#steering rack and pinion

[hometowne-auto-repair-and-tire]

A Nissan Pathfinder’s steering rack and pinion is leaking and needs to be replaced.

The rack and pinion links together with the steering knuckles. It’s one of the areas where power steering fluid can leak from.

You should bring your vehicle to an auto repair shop if you experience any steering problems or notice drops of power steering fluid near it.

[steves-auto-repair-va]

Are you experiencing any steering problems?

It could mean there’s an issue with your vehicle’s rack and pinion. This component is connected to the steering knuckles, which turn the steering wheel left or right.

We installed a new one on a Honda Odyssey. Our technician determined that it needed to be replaced when he noticed it was leaking. 

This is a good reason why you should have the rack and pinion inspected.

[primeautopart]

How to Find the Best Used Mini Auto Parts for Your Vehicle

The Best Used Mini Auto Parts for Your Vehicle

When it comes to car maintenance, a lot of people prefer to buy used auto parts. These Used Mini Auto Parts are often more affordable than new ones. In addition, they can be purchased from a supplier or automotive recycler near you. However, not all used auto parts are created equal. So it’s important to shop around before you buy.

If you’re shopping for a replacement auto part, it’s wise to shop at a traditional auto parts store. These stores have extensive knowledge of their products and can answer all your questions. Additionally, they will usually have manuals for the parts they sell.

They also have a large inventory of parts that are not sold online. This can save you a lot of time and effort, especially if you’re not familiar with the specific parts you need.

Aside from that, it’s always a good idea to look for a store that offers price matching. This means that if you find a better deal at another store, they will honor it and give you the discount!

When looking for a Used Mini Parts, it’s important to choose one that is in good condition. This is because Minis are not known for their longevity, but they can be reliable if you buy one that is in excellent shape and take care of it.

Moreover, it’s important to check for wear and tear on the interior and exterior of your car. A worn steering wheel or a faulty headlight can indicate a problem.

Important Used Mini Auto Parts

The Mini Cooper is a small family car that was originally designed and manufactured by BMW. It is a British style and design symbol.

Buying Used Mini Auto Parts online is an excellent way to save on your car maintenance costs and repair bills. We also provide helpful customer reviews and ratings to help you find the right part for your vehicle.

If you’re looking for Used Mini Cooper Car Parts, Feel free to contact: 425 999 3388

Mini Transmission

The transmission in your Mini Cooper is one of the most important components in your vehicle. If you notice any problems with it, it’s important to get them taken care of before they worsen.

If you hear any clunking, whining, or tapping sounds during idling, this could be an indication that there’s a problem with your transmission. It’s also a good idea to bring your MINI in for service if you notice that the gears are slipping as you accelerate.

The Mini Transmission is a complex machine that requires a lot of maintenance to function properly. It’s also prone to a number of issues, including leaking fluid and wear and tear.

If you’re looking for Used Mini Cooper Transmission, Feel free to contact: 425 999 3388

Mini Axle Assembly

The Mini Axle Assembly is one of the most important components in your vehicle. It is used to support the wheels and other gears on your vehicle, and if it breaks, you’ll be out of luck.

Axles are commonly found in cars, trucks, and SUVs. They help to provide a smooth ride and make the car more efficient.

There are various types of axles and the most common is the semi-floating axle. This type of axle uses needle bearings and separate lip seals to allow the shafts to “float” in the housing.

This type of axle can support a lot of weight and is commonly found in half-ton and lighter 4x4 trucks. It is also easy to remove if the axle breaks.

If you’re looking for Used Mini Cooper Axle Assembly, Feel free to contact: 425 999 3388

Mini Differential Assembly

The Mini Differential Assembly is a vital part of the car's front and rear axle. It is designed in such a way that it allows the wheels to turn at different speeds and reduces the rotational speed of the drive shafts for improved traction.

Unlike most parts of your vehicle, the differential is not easily replaced. This is why it's important to have a good understanding of how it works before you buy one.

To ensure you don't get confused, here's a list of things to consider when buying a used differential. Using this information will help you find the right part for your vehicle and save you money in the long run.

If you’re looking for Used Mini Cooper Differential Assembly, Feel free to contact: 425 999 3388

Mini Suspension Cross Member

The Mini Suspension Cross Member is a vital part of your vehicle's structural system. Typically made of steel, these are bolted across the underside of your car to support its engine and transmission and keep body panels aligned.

A suspension consists of springs, shock absorbers and control arms that allow the driver to move the vehicle up and down. These parts also help transmit the weight of the vehicle and rest acceleration, braking and cornering forces.

To ensure that the suspension is able to handle all of your driving needs, it is important to choose the correct part for the job. At Prime Auto Parts, we stock a range of suspension parts to suit any car.

The suspension system of a vehicle comprises a wheel carrying member 2 for rotatable carrying a rear wheel 1 with a tire. It also includes a first lateral link 3 and a second lateral link 4 each extending in a transverse direction of the vehicle.

If you’re looking for Used Mini Cooper Suspension Cross Member, Feel free to contact: 425 999 3388

Mini Transfer Case

The Mini Transfer Case is a gearbox that distributes power from the transmission to the front and rear axles of a four-wheel drive vehicle. They are either gear-driven or chain-driven, depending on the manufacturer.

They also allow vehicles to switch between high-range and low-range gearing for off-road use. This can be very useful for severe off-roading.

A transfer case is a very important part of any four-wheel-drive car. It is very important to know what it does and how it works so you can get it fixed if needed.

A transfer case will often make grinding noises when turning if it is not working properly. It is a good idea to check it out as soon as possible before the problem becomes more serious.

If you’re looking for Used Mini Cooper Transfer Case, Feel free to contact: 425 999 3388

Mini Car Seats A used Mini Seat can be a great way to improve the appearance and comfort of your vehicle. There are many different types of seats to choose from, and you can find products with features like inflatable lumbar support and a built-in suspension for a more comfortable ride. Front Seats: When you're looking to replace your Mini's front seats, it's important to select a model that can handle the pounding of off-roading. These seats will often come with a variety of shock absorption features, including spring suspensions and foam padding. Rear Seats: While most Jeep vehicles only have five seats, some models have a third row of seating that can be folded down when you don't need them. These Used seats are typically made with sturdy, weather-resistant materials and are available in a wide range of styles, including bucket and low back.

If you’re looking for Used Mini Cooper Seats, Feel free to contact: 425 999 3388

Mini Drive Shaft

The Mini Drive Shaft is a vital component that helps to transfer torque from the transmission to the wheels. It can be found in a wide variety of vehicles, including cars, motorcycles, locomotives and marine vessels.

There are many different types of drive shafts, including telescoping drive shafts and fixed-type ones. Regardless of what type of drive shaft you have, it will need to be strong enough to withstand the bending forces that occur while your vehicle is moving forward.

If you have a bad drive shaft, it can cause a number of problems. It could potentially break, stop your car from moving forward or even cause you to lose control entirely. This can be very dangerous and should never be ignored.

If you’re looking for Used Mini Cooper Drive Shaft, Feel free to contact: 425 999 3388

Mini Cylinder Head

Mini Cylinder Head are an important part of engines. They ensure a smooth flow of lubricating fluid inside the engine, and also help in cooling it.

They are made from iron or aluminum and are bolted to the top of the cylinder block. They also house the spark plugs, valve train parts, and camshaft.

These cylinder heads are used in different types of car engines. They vary in layouts and also have different cooling methods.

The most common defect that cylinder heads can suffer from is overheating. This is caused due to either a loss of coolant or a problem with the head gasket.

There are several issues that cylinder heads can experience, such as a sudden drop in engine performance or misfiring cylinders. These issues can be identified using a method of measurement called the compression ratio.

If you’re looking for Used Mini Cooper Cylinder, Feel free to contact: 425 999 3388

Mini Steering Column

The Mini Steering Column is one of the key components in your vehicle. It connects your steering wheel to the rack and pinion, which in turn controls how your car turns.

It also serves to store all of your steering wheel accessories. If you notice a problem with your steering column, it's important to take it into a professional for repair as soon as possible.

Steering columns are available in a variety of sizes and shapes. It's important to get the right part for your vehicle and your budget.

Your steering column should be inspected and tested before it's put in place, as it is an essential component to the steering system of your vehicle. If it's not in good condition, it will affect the way your car turns and can make it difficult to drive. It may even cause a serious accident and damage to your car.

If you’re looking for Used Mini Cooper Steering Column, Feel free to contact: 425 999 3388

Mini Rack and Pinion

The Mini Rack and Pinion is a critical part of your vehicle's steering system. If it's faulty, you'll have trouble steering your car and could end up in a dangerous situation. Used Rack and Pinion are a simple assembly in your vehicle that allow your wheels to rotate from side to side when you turn your steering wheel. They use a small pinion gear connected to a long rack gear. They also connect to a tie rod that connects to the steering arm on the spindle of your car. They were invented in the 1930s and first came to the United States less than 50 years ago. They're a simpler design than the recirculating ball steering systems that came before them. Power steering is a great addition to a rack and pinion, but it adds complexity. It is a system of fluid-filled cylinders that are powered by hydraulic or electrical power to assist in turning your wheels. Steering fluid leaks, which are a common sign that your rack and pinion isn't working properly, usually indicate a problem with the fluid in the cylinders or on the steering rack itself. Leaks can be hard to spot, so check for a burning oil smell and look for a red or pink puddle on the ground under your car's rear end. If you're looking to get a quality used Rack and pinion for your Mini Cooper, Prime Auto Parts has you covered! Our remanufactured products have undergone a rigorous quality test, so you can be sure you're getting a used part that's as efficient as new.

If you’re looking for Used Mini Cooper Rack and Pinion, Feel free to contact: 425 999 3388

[carsthatnevermadeitetc]

Velocity Signature Series Mustang Convertible, 2024. The Florida-based specialist tuner has added a convertible to their first generation Mustang Signature Series restomod range. The work includes fitting a contemporary 460hp 5.0 litre Coyote V8 with six-speed manual or 10-speed auto gearboxes. There's also new rack and pinion steering and a four-link rear axle with upgraded brakes, 17 inch wheels and a redesigned convertible top.

[nasa]

Rockets, Racecars, and the Physics of Going Fast

When our Space Launch System (SLS) rocket launches the Artemis missions to the Moon, it can have a top speed of more than six miles per second. Rockets and racecars are designed with speed in mind to accomplish their missions—but there’s more to speed than just engines and fuel. Learn more about the physics of going fast:

Take a look under the hood, so to speak, of our SLS mega Moon rocket and you’ll find that each of its four RS-25 engines have high-pressure turbopumps that generate a combined 94,400 horsepower per engine. All that horsepower creates more than 2 million pounds of thrust to help launch our four Artemis astronauts inside the Orion spacecraft beyond Earth orbit and onward to the Moon. How does that horsepower compare to a racecar? World champion racecars can generate more than 1,000 horsepower as they speed around the track.

As these vehicles start their engines, a series of special machinery is moving and grooving inside those engines. Turbo engines in racecars work at up to 15,000 rotations per minute, aka rpm. The turbopumps on the RS-25 engines rotate at a staggering 37,000 rpm. SLS’s RS-25 engines will burn for approximately eight minutes, while racecar engines generally run for 1 ½-3 hours during a race.

To use that power effectively, both rockets and racecars are designed to slice through the air as efficiently as possible.

While rockets want to eliminate as much drag as possible, racecars carefully use the air they’re slicing through to keep them pinned to the track and speed around corners faster. This phenomenon is called downforce.

Steering these mighty machines is a delicate process that involves complex mechanics.

Most racecars use a rack-and-pinion system to convert the turn of a steering wheel to precisely point the front tires in the right direction. While SLS doesn’t have a steering wheel, its powerful engines and solid rocket boosters do have nozzles that gimbal, or move, to better direct the force of the thrust during launch and flight.

Racecar drivers and astronauts are laser focused, keeping their sights set on the destination. Pit crews and launch control teams both analyze data from numerous sensors and computers to guide them to the finish line. In the case of our mighty SLS rocket, its 212-foot-tall core stage has nearly 1,000 sensors to help fly, track, and guide the rocket on the right trajectory and at the right speed. That same data is relayed to launch teams on the ground in real time. Like SLS, world-champion racecars use hundreds of sensors to help drivers and teams manage the race and perform at peak levels.

Knowing how to best use, manage, and battle the physics of going fast, is critical in that final lap. You can learn more about rockets and racecars here.

Make sure to follow us on Tumblr for your regular dose of space!

[wheelsgoroundincircles]

Custom 1953 Muntz Jet Convertible

This 1953 Muntz Jet convertible underwent a three-year custom build under previous ownership, and it was purchased by the seller in 2021. The car is powered by a fuel-injected 5.7-liter LT1 V8 engine paired with a four-speed automatic transmission and a Ford 9″ rear end, and it is finished in Apple Pearl with a white Carson-style removable top over gray snakeskin-style Naugahyde upholstery. Features include custom bodywork, an Art Morrison frame, power-assisted steering, four-wheel disc brakes, airbag suspension, Painless Performance wiring, and more modified and fabricated details. This custom-built Muntz is now offered with a copy of Rodder’s Journal magazine featuring a story on the build and a clean California title in the name of the seller’s business.

Custom 1953 Muntz Jet Convertible

The steel, aluminum, and fiberglass body is mounted on an Art Morrison ladder frame that was boxed and finished in semi-gloss black, and the floor was raised 3″. The exterior was repainted in a Sherwin Williams two-stage Apple Pearl mixed by the late Stan Betz. Features include a chopped Duvall-style windshield, 1950 Chevrolet headlights, dual Appleton spotlights, 1951 Ford Victoria side windows, and a white removable Carson-style top fabricated to match the height of the chopped windshield. Additional equipment includes color-matched rear fender skirts and chrome bumpers. Wear from fitting the top is noted on the rear deck.

Custom 1953 Muntz Jet Convertible

Steel wheels sourced from a 1976 Dodge measure 15″ and are mounted with Cadillac Sombrero-style covers and whitewall tires. A matching spare fitted with a BFGoodrich Silvertown tire is mounted within a rear-mounted Continental-style chrome carrier. A Mustang II front end accommodates power rack-and-pinion steering , and the car rides on an electronically-adjustable Air Ride Technologies airbag suspension system along with 2” lowered front spindles, Strange Engineering tube shocks, a rear Panhard bar, and front and rear sway bars. The seller reports that the front control arm bushings were recently replaced.

Custom 1953 Muntz Jet Convertible

Custom 1953 Muntz Jet Convertible

Braking is handled by GM G-body-sourced calipers matched with Ford Granada discs up front and Ford SVO-specification calipers and discs at the rear.

Custom 1953 Muntz Jet Convertible

The cabin was customized by Jim’s Auto Trim of San Diego, California, and features Glide bucket seats and a rear bench trimmed in gray snakeskin-style Naugahyde upholstery, along with matching treatments for the dash trim, headliner, and door panels. Additional equipment includes a 1952 Lincoln steering wheel mounted to a shortened Lincoln steering column, gray cut-pile carpet, and a Pioneer stereo housed within a custom center cubby.

The engine-turned “Hollywood” instrument cluster houses Stewart Warner gauges consisting of an 8k-rpm tachometer, a 160-mph speedometer, and auxiliary readings for fuel level, battery charge, oil pressure, and water temperature. The five-digit odometer displays 25k miles, though total chassis mileage is unknown. A Lokar pedal assembly was fitted during the build.

Custom 1953 Muntz Jet Convertible

The Corvette-sourced 5.7-liter LT1 V8 features a polished fuel intake manifold along with billet aluminum valve covers, and additional features include an Opti-Spark distributor, a Griffin aluminum radiator, and a wiring loom sourced from Painless Performance Wiring. A set of long-tube headers are connected to a 2.5″ exhaust system equipped with dual Dynaflow mufflers. The seller reports that the oil was recently changed.

Custom 1953 Muntz Jet Convertible

Power is routed to the rear wheels via a four-speed 4L60E automatic transmission and a Ford 9″ rear end with with 3.55:1 gears and Strange Engineering 31-spline axles. Additional photos of the underside, drivetrain, and suspension components are presented in the gallery below.

Custom 1953 Muntz Jet Convertible

The car was featured in issue #36 of Rodders Journal magazine

[hirocimacruiser]

Tommykaira Tuned Legacy M20tb.

TUNED LEGACY M20tb

The challenge from GT to racing sports, the fastest wagon

Tommy Kaira's pedigree on the wagon. TUNED LEGACY M20tb, the flag bearer of the wagon era

A high level of perfection that can only be achieved by Tommy Kaira's complete car, which pursues total balance. Thorough pursuit of the well-established BOXER-4. The 297 horsepower produced by its reliability and high level of perfection gives it the edge of a sports car, and even though it is a wagon, it is enough to stimulate the true sports car mindset.

The torquey power that rises smoothly from the low rotation range brings you a world of endless possibilities.

It makes wagonists forget about the body and truly invites them into the world of sports cars.

The suspension tune is also the traditional Tommy Kaira tune, and its biggest appeal is the unique flavor that pursues the fun of sports driving while taking advantage of the appeal of 4WD.

The M20tb will demonstrate its true worth in all environments and conditions, including winding roads, highways, and if you're looking for a full-fledged circuit.That's the true joy of driving with the M20tb.

Powerful form

The front bumper spoiler, rear bumper spoiler, and roof end spoiler are Tommy Kaira Aero originals, and 17-inch wheels and tires are standard on the suspension. Completely tuned car, Tommykaira's status is modeled. It can be said that it is an object that harmonizes with any world in which wagonists drive.

SPECIFICATIONS

Max Output: 297ps/6600rpm

Max Torque: 35.3kgm/5800rpm (GT-8:5MT)

Max Output: 278ps/6600rpm

Max Torque: 33.3kgm/5800rpm (GT-8: AT)

Max Output: 270ps/6400rpm

Max Torque: 32.8kgm/5300rpm(GT: 5MT.AT)

BODY Length: 1680mm Width: 1695mm Height: 1490mm Wheelbase: 2630mm Tread: Front 1470mm Rear 1460mm.

■ENGINE

BOXER MASTER-4, DOHC 4cam 16Valve Twin Turbo with Multi-cup Intercooler Bore x Stroke: 92.0mm×75.0mm Piston Displacement: 1994cc

LAYOUT 4Wheels Drive 5-Speed Manual/E-4AT

Brakes: 2Piston Type Caliper+Ventilated Disk

Wheels: 7.0Jx17(Front & Rear)

Tire: 215/45ZR (Front & Rear)

Suspension: Strength Sports Spring

Steering: Rack&Pinion

●Interior

A comfortable design that lets you enjoy sports driving.

It features a shift knob made of aluminum, a 20-meter console that stands out in Tommy Kaira red, and an original meter made of three-dimensional carbon.

●Engine

Tommykara

The 297 hp power effortlessly guides the driver into the experience zone from the moment the car starts. Easy-to-handle engine characteristics are the hallmark of Tommykans.

●Front view

The originally designed spoiler with large openings above and below the bumper line maximizes cooling effectiveness. Together with the large integrated sub-light, it creates an impressive front view.

●Rear view

The fiberglass sports stabilizer and spoiler create a dynamic range that improves stability through downforce at high speeds.

●Fender decal/side decal

Flowing Tommykara, the confidence of a tuned car.

[pal1ndrom3]

1959 BMW 700 coupe 

Love those little badass cars.. motorcycle engine on a car.

The 700 weighed little – around 659kgs – and the rear mounted, motorcycle-derived, twin-cylinder, 697cc engine was an ingenious design producing 30bhp in original form breathing through a single Solex carburetor. Improved brakes and rack and pinion steering endowed the 700 with excellent driving characteristics. Later variants included the 40bhp 700 Sport, with twin carburetors, and the Luxus on a longer wheelbase. Unlikely as it seems, the 700 in RS form performed well in motorsport, with Hans Stuck winning the 1960 German Hill Climb Championship and Walter Schneider taking the 1961 German Saloon Car title.

https://www.silverstoneauctions.com/tba-bmw-700-rec10372-1-stoneleigh-0321

[boxturret]

Crane Truck

Felt like building the 8446 Crane Truck, or as Bionicle fans may know it: the one source of green panels that allow you to attempt to make the boat from MNOG.

Just a real rough studio export job, studio really sucks for techinic building, should have just exported the parts out and assembled it in blender. Maybe one day I'll do it properly.

Its quite neat how many Slizer parts it has, the feet, a fully utilised gearbox, and two heads in set exclusive colours. Its basically a Slizer, really.

The rigging was fun though, for the most part. I've never done rack and pinion steering before. The shock absorber on the pincer was annoying so I gave up after spending like two days on it lol.

[diabolus1exmachina]

Aston Martin One-77 (property — before being seized by Swiss authorities — of the son of the leader of one of the most corrupt governments in Central Africa)

In keeping with its tradition of producing limited edition, hand crafted exotica for the wealthy aficionado, best exemplified by the DB4 GT Zagato of the 1960s, Aston Martin previewed its proposed One-77 'hypercar' at the 2008 Paris Motor Show. 'The finished One-77 made its official debut in April 2009 at the Concorso d'Eleganza Ville d'Este, held on the shores of Lake Como in Italy, winning the 'Award for Concept Cars and Prototypes'. Designed by Marek Reichman, it was the fastest and most powerful Aston Martin ever built, with a top speed of 220mph, and also the most expensive, carrying a price tag of £1,150,000. Hailed by its maker as "possibly the world's most desirable automotive art form", the One-77 with its long bonnet and short tail was every inch the classically proportioned Gran Turismo, combing muscular pugnacity and feline grace in equal measure. A two-seater closed coupé, the One-77 featured advanced technology in the form of an immensely rigid and lightweight carbon fibre monocoque chassis, which carried a seamless body traditionally handcrafted in aluminium. Made from a single sheet of aluminium, each front wing was said to take one craftsman three weeks to produce.  Other state-of-the-art features included bi-xenon headlamps with integrated LED side lights and direction indicators, LED rear lamps (fog and reverse), carbon fibre front splitters, carbon fibre rear diffuser, and active aerodynamics with deployable spoiler. Providing the horsepower needed to breach the magic 200mph barrier was a stretched (to 7.3 litres) version of Aston Martin's existing 48-valve V12 engine. Extensively reworked by Cosworth Engineering, it produced 750bhp and 553lb/ft of torque, and was the world's most powerful normally aspirated road-car engine at the time of the One-77's introduction. Cosworth's extensive re-engineering included fitting dry-sump lubrication, which enabled the V12 to be carried 100mm lower in the One-77's chassis than in that of the DB9. Like the V8 in the One-77's Vantage sister car, the V12 engine was mounted towards the centre of the chassis, well aft of the front axle line in the interests of optimum weight distribution, to which end the six-speed automatic/manual transmission was located at the rear in the form of an integrated transaxle. Power was transmitted to the limited-slip differential by a carbon fibre prop shaft encased in a magnesium alloy torque tube, reaching the road surface via 20" forged alloy wheels - 7-spoke or 10-spoke - shod with Pirelli P Zero Corsa tyres.

Unusually for a road car, the One-77's all-independent suspension featured pushrod actuation of the adjustable mono-tube dampers, a system more commonly found in modern competition cars. There were double wishbones at all four corners: the front incorporating anti-dive geometry, and the rear anti-squat and anti-lift. The suspension was also electrically adjustable for both ride height and rate change.

The rack and pinion was power assisted, delivering 3.0 turns lock-to-lock, while the steering column was adjustable for both tilt and reach. Braking was supplied by carbon ceramic discs all round, gripped by six-piston callipers at the front, four-piston callipers at the rear. Dynamic Stability Control (DSC), Anti-lock Braking System (ABS), Electronic Brakeforce Distribution (EBD), Emergency Brake Assist (EBA), and traction control were all incorporated in the interests of controllability and safety. Releasing the driver's door, which swings out and arcs upwards, the One-77's fortunate owner would be confronted by a leather-trimmed sports steering wheel, electrically adjustable lightweight memory seats, and dual-stage driver/passenger front airbags. Other interior features included automatic temperature control, a trip computer, and touch-sensitive map-reading LED lights. Powerfold exterior memory mirrors came as standard, while front/rear parking cameras were an option. Number '35' of the 77 built, this EU model has a legend engraved on the door sill stating that it was 'Hand built in England for Theodore N'Guema Obiang Mangue'. Finished in red with red-piped cream interior, the car is offered with Equatorial Guinea registration papers.

[ghoulangerlee]

..

Ofc I think I'm doing the right thing by paying $150 for a mechanic to come to my house and diagnose my car.

Call Ford with those results and they tell me the cost ($2300 + tax) to fix it But Then Wait There's More

Because apparently the rack + pinion (what they quoted me for) and the PCM have the SAME symptoms and the SAME THING happens when they're bad.

So of course, the rep said they'll want to look at my car and make sure it's actually the rack and pinion bc if it's not and the rack and pinion are replaced then my car could STILL not have power steering.

And? I just spent the $150 yesterday to have someone look at it. But they didn't have the actual tools Ford has that can accurately tell them which part is actually bad.

So of course I need to spend ANOTHER $150 plus the cost to have my car towed there (another 80 to 100 dollars) for them to do more diagnostics on it.

I genuinely thought I was doing the right thing by having a mechanic come out to look at it. But apparently I just wasted money by doing that.

I want to cry. I don't know what to do. I barely have any money as it is and I genuinely have no idea how I'm going to get my car fixed now. It's not even paid off. I still have a little over 1000 to pay on it???

I can't afford to fix this. I can't even afford to get it to Ford to 100% confirm the issue.

I have uh what. $20? perfect. that'll fix my car.

[carsthatnevermadeitetc]

Jaguar XK140 MC Fixed Head Coupé, 1955. The XK140 built on the success of the XK120, with more interior space, improved brakes, rack and pinion steering, increased suspension travel, and telescopic shock absorbers.

[no1-pogi-americano]

The 1960 MG MGA 1600 Roadster is a British sports car that was produced by MG from 1955 until 1962.

The MGA replaced the MG TF 1500 Midget and represented a complete styling break from MG's earlier sports cars. Announced on 26 September 1955 the car was officially launched at the Frankfurt Motor Show. A total of 101,081 units were marketed through the end of production in July 1962, the vast majority of which were exported. 5869 cars were sold on the home market, and the MGA was replaced by the MGB.

The MGA design dates back to 1951, when MG designer Syd Enever created a streamlined body for George Philips' TD Le Mans car. The new bodywork traded the MG TF's articulated fenders and running board for ponton styling, with a single styled envelope fully enclosing the width and uninterrupted length of a car.

The TF featured a high driver seating position. A new chassis was designed with the side members further apart and the floor attached to the bottom rather than the top of the frame sections. A prototype was built and shown to the BMC chairman Leonard Lord. He turned down the idea of producing the new car as he had just signed a deal with Donald Healey to produce Austin-Healey cars two weeks before. Falling sales of the traditional MG models caused a change of heart, and the car, initially to be called the UA-series, was brought back. As it was so different from the older MG models it was called the MGA, the "first of a new line" to quote the contemporary advertising. There was also a new engine available, therefore the car did not have the originally intended XPAG unit but was fitted with the BMC B-series engine allowing a lower bonnet line. The MGA convertible had no exterior door handles, however the coupe had door handles.

It was a body-on-frame design and used the straight-4 "B series" engine from the MG Magnette saloon driving the rear wheels through a four-speed gearbox. Suspension was independent with coil springs and wishbones at the front and a rigid axle with semi-elliptic springs at the rear. Steering was by rack and pinion. The car was available with either wire-spoked or steel-disc road wheels.

While the make (or marque) is MG, the model was named MGA by John Thornley in 1954.

This is a comparison of a 1960 MGA 1600 and a 1962 MGA 1600 MKII. Here's the further detail of the red 1960 should you be interested in seeing more of it.

[wheelsgoroundincircles]

1963 AC SHELBY COBRA

1963 AC SHELBY COBRA 4.7-LITRE MARK II ROADSTER  REGISTRATION NO. OYM 28A CHASSIS NO. CSK2116 ENGINE NO. CSX2116

Footnotes

Rightly regarded as one of the all-time great classic sports cars, the muscular, fire-breathing Cobra succeeded in capturing the hearts of enthusiasts like few of its contemporaries. Only 1,000-or-so Cobras of all types were built between 1962 and 1967, but such was the model's enduring popularity that production was resumed in 1982 under the auspices of Brooklands-based Autokraft. 

Convinced that a market existed for an inexpensive sports car combining European chassis engineering and American V8 power, Le Mans-winning Texan racing driver Carroll Shelby concocted an unlikely alliance between AC Cars and the Ford Motor Company. The former's Ace provided the simple twin-tube chassis frame - designed by John Tojeiro - into which was persuaded one of Ford's lightweight, small-block V8s. It was discovered that the latter was lighter than the six-cylinder Ford Zephyr unit that AC was using, yet with vastly greater potential. To cope with the projected power increase, the Ace chassis was strengthened with heavier gauge tubing and supplied fitted with four-wheel disc brakes. Weighing a mere 1.5cwt more than a Bristol-engined Ace yet endowed with double the power and torque, the Cobra turned in a breathtaking performance, racing to 60mph in 4.4 seconds and reaching the 'ton' in under 12, exceptional figures by early 1960s standards and none too shabby even today.

The 260ci (4.2-litre) prototype first ran in January 1962, with production commencing later that year. Exclusively for the USA initially, Cobras - minus engines - were sent from England to be finished off by Shelby in California, and it was not until late in 1963 that AC Cars in Thames Ditton got around to building the first fully finished cars to European specification. 

After 75 Cobras had been built with the 260ci engine, the more powerful 289ci (4.7-litre) unit was standardised in 1963. Rack-and-pinion steering was the major MkII up-date; then in 1965 a new, stronger, coil-suspended MkIII chassis was introduced to accommodate Ford's 427ci (7.0-litre) V8, an engine that in race trim was capable of producing well in excess of 400bhp. Wider bodywork, extended wheelarch flares and a bigger radiator intake combined to create the definitive - and much copied - Cobra MkIII look. Keeping ahead of the competition on the racetrack had been the spur behind Shelby's adoption of the 427 engine, but some MkIIIs to 'street' specification came with Ford's less powerful 428ci hydraulic-lifter V8. 

But for Brian Angliss, the Cobra story would have ended in 1967. The Autokraft boss had built up a business restoring Cobras and supplying parts, and in the early 1980s acquired the rights to the AC name plus a quantity of jigs and tooling from the old Thames Ditton factory. Keeping the overall style of the MkIII, Autokraft produced the MkIV, which was appropriately updated to meet current legislation and powered by a 'Federalised' Ford 5.0-litre V8 engine. Around 480 were built. 

Chassis number 'CSX2116' was invoiced to Shelby American on 16th April 1963 and shipped to Los Angeles three days later aboard the 'SS Loch Gowan'. Invoiced on 18th June 1963 to Burton Motors of Sacramento, California, the Cobra was sold new to a local doctor who used it for a few years before giving it to his daughter. She used the car as daily transport for several years before the clutch failed, at which time it was sold to Steve Dangremond of Santa Rosa, California. The Cobra was advertised for sale by Mr Dangremond in late 1977 and bought by Dr Grant Hill of Chotoka, Alberta. Dr Hill fitted Weber carburettors and raced 'CSX2116', eventually trading it to Fred Yule in Portland, Oregon. At that time, the car was still finished in its original colour scheme of dark blue and retained its original black leather interior. 

'CSX2116' returned to the UK in the late 1980s and was advertised through Hampson's Ltd, by which time it had been refinished in red and fitted with a full-width roll bar. Subsequent owners in England were Dr Carlos Barbot, Trojan boss Peter Agg and Formula 1 racing driver Rupert Keegan. 'CSX2116' was last restored in 1988, records on file indicating that an extensive mechanical restoration was undertaken at this time. The car still retains its original black leather interior though the Weber carburettors have gone, replaced by an easier to maintain four-barrel Holley. There is considerable additional accompanying documentation including correspondence between previous owners, a copy of the original bill of sale, Shelby American Automobile Club letter of authentication, FIA papers and Swansea V5 registration document. The car has belonged to the current owner since 2006.  Early Cobras are offered for sale only rarely and this example represents a wonderful opportunity to acquire a fine example of this classic of Anglo-American sports car design.