

Drunk as we are on the illusion of personal control, we should remember that data trickles uphill toward the powerful, because they are the ones who can afford to exploit it. Today, for every worried-yet-well twentysomething fiddling with his Fitbit, there is a worker being cajoled by their employer into taking a medical test. The tests are aggregated and anonymised, and besides, the company is giving the worker a cut of the insurance savings the test will make. So wheres the harm?

Joseph Stalin: imagine how he could have exploited your Fitbit data Photograph: Hulton Getty

Well, for a start, anonymising data is incredibly hard to do. The bigger the datapool, the easier it is to triangulate data sets and home in on an individual. And while people can get thrown in jail for this sort of thing, algorithms are a lot harder to police. Has the computer said no to your mortgage application? Well, sorry, but there may simply be no human to blame: the machine has figured things out on its own.

An even bigger worry is the way that, in our smartphone-enabled and meta-data-enriched world, complete knowledge of human affairs is becoming increasingly possible, making redundant the entire gamble of insurance. At that point the scope for individual self-determination shrinks to zero and we are living in the world of Andrew Niccols excellent 1997 film Gattaca.

Unregulated wellness programmes are begging to be used as tools of surveillance, and thats not because anybodys actually doing anything wrong. Its because we have taken control of our own data, while at the same time forgetting that data ultimtely belongs to whoever can make the most use of it.

And it need not even be a problem, unless the class in power decide to replace social engineering with, well, engineering, health services with making and hacking, and civic societies with a desert, littered with the grinning skulls of people who aspired to west-coast radical self-reliance and failed.

Stalin and the Scientists by Simon Ings, is published by Faber & Faber (20).

Read more: http://www.theguardian.com/us

[robertkstone]

2020 Chevrolet Silverado HD Tech: Seven Pub-Ammo Bullet(Point)s

It may be the year of the pig in China, but in the U.S. it’s the year of the heavy-duty pickup. Ram yanked the silk off its 2500/3500 models at the Detroit show, GMC and Ford followed a few weeks later (being coy about some of their numbers), and now it’s Chevy’s turn. Here are seven rounds of “pub ammo” to arm you for your next barroom session of big-truck smack-talking.

Read our 2020 Chevrolet Silverado HD First Look right here!

Small Block Gasser

On paper this new engine looks kind of like a light-duty 6.2-liter that’s been stroked from 92 to 98mm, but it features numerous structural enhancements. The biggie is replacing aluminum in the block with gray cast iron. The crankshaft is made of forged steel and the connecting rods forged of powdered metal. Stronger “hyper-eutectic” pistons deliver 10.8:1 compression (down from 11.5:1 in the light-duty’s 6.2), and direct fuel injection is used. The camshaft supports fixed-overlap variable valve timing, but (at least for now), there’s no cylinder deactivation system. A 28.0-inch cooling fan, up by 2.5 inches from before—is driven by a larger 1-inch-diameter water pump shaft (interestingly, Chevy claims no 12-volt electric fan is powerful enough).

6L Duramax Diesel

Most alterations made to the diesel involve recalibrating it to work with the new 10-speed automatic, but there have been a few reinforcements to enable the 52-percent bump in towing. The cylinder-head gaskets are strengthened, the oil cooler gets 19 cooling plates (five more than before), and the turbocharger is reconfigured to enable 14 percent more “Jake Brake” engine braking. A new after-run feature allows the engine to restart and remain running for up to 15 minutes after the driver switches off and locks the truck in order to fully cool down following a particularly rigorous drive.

GM/Allison 10-Speed

This transmission is built by GM, and the design leverages the same arrangement of planetary gears, clutches, and brakes as the one jointly developed by GM and Ford. But the development and durability testing was all handled by Allison Transmissions, which specializes in automatics for ultra-heavy-duty commercial and defense vehicles. As such, this transmission may have ended up a wee bit too strong (and possibly too expensive) for use with the gas engine. Relative to the Silverado 1500’s 10-speed, the Allison’s first two ratios are 3 to 4 percent taller; the rest are very close, and the overall ratio spread is 7.20 versus 7.34.

6L90 6-Speed

Gas-powered HDs get the same six ratios you’ll find in the 1500’s 6L80 transmission, but the torque converter is strengthened. It borrows technology from the diesel converters, and each of the transmission’s internal multi-plate clutch packs adds the clamping force of one extra friction and steel plate.

4-Auto Transfer Case Mode

Just like the 1500s, the HD can be programmed to engage its 4-Hi mode when wheel-slip is detected, reverting to 2-Hi mode when traction is regained. This potentially saves some fuel during normal running and also prevents the axle-bind that results when making sharper turns with the front and rear axles locked together in 4-Hi mode. Some transfer case internals had to be reinforced to make this feature possible on the new HDs.

Driveline Beef

GM claims its trucks can deliver all 910 lb-ft of peak diesel torque to the ground in first and second gears thanks to such reinforcements as a new 5-inch-diameter aluminum one-piece drive shaft (up from 3.5 inches and two pieces). The largest available ring gear in a 1500 (11.5 inches) is now the smallest HD one, and a 12.0-inch gear shoulders the load in max-towing-spec trucks. There’s an extra frame crossmember, and the crossmembers that support the fifth-wheel/gooseneck hitches are redesigned to be lighter and stronger. The corrosion protection is also improved to outlast the typical 12-year ownership period, with the primed and painted frame being dipped in a new wax-based material and with key fasteners getting new coatings that prevent corrosion where they join parts.

Unitized Cab/Nose

The T1-generation HD assembly process needed a major rethink because of the newly unitized cab and front end. Much of the equipment that mounts to the firewall, engine, or front of a pickup truck chassis is typically installed after the “marriage” of the cab and chassis but before the fenders, hood, and front radiator-support structure get bolted on. This new generation integrates all those parts, rendering the engine compartment largely inaccessible after the “marriage,” so those operations all had to be moved upstream on either the body or chassis side. The benefit is improved fit/finish and body rigidity.

IFTTT

[forblogmostly]

Balu Forge Industries Limited has won an order to supply Powertrain Sub-assemblies

Balu Forge Industries Ltd (BFIL) is excited to announce that it has secured a substantial trial order to provide Powertrain sub-assemblies to a Middle Eastern tractor manufacturer. This contract is a testament to the superior quality of BFIL’s products and its dedication to providing innovative solutions that meet the changing needs of the agricultural industry.

Under the terms of the contract, BFIL will supply a variety of powertrain sub-assemblies for engines that will power a range of tractors. Initially, the trial order consists of 10,000 sets of sub-assemblies, with the potential to increase to over 50,000 per year. BFIL has already started fulfilling the order and anticipates generating additional revenues in the upcoming quarters.

This order win aligns with BFIL’s strategic initiatives to expand its presence in the international market while broadening its product offerings. It also represents BFIL’s entry into powertrain sub-assembly production and supplies, laying a strong foundation for the company to add sub-assemblies for new energy vehicles to its product mix in the near future.

The management team of Balu Forge Industries Ltd expressed their delight at being selected as the supplier of Powertrain sub-assemblies to the Middle Eastern tractor manufacturer. They believe that BFIL’s half engine and assemblies will meet the customer’s standards and exceed their expectations, establishing a long-term, successful partnership with them. The order is expected to support BFIL’s long-term growth plans and generate healthy EBITDA margins.

In addition, BFIL is dedicated to providing its customers with the best possible products and services. This order is a testament to the company’s continuous efforts to achieve excellence in all aspects of its business, from product design to execution.

BFIL is committed to innovation and growth and aims to serve its customers with the utmost levels of quality, reliability, and customer service.

About Balu Forge Industries Ltd: Balu Forge Industries Ltd (BFIL) was established in 1989 and specializes in the production of fully finished and semi-finished crankshafts and forged components. Its manufacturing capabilities allow for the production of components conforming to both new emission regulations and new energy vehicle standards.

BFIL has a fully integrated forging and machining production infrastructure, offering a diverse product portfolio ranging from 1 kg to 500 kg. With the capacity to produce 5,000 tons of forged components per month and an annual capacity to manufacture 360,000 crankshafts, the company has established itself as a prominent player in the industry.

BFIL’s global presence is strengthened by its 80+ distribution networks, operating both domestically and in the export market. Its customers include renowned suppliers and manufacturers of light vehicles, agricultural equipment, power generation equipment, commercial vehicles, off-highway vehicles, ships, locomotives, and other industries such as defense, oil and gas, railway, marine, and more.

[baluindustries3]

Balu Forge - Company Overview

Balu has become a name symbolising quality & excellence in the field of crankshaft manufacturing since its inception in 1990. Our inhouse capability & state of the art automotive engineering enables us to manufacture any type of crankshaft in a large range of applications namely Automotive, Agricultural, Marine & Industrial. We have developed a very extensive range of forged crankshafts for leading Original Equipment Manufacturers within India and the rest of the world & a strong aftermarket presence in over 80 countries.

The ISO/TS16949:2009 accreditation of our units in 2012 by TUV Nord Cert Gmbh added to our competitive edge making Balu one of the very few companies to have this accreditation in the field of manufacturing crankshafts.

Balu is now an avant-garde manufacturer of fully finished and semi-finished forged crankshafts and other Forged Components. Our incremental innovation & continuous strive to improve has awarded us by making us the only company to have the capability to manufacture components conforming to the New Emission Regulations & the New Energy Vehicles

The manufacturing of the components is done with the latest equipment, instruments, technologies and highly skilled workforce which provide exceptional control over the entire process of manufacturing & strict adherence to Six Sigma & 8D disciplines. Balu is the supplier of choice of major OEMs not only in India but around the world due to our technological advantage and the highest standards of quality in the industry. All the components are manufactured to exact O.E specifications and on CNC lines, to ensure precision at every stage.

Balu has continually strived to broaden our manufacturing base and with the acquisition of the state-of-the-art machining lines from Poland in the year 2006 and as recently as 2011 from France, our capability has expanded to produce crankshafts up to 2.5 meters in length and installed capacity has increased to 30,000 fully finished crankshafts per month.

To know more: https://www.baluindustries.com/

[itsworn]

Eat Your Heart Out Ferrari! This 1971 Camaro is the Only Exotic We Need

F-Body Elegance

In a world of Camaros, this one stands out. And of course it should, because Bob Schumacher doesn’t build boring cars. He and the team at Vintage Fabrication have churned out some truly amazing muscle cars and hot rods over the years, but this 1971 Camaro may be the feather in their cap.

The car’s owner, Gary Fish, came to Schumacher with a vision of a one-off Camaro, inspired by Dave Leisinger’s “The Professor” Camaro, built by Roger Burman. Fish wanted an uber-custom split bumper of the same caliber, and the hunt was on for the perfect canvas for the build.

At the Springfield, Missouri Street Machine Nationals, Schumacher found the perfect specimen. It was a ’71 Camaro, with an anemic 6-cylinder power plant, but a perfect, rust-free body. They brought it back to the shop, and before long, it was stripped down, anesthetized, and sent into surgery.

“It was a sin to cut the perfect floors out of it to drop [the body] over the Roadster Shop Elite chassis,” said Schumacher. “But it worth it! The handling and the ride are super!”

The bodywork was the biggest, most custom undertaking of the project with three sets of Dynacorn reproduction fenders required per side (2 outer fenders plus an inner fender) to achieve the 3in bow, necessary to clear the massive 285mm tires in style. The quarter panels were also stretched to tuck massive 345mm rubber. None of the body modifications are for looks alone, striking as they are. They are fully functional and allow the body to clear the tires across all steering and suspension travel. Even more impressive, there is no composite work in the car. Every panel is delicately crafted from steel, a painstaking process that took the team at Vintage Fabrication two years to complete. The finished, hand-sculpted body was sprayed in Axalta Klassik Silber (German for classic silver), a Porsche 918 factory color, by Carrender Collision.

With as much custom love as the Camaro shell received, the chassis needed to be equally esteemed in form and function. A Roadster Shop Elite Billet series chassis fit the bill perfectly and offered the performance envelope necessary for Fish and Schumacher’s combined vision. The chassis trucks under the Camaro, taking the stress off the factory unibody and adding a massive increase in rigidity and geometry improvement.

Filling out the chassis hardware lineup are Penske Racing double-adjustable coilovers, a Roadster Shop splined swaybar, custom billet-aluminum control arms, billet aluminum spindles, and a rack-and-pinion steering system. Braking is handled by equally capable Wilwood 14-inch rotors with six-piston calipers pressurized by dual Wilwood manual master cylinders. Rolling stock consists of Forgeline wheels spec’ing out at 18- by 10-inches front, and 18 by 20-inches rear. Michelin Pilot Sport rubber meets the road. The steamroller-sized wheels, according to Schumacher, were the starting point for the build and the car was built around them. The process delivered massive grip without any pesky tire rub.

With both the body and chassis boxes checked on the build sheet, it was time to install a drivetrain that would round out the package in an equally head-turning manner. The engine build began with a Chevrolet Performance LSX block with a 4.125in bore. Diamond pistons filled the holes, and a forged 4.00-inch crankshaft totaled displacement out at 427ci–a great number for any Chevrolet. Shawn Mercer of Mercer Machine handled machine work and assembly of the engine, which was topped with a set of PRC 260cc cylinder heads from Texas Speed, and stuffed with a Cam Motion hydraulic-roller cam. That recipe was one for serious power, but the team didn’t quit there. Upping the ante further are Nelson Racing Engines twin, 72mm mirror-image turbochargers that feed into a captivating Ozmo Engineering twin-plenum manifold. Twin Holley fuel pumps feed 80lb Daetschwerks injectors and the whole whizbang induction system is controlled by Holley Dominator EFI. Tuning was performed expertly by Robin Wright.

In fact, the EFI isn’t the only clever institution of electronics in the Camaro. Under the dash, it plays host to a full complement of traction control, boost control, a valet switch (disguised as a headlight switch), and several different tunes switchable via the Holley Digital Dash. Of course, there’s a solid sound system, by Pioneer Audio, providing cruising tuneage.

Backing up the potent engine is a Bowler 4L80E transmission with a 2,600-stall torque converter, its shifts augmented by a COMPUSHIFT paddle shift setup, mounted on the steering wheel.

Torque from the burly 4L80E is sent by means of an aluminum driveshaft to a Roadster Shop-designed independent rear suspension. The center section comes from Strange Engineering and uses 9inch Ford style gears (3.55:1 in this case) and the outer CV axles are based on C5 Corvette running gear. The shafts are uprated for the amount of grunt the engine can deliver and a Strange Engineering Posi ensures both tires serve their purpose admirably.

Inside, the car is as custom as the exterior would suggest. Recovered Recaro seats keep Fish’s hindquarters firmly planted in black leather and a custom rollbar keeps all occupants safe. A dash and console kit from Modern Interiors adds some new-age flare and much needed storage that ‘70s cars are notoriously lacking. Also included is air conditioning by Vintage Air, and a navigation system by Pioneer. All of the modern electronics are powered by a custom, hand-loomed wiring system by Ron Wright. The finishing touch is a start button, designed by Vintage Fabrication. It adds the perfect amount of supercar flare to what could be the ultimate exotic pony car.

The post Eat Your Heart Out Ferrari! This 1971 Camaro is the Only Exotic We Need appeared first on Hot Rod Network.

from Hot Rod Network https://www.hotrod.com/articles/eat-heart-ferrari-1971-camaro-exotic-need/ via IFTTT

[olivereliott]

This CB750 took three years to build—and it’s perfect

As soon as we laid eyes on this Honda CB cafe racer, we knew there was more to it than meets the eye. Mods like the mono-shock rear end and sleek bodywork had us curious—but the story behind the project turned out to be equally remarkable.

The Honda belongs to Mirko Messner, who builds under the moniker MessnerMoto. Mirko lives in Belgrade, Serbia, where he holds down a nine-to-five as a mobile app developer. He only worked on the CB750 after hours, so it took him a whopping three years to complete. And it’s his first build.

Then there’s how he built it. With limited time and hardware available, Mirko admits that he outsourced CNC machining, 3D printing and fabrication work to over 20 different individuals and companies—creating a few new friendships along the way.

To get that right and still maintain total creative control, he first taught himself 3D modeling software and researched mechanical engineering principles, before meticulously designing each part.

So Mirko acted as creative director, parts designer and project manager, and put everything together as the components rolled in. But he handled the mechanical duties himself, rebuilding the 1977-spec motor and boosting it with trick internal upgrades.

Inside you’ll find forged Wiseco pistons, bringing the capacity up to 836cc. There’s also a lightened and balanced crankshaft, a lighter flywheel from an 2009 Yamaha R6, and forged connecting rods. The full list is extensive, but other highlights include ported and polished heads, upgraded valves and springs, and a race cam.

The primary and cam chains are running on fully custom-made tensioners and sliders, CNC and laser cut from PA 4.6 polyamide plastic. Mirko says the mod has eliminated unwanted noise, upped power and given him more control over timing.

There’s also a new ignition system running four preprogrammed timing curves, which the rider can select via hidden switches. Even the oil pump rotors are upgraded, custom-made units.

A set of Mikuni RS34 race carbs sucks air through a custom filter setup. And when designing the exhaust system, Mirko had wooden bucks laser cut to spec; the final headers were then hand bent from stainless steel using the bucks.

The mufflers are custom too, and the whole system hangs off hidden mounting points on the frame. All in all, Mirko reckons there’s about 90 horses at the rear wheel now.

Naturally, the CB750’s also sporting a brand new electrical system. A Motogadget m.unit 2.0 is packed into a box underneath the seat, along with two Lithium-ion batteries. There’s a Motogadget dash up top too, but more notably there’s also a full complement of sensors in play, so that data like engine temperature, and oil temperature and pressure are on hand.

The charging system’s also been upgraded to a Yamaha R6 model; the engine cover on the alternator side had to be modified for everything to fit. For lighting, Mirko installed a 45w LED headlight with integrated turn signals up front, with custom-built taillight and turn signal combos embedded in the frame tubes out back.

Mirko has thankfully upgraded the chassis to match the Honda’s newfound performance. For starters, he’s ditched the forks for a set of upside-downs from a 2007 Suzuki GSX-R 750, attached via custom triples.

Then there’s that mono-shock rear end arrangement—built around a 1981 CB900 swing arm with a custom brace. The shock itself is an Öhlins unit from a Yamaha R1, but Mirko had the spring chrome plated.

The 18” front wheel is a one-off, featuring a custom-machined aluminum hub and rim, and laced with stainless steel spokes. It’s hooked up to the GSX-R’s brake calipers and Brembo rotors.

Out back, Mirko fitted the 18” wheel and disc brake from a KTM Adventure 1290R, along with its braking system, a Brembo rotor and a custom-designed rear brake mount. Both the front and rear sprockets are—you guessed it—custom.

All the CB750’s original bodywork’s now in the bin. There are fluid new shapes from front to back, with a new headlight bucket, tank and tail. Again, all were crafted from wooden bucks, which a metal-shaper then used to hand-form new parts from aluminum.

The seat hump is actually the oil tank, and if you look closely you’ll spot matching caps for it and the gas tank. The seat pan was cast using a mold based off a 3D printed model, then covered in faux leather. Embossed in the leather is the only MessnerMoto logo throughout the entire build.

The frame was trimmed at the back to match the new seat, then repainted in a semi-gloss black. Everything was else was left with a raw brushed finish, except for the 3D printed parts—which are clear-coated to protect them from UV rays.

There are fenders at both ends, 3D printed from reinforced ABS plastic. The front fender’s brace was 3D printed too, along with the headlight mounts, but both are supported by carbon and stainless steel bits.

There are yet more custom-designed parts rounding out the Honda, including the clip-ons, controls, switches, and throttle body. The rear-set foot controls are actually from Tarozzi, but they’re mounted on bespoke brackets.

It’s clear that a staggering amount of thought, hard work and love went into this CB-based café, making it one of the best examples of the genre that we’ve come across. Here’s hoping we won’t have to wait another three years for the next MessnerMoto project.

MessnerMoto | Instagram | Images by Boris Jovanovic

[apsbicepstraining]

Fitbitters of the world, unite! How the Soviets developed fitness tracking

Health and fitness monitoring devices predict a future of good health and pre-emptive diagnosis. Not to mention shortened( for some) insurance premiums. So what connects our new obsession with personal productivity with the dogma of Trotsky, Lenin and Stalin?

At this years Ars Electronica festival in Linz, Austria, I happened upon a robot make use of hacked and 3D-printed surgical components that can perform DIY keyhole surgery. Its make, the Dutch creator Frank Kolman, was inspired by YouTube videos in which impoverished intruders and makers, mainly without assurance, share medical tips-off and maneuvers. No money for bridgework? Try Sugru moldable glue.

A revolution is afoot in drug. And like all changes, it is composed of equal characters inspirational betterment and jaw-dropping social tragedy. On the plus area, there are the health and fitness predicts inherent in the artefacts of a personal health surveillance manufacture all those Jawbones and Fitbits and Scanadu Scouts, iPhones and Apple Watches that promises to top $50 bn in annual marketings by 2018. The designs arent particularly accurate( yet ), and more than half of them end up at the bottom of a drawer after six months. Still, DIY designs are already spotting medical problems before their customers do, heightening the possibilities of a future in which illness and medical conditions are treated long before individual patients goes sick.

On the minus line-up, there is Kolkmans terrifyingly practical robot, and its predict of a future in which DIY medicine is the only medicine the everyday soul can render. The sunny western coast self-reliant hyperbole of the making and hacking and quantified self crusades disguise the perturbing assumption that they can be a substitute for civic life.

We have been here before. Not much more than a century ago the Russian empire was a ramshackle agglomeration of colonies, held together by military force and hooch. There “werent any” institutions for reformers to reform: no committees , no organizations , no guilds , no professional bodies, few academies, few hospitals worth the name; in numerous regions , no roads.

The Fitbit. Photograph: Fitbit

The responsibility for improvement and reform unavoidably fell on private individuals. Utopia was a personal pursuing in Nikolay Chernyshevskys novel What Is to Be Done ? is in accordance with Lenin, the greatest and most talented representation of socialism before Marx. Even more hysterical, Tolstoys The Kreutzer Sonata opts the prospect of human rights annihilation to its current unreformed( read: lustful) health. Outside the library and drawing room, pre-revolutionary Russia floundered in a ocean of sects, from machinism and robotism to primitive reticence, antiverbalism, nudism, social militarism, revolutionary sublimation, suicidalism One clothe announced itself the Nothing, its members neither writing, reading or speaking.

Into this stew came the railways and the clock and all of a sudden self-regulation grew easy and practical. In Leningrad in 1923, a theatre commentator, Platon Kerzhentsev, founded the League of Time, in order to promote time-efficiency. Eight hundred day cells were set up in the army, mills, departments and institutions. The Timists carried chronocards in order to check time-wasting, consumed motion and interminable pronunciations. Without watches, they tried to suspect the move of hours and hours, and were gifted honours for spontaneous hour discipline. They preserved thorough diaries of their every daily act. Lenin had the conferences personal productivity signs pasted up on the wall behind his desk.

Man will finally begin to really harmonise himself, Leon Trotsky prophesied in 1922: He will put forward the task to introduce into the movement of his own organs during study, path, play the highest precision, practicality, economy, and thus beauty.

The poet Alexei Gastev whose forbidding toothbrush-moustache and crew cut secreted a lot of misbehaviour took Trotsky at his word. He built a social-engineering machine. This giant structure of pulleys, cogs and weights was a event of no fathomable employ whatsoever, yet Gastev was of the view that a few hours workout would alter you into a new kind of human being. He rolled these machines out across the young Soviet Union, as a kind of mascot for his Central Insitute of Labour which, with Lenins personal patronage, schooled peasant employees how to behave in modern mills. A class at the Central Institute of Labour was a sort of drill practice: pupils accepted before their benches in organize situates, with regions distinguished out for their paws. They rehearsed separate elements of each task, then compounded them in a finished recital.( Adjudicating by the sheer popularity of the categorizes, and the speeding of the institutes expansion, the classifies must have been quite pleasant .)

Bernsteins kymocyclograph. Image: HANDOUT

Joining Gastev at the beginning of his job was the young Nikolai Bernstein, whose childhood invested making radios and construct models of steam machines and connections, gave him in good stead when it came to mechanically registering the two movements of the human body. He developed a high-speed camera called the kymocyclograph. The shutter, a round illustration with gaps in it, revolved before the camera lens, so that the photographic plate would enter multiple personas, each uncovered a fraction of a second after its neighbour.( Motion-capture cinema, VR and all the other technologies that remain Gollum actor Andy Serkis on the talkshow circuit begin here .)

By the end of these studies, Bernstein had good proof that motion could not be a simple matter of Pavlovian reflexes. His more nuanced simulation of engine reactions amounted to a fully fledged theory of cybernetics, decades before Norbert Wiener coined the term in 1948.

The early Soviet Union collected extraordinary quantities of data on human motion, fitness, behaviour and genetics, obliging it a leader in the field. A new kind of human being healthy, fit, psychologically integrated and free of heritable infection seemed, for a few exhilarating epoches in the 1920 s, an achievable aspiration.

Then, in 1927, a miner called Alexey Grigoryevich Stakhanov went to work in a mine. He was no superman, but he was energetic and intelligent, and he could see ways of organising his study crew to increase the amount of coal they are capable of dig in a single transformation. On 31 August 1935, it was reported that he had mined a record 102 million tonnes coal in four hours and 45 times 14 ages his quota. Just 3 weeks later, on 19 September, Stakhanov and his gang more than doubled this record.

Alexey Stakhanov justifies his system to a fellow miner, 1936. Photograph: Universal History Archive/ UIG via Getty Images

Others rushed to follow Stakhanovs example, and newspapers and newsreels across the Soviet Union celebrated their efforts. In Gorky, construction workers in a auto factory forged practically 1,000 crankshafts in a single displacement. A shoemaker in Leningrad turned out 1,400 duets of shoes in a day. On a collective farm, three girl Stakhanovites testified they could slashed sugar beet faster than was thought humanly possible. Such craftsmen were awarded higher salary, better meat, better access to luxury goods and improved adaptation. Stakhanovism soon became a mass shift. In mills and even in technical institutes, wrote the American psychologist Richard Schultz, the workers identifies may be posted on a bulletin board opposite a fowl, deer, rabbit, tortoise or snail relative to the rapidity with which they turn out their work. A great deal of prestige is attached to the shock brigade worker.

For as long as human being struggle for others, their heap will improve only so far as their productivity rises. Investment beyond this point shapes no sense. The Soviet Union of the 1920 s was an impoverished territory flecked with institutes of labour, health and maternity clinics, mental health services, dwelling places and countless censuses. Coming to power at the end of the decade, Joseph Stalin changed all this social engineering with, well, engineering. Magnitostroi, which is still the most significant steelworks in the world, lived its workers in tents downwind of the chimneys. The structure of the White Sea Canal cost 12,000 lives around a 10 th of the workforce.

Drunk as we are currently in the illusion of personal domination, we should remember that data runs uphill toward the potent, because they are the ones who can afford to employ it. Today, for every worried-yet-well twentysomething fiddling with his Fitbit, there is a worker being cajoled by their employer into taking a medical test. The experiments are aggregated and anonymised, and besides, the company is giving construction workers a section of insurance policies savings the test will reach. So wheres the trauma?

Joseph Stalin: see how he could have employed your Fitbit data Photograph: Hulton Getty

Well, for a beginning, anonymising data is unbelievably hard to do. The big the datapool, the easier it to be able to triangulate data and information and home in on an individual. And while people can get thrown in jail for this sort of happening, algorithms are a lot harder to police. Has the computer said no to your mortgage application? Well, sorry, but there may simply be no human to blamed: the machine has figured acts out on its own.

An even bigger worry is the way that, in our smartphone-enabled and meta-data-enriched nature, ended knowledge of human affairs to become more and more possible, drawing redundant the entire play of insurance. At that part the scope for individual self-determination shrivels to zero and we are living in the world of Andrew Niccols superb 1997 movie Gattaca.

Unregulated wellness programmes are asking to be used as tools of surveillance, and thats not because anybodys actually doing anything wrong. Its because we have taken see of our own data, while at the same meter forgetting that data ultimtely belong to whoever can shape “the worlds largest” expend of it.

And it need not even got a problem, unless the class in superpower “ve decided to” supersede social engineering with, well, engineering, health services with making and hacking, and civic civilizations with a desert, littered with the grinning skulls of people who aspired to west-coast progressive self-reliance and failed.

Stalin and the Scientists by Simon Ings, is published by Faber& Faber( 20 ).

The post Fitbitters of the world, unite! How the Soviets developed fitness tracking appeared first on apsbicepstraining.com.

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