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[itsworn]

Day 2 Dart: ’68 Dart GTS Full Day-Two Restoration

In previous decades, getting your driver’s license, like buying your first car, was a rite-of-passage into adulthood. It represented freedom, and in many ways became extensions of who we were. It was especially nice when your elders embraced that rite and encouraged it. That was the kind of environment that Pennsylvanian Ron Merkel was raised in, so in 1980 when he hit the ripe age of 16, he notes, “My dad suggested that I needed to buy a car, and my response was that it would have to either be a ’69 Road Runner or a ’68 Dart GTS.” While Ronald Sr. was agreeable to a point, he did say, “No big-block.” That wasn’t a deal-breaker because Ron had a soft spot for Darts in general and the ’68 GTS model in particular. “ There is just something about those side marker lights, those body lines, and that car that enamored me, he explains.” It didn’t take long for him to track down what he was looking for, and back in the cyber-free days that meant looking in the local paper and combing through the car ads. Two weeks and 900 bucks later, he had found the Dart of his desires not far from where he lived. It was a ’68 Dart GTS decked out in Bright Blue with a black interior and backed by a 340 small-block and a TorqueFlite transmission.

The Dart was daily transportation for the guy selling it. It had suffered the usual indignities that happened back then, like air shocks, aluminum slots, and side pipes — otherwise it was bone stock. The paint was starting to show some signs of age and the habitual rust spots in the lower rear quarters were there as well. At that point Ronald Sr. stepped up to the plate and told Ron that he’d have the car repainted by a friend who owned a paint shop, so it didn’t make the trip home the day it was put in his name. It was taken to a friend’s shop for a repaint. A few weeks later the Dart was wearing a fresh coat of blue — not exactly Bright Blue, but a generic shade that was close enough. It was at that point that it became his daily driver, which was around the middle of 1980. A big win for Ron right after getting the Dart on the road was that he was finally going to be able to use it to take his new girlfriend Brenda on their first date to the local Burger King — which later became one of the defining moments in his life.

In December of 1981 Ron backed the Dart into the family farm as a new chapter in his life began when he entered into active duty in the military. His dad didn’t think that driving it across the country was a good idea. That meant buying another car, so he kept it in the Pentastar family with the purchase of a ’75 Road Runner for use while he was stationed in Colorado. After a stint in Germany with the military, he returned home to another Mopar. His dad was using the Road Runner, so he bought the ’74 Cuda his sister was selling, and that became the daily driver while he was in school. After the E-Body, there were a number of other Mopars in his stable over the years while the Dart sat dormant in the barn. Ron freely admits, “I always just assumed that I would come home, fire it up, and drive it around town. There was nothing wrong with it beyond just being dirty.” As is the case with many cars that get parked, the responsibilities of life take precedence and they get put on the backburner indefinitely. In his case that span would last 31 years.

The spark to get the Dart moving again is a testament to Ron’s supportive family as it was his mother, Carol, who planted the seed in Dennis Kohr’s ear to nudge Ron to bring the car in. Dennis is the owner of Kohr’s Kustoms in Myerstown, Pennsylvania, and at his shop the only language spoken is Mopar, so that was the right place for it to go. Also stepping up on the motivational pulpit was his wife Brenda — yes, the same Brenda. She encouraged him to “do it right” with a no-expense-spared attitude. With that blessing in place, in 2012, Ron pulled the trigger and sent the Dart off to Dennis for the rotisserie restoration he felt was overdue. The goal, however, wasn’t to bring it back to the day it rolled off the assembly line. He was looking for a tasteful period-correct Day-Two mix that’ reflect his tastes as a teenager.

Once Dennis started ripping into the Dart it became clear that all those years spent in hibernation gave the car a lifeline. As the paint was peeled back and the bare body exposed, all that original sheetmetal proved to be in exceptionally nice condition with very little rust — a rare occurrence on an A-Body. As the months passed and the body came together on the rotisserie, Dennis eventually took it into the spray booth to lay down the two-stage basecoat/clearcoat QQ1 Bright Blue PPG paint. After that it was a slow process in putting the car back together. For the interior the plan was to keep it stock so he cracked open the Legendary Auto Interiors catalog and ordered a fresh set of seat upholstery, door panels, and a headliner, while Auto Custom carpets supplied the carpet. The only deviation on the stock theme was the installation of the obligatory column mounted Sun Super Pro tach.

Day-Two carried over to the 340 as well when it was torn down for a full rebuild. It was all original right down to the late 1967 date-coded bearings. For the rebuild on the 340 mill Ron had Hammaker Enterprises in Grantville, Pennsylvania, lined up to do all the machine work. Since the vision was Day-Two, that meant that some changes would be taking place. Once they had block ready for the rebuild, the plan involved utilizing the stock forged crank and stock rods with a .030-overbore to make sure everything was round and true, along with the installation a set of Speed-Pro 10.35: 1 forged pistons. The camshaft would also deviate from stock with a healthier COMP Cams unit spec’d at .488-inch lift, 274/286 duration. Moving to the upper end of the engine, the X heads were resurfaced and given a new set of Ferrea 6000 series valves and COMP Cams springs. Those heads use a 2.02-inch intake valve and a 1.60-inch exhaust. A vintage Edelbrock LD340 intake manifold sits atop those X heads and a 600cfm Edelbrock Performer carb distributes the fuel, while the Mickey Thompson valve covers are vintage pieces that Ron had stashed away decades ago. The exhaust side of the rebuild saw the stock manifolds give way to a set of TTI headers running back to 2.5-inch TTI H-pipes and Flowmaster mufflers with YearOne repro tips. Keeping it close to home, Allen Kohr did the rebuild on the original TorqueFlite with the addition of a 12-inch torque converter with a 1,800-stall speed. The same attention to detail carried over to the suspension. It was given a full rebuild but was kept bone stock right down to the drum brakes at all four corners. One change that was made was the replacement of the 3.23:1 open-end rear with 3.55:1 posi.

As the pieces for the car came together, most of the exterior trim was restored and used, however, the front and rear bumpers, along with the front grille didn’t make the grade, so new quality replacements from AMD were sourced. Visually, one of the defining elements on the ’68 Dart GTS is the Bumble Bee stripe, so that was also reapplied, but it wouldn’t be a proper Day-Two restoration without the right set of vintage-looking wheels and tires. For that correct look and improved performance, Ron chose Cragar SS wheels and BFGoodrich Redline radial tires. The front wheels measure 14×6 and wear P215/70R14 rubber. At the rear, 14×7 wheels run on P225/70R14 tires.

Bringing his Dart back to life took almost three years to complete, and he was finally able to drive it home again in October of 2015, however, it was hidden until July of 2016 when it was unveiled at the Carlisle Chrysler Nationals. “The Dart is an old friend,” Ron explains. “It represents my youth, my commitment to my wife, family, and job. It has defined me for nearly four decades.” It’s no longer a barn resident, and it has also made a return trip back to Burger King.

Fast Facts

1968 Dodge Dart GTS Ron and Brenda Merkel, Lebanon, PA

ENGINE Type: 340ci LA Series small block Bore x stroke: 4.07 (bore) x 3.31 (stroke) Block: 1968-vintage 340 Chrysler Rotating assembly: original forged crank, stock connecting rods, double roller timing chain, Speed-Pro forged pistons Compression: 10.35:1 Cylinder heads: 1968 340 X Cylinder Heads, Ferrea 6000 series valves Heads resurfaced by Hammaker Enterprises in Grantville, PA Camshaft: COMP Cams XE274H camshaft, .488-inch lift, 274/286 duration Valvetrain: COMP Cams rocker arms, pushrods, 99516 valvesprings, hydraulic lifters Induction: Edelbrock 1405 Performer 600cfm carburetor, Edelbrock LD340 intake Oiling system: Melling oil pump, stock original oil pan Exhaust: TTI headers and 2.5-inch H-pipe, Flowmaster mufflers Ignition: MSD ignition system Cooling: 1968 restored original radiator Engine built by: Hammaker Enterprises in Grantville, PA

DRIVETRAIN Transmission: 1968 vintage TorqueFlite three-speed automatic built by Allen Kohr at Kohr’s Truck & Auto Service in Fredericksburg, PA Converter: TCI 12-inch converter, 1,800-stall Shifter: Stock Driveshaft: Stock Rearend: Stock 8 ¾ rear, 3.55:1 gears

CHASSIS Front suspension: Stock, stock shocks, new factory torsion bars Rear suspension: Stock, re-arched original springs, stock shocks Steering: rebuilt stock manual box Front brakes: Stock drum brakes Rear brakes: Stock drum brakes

WHEELS & TIRES Wheels: 14×6 (front) and 14×7 (rear) Cragar SS Tires: P215/70R14 BFGoodrich Redline radials (front); P225/70R14 BFGoodrich Redline radials (rear)

The post Day 2 Dart: ’68 Dart GTS Full Day-Two Restoration appeared first on Hot Rod Network.

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[vernicle]

Water Jet Cutter

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Record

In the fifties, forestry engineer Norman Franz experimented with an early variety of h2o jet cutter to lower lumber. Nevertheless, the technological innovation did not progress notably right until the nineteen seventies when Mohamed Hashish established a technique to add abrasives to the h2o jet cutter. Nowadays the h2o jet is unparalleled in several facets of cutting and has modified the way several merchandise are produced. A lot of forms of h2o jets exist nowadays, like plain h2o jets, abrasive h2o jets, percussive h2o jets, cavitation jets and hybrid jets.

Procedure

The cutter is typically connected to a superior-tension h2o pump wherever the h2o is then ejected from the nozzle, cutting by way of the material by spraying it with the jet of superior-speed h2o. Additives in the variety of suspended grit or other abrasives, this sort of as garnet and aluminum oxide, can assist in this method.

Gains

An critical benefit of the h2o jet cutter is the ability to lower material devoid of interfering with the material's inherent construction as there is no "warmth-impacted zone" or HAZ. Reducing the results of warmth permits metals to be lower devoid of harming or modifying intrinsic attributes.

Water jet cutters are also capable of producing instead intricate cuts in material. The kerf, or width, of the lower can be modified by modifying pieces in the nozzle, as very well as the style and dimension of abrasive. Normal abrasive cuts are created with a kerf in the assortment of .04" to .05" (one.016 to one.27 mm), but can be as narrow as .02" (.508 mm). Non-abrasive cuts are typically .007" to .013" (.178 to .33 mm), but can be as tiny as .003" (.076 mm), which is somewhere around the dimension of a human hair. These tiny cutters can make incredibly tiny element possible in a vast assortment of programs.

Water jet is considered a "inexperienced" technological innovation. Water jets produce no harmful waste, lessening waste disposal expenses. They can lower off large parts of reusable scrap material that may possibly have been missing using regular cutting strategies. Areas can be closely nested to maximize material use, and the h2o jet will save material by making incredibly very little kerf. Water jets use incredibly very little h2o (a 50 % gallon to somewhere around a single gallon per minute depending on cutting head orifice dimension), and the h2o that is utilized can be recycled using a shut-looped procedure. Squander h2o usually is thoroughly clean enough to filter and dispose of down a drain. The garnet abrasive is a non-poisonous organic substance that can be recycled for repeated use. Garnet usually can be disposed of in a landfill. Water jets also eradicate airborne dust particles, smoke, fumes, and contaminates from cutting supplies this sort of as asbestos and fiberglass. This significantly enhances the function environment and reduces challenges arising from operator exposure.

Flexibility

A h2o jet cutter making a professional tool

Because the character of the cutting stream can be conveniently modified the h2o jet can be utilized in nearly just about every sector there are several various supplies that the h2o jet can lower. Some of them have special properties that need exclusive consideration when cutting. Each and every material lower will have some special properties that have to be taken into account.

Elements typically lower with a h2o jet involve rubber, foam, plastics, composites, stone, tile, metals, food items, paper and considerably far more. Elements that can not be lower with a h2o jet are tempered glass, diamonds and specified ceramics.

Water jet cuts are not commonly confined by the thickness of the material, and are capable of cutting supplies more than eighteen inches (45 cm) thick. The penetrating electrical power of these instruments has led to the exploration of their use as anti-tank weapons but, thanks to their short assortment and the introduction of composite armour, investigate was discontinued.

Availability

Business h2o jet cutting methods are readily available from manufacturers all more than the earth, in a assortment of measurements, and with h2o pumps capable of a assortment of pressures. Normal h2o jet cutting equipment have a doing work envelope as tiny as a couple square toes, or up to hundreds of square toes. Ultra-superior tension h2o pumps are readily available from as small as 40,000 psi (276 MPa) up to ninety,000 psi (621 MPa).

Course of action

There are 6 most important method properties to h2o jet cutting:

Takes advantage of a superior velocity stream of abrasive particles suspended in a stream of Ultra Large Tension Water (30,000 - ninety,000 psi) which is developed by a h2o jet intensifier pump.

Is utilized for machining a large array of supplies, like warmth-delicate, fragile or incredibly difficult supplies.

Produces no warmth hurt to workpiece area or edges.

Nozzles are commonly created of sintered boride.

Produces a taper of considerably less than one degree on most cuts, which can be lessened or eliminated totally by slowing down the lower method.

Distance of nozzle from workpiece has an effect on the dimension of the kerf and the removing fee of material. Normal distance is .125".

Temperature is not as considerably of a factor.

Edge excellent

Edge excellent for h2o jet lower pieces is defined with the figures one by way of 5. Lessen figures suggest rougher edge end greater figures are smoother. For slender supplies, the difference in cutting speed for Quality one could be as considerably as three instances more quickly than the speed for Quality 5. For thicker supplies, Quality one could be 6 instances more quickly than Quality 5. For case in point, 4 thick Aluminum Q5 would be .72 ipm (eighteen mm/min) and Q1 would be 4.2 ipm (107 mm/min), 5.8 instances more quickly.

Multi-axis cutting

Primary report: Multiaxis machining

A 5-Axis Waterjet Reducing Head

A 5-Axis Waterjet Part

With recent improvements in handle and movement technological innovation, 5-axis h2o jet cutting (abrasive and pure) has come to be a truth. Where by the regular axes on a h2o jet are named X (again/forth), Y(remaining/correct) and Z (up/down), a 5-axis procedure will commonly add an A axis (angle from perpendicular) and C axes (rotation all-around the Z-axis). Based on the cutting head, the most cutting angle for the A axis can be wherever from 55, 60, or in some conditions even ninety degrees from vertical. As this sort of, 5-axis cutting opens up a vast assortment of programs that can be machined on a h2o jet cutting machine.

A 5-axis cutting head can be utilized to lower 4-axis pieces, wherever the bottom area geometries are shifted a specified volume to produce the suitable angle and the Z-axis continues to be at a single peak. This can be beneficial for programs like weld planning wherever a bevel angle needs to be lower on all sides of a component that will later be welded, or for taper compensation applications wherever the kerf angle is transferred to the waste material - so doing away with the taper typically identified on h2o jet-lower pieces. A 5-axis head can lower pieces wherever the Z-axis is also relocating alongside with all the other axis. This complete 5-axis cutting could be utilized for cutting contours on several surfaces of fashioned pieces.

Because of the angles that can be lower, component applications might need to have to have extra cuts to cost-free the component from the sheet. Making an attempt to slide a intricate component at a intense angle from a plate can be difficult devoid of suitable aid cuts.

References

^ About waterjets, archived from the unique on 2010-02-13, http://ift.tt/2sSprr8, retrieved 2010-02-13. 

^ "Organization | Circulation Worldwide Company". Flowcorp.com. http://ift.tt/2siKLcc. Retrieved 2009-06-eleven. 

^ a b "Organization". Jet Edge. http://ift.tt/2sSbtoP hundred and one. Retrieved 2009-06-eleven. 

^ "Organization | WARDJet". WARDJet.com. http://ift.tt/2siOE0B. Retrieved 2009-06-eleven. 

^ "Jet Edge ninety,000 PSI X-Stream Waterjet Intensifier Pump". 2009-01-twenty five. http://ift.tt/2sS9tgC or service_ID=one hundred twenty. Retrieved 2009-01-twenty five. 

^ "Organization | World-wide Rebar Providers". grswaterjet.co.united kingdom. http://ift.tt/2siN4vZ kingdom/pumps.html. Retrieved 2009-09-08. 

^ "Waterjet Marriage Parameters". http://ift.tt/2sS6ftr

^ a b c "5-Axis Waterjet Reducing". http://ift.tt/2siOEh7

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