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Visteon Q3 net income grows to $28 million

Uncategorized October 27, 2016

Automotive electronics supplier Visteon today reported improved third-quarter earnings despite reduced production volumes, with net income rising to $28 million from $5 million last year.
Source: Automotive News – swapmeetclassified

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Installing an engine in a 1949 Chevrolet 3100 Truck

Uncategorized October 27, 2016

Seems like forever ago that folks were fashioning motor mounts out of scrap steel—and that was the norm because, unlike today, folks didn’t have the so-called luxury of pre-made components at the ready. Problem is, some people are still resorting to the scrap metal option, oftentimes missing the “mark” with placement, let alone structural integrity. For those folks alone, we’d like to present the proper way in which to mount an engine in a Mustang II–equipped classic Chevy pickup.

It’s quite simple, really, just keeping in mind the importance of angles, interference of other components (harmonic balancer/water pump pulleys with crossmember, valve covers/distributor with firewall, stuff like that), and, of course, the quality of the installation itself (good penetrating welds, and so on).

Classic Performance Products (CPP) helps greatly when it comes to the simplicity factor with their weld-in, side-mount pedestals for small-block Chevys (which, with their FitRite adjustable engine plates, will accommodate LS swaps as well); no more cobbled together scrap. While we were over at CPP covering the various transformations being done on a 1949 3100 they were R&D’ing, we were able to document the process of properly installing engine mounts, as well as their bolt-in/adjustable transmission crossmember.

Unlike the placement of the suspension crossmember, there is no “exact” set of measurements in which to follow when installing an engine and trans—basically, you want everything to fit nicely between the boundaries, those being the radiator and firewall for the most part. Typically, you can do so without having to butcher up the firewall, however, when running a mechanical fan (rather than a slimmer, radiator-mount electric for instance), you’ll need more engine setback, in which case you may need to relieve some sheetmetal to accommodate the distributor. In our case, no portions of firewall were harmed or altered at any point during the procedure.

With that said, let’s get started.

Mounting an engine in a 1949 Chevy-02.JPGMounting an engine in a 1949 Chevy-02.JPG
01 We’ll be installing CPP’s weld-in–style engine pedestals (PN CP4810-S, top, pictured with a set of poly mounts) and bolt-in transmission crossmember (CP9424, bottom, also pictured with a poly mount).

Mounting an engine in a 1949 Chevy-03.JPGMounting an engine in a 1949 Chevy-03.JPG

Mounting an engine in a 1949 Chevy-04.JPGMounting an engine in a 1949 Chevy-04.JPG
02-03 With the Mustang II crossmember—and corresponding IFS components—already in place, we first had to remove the remaining stock transmission crossmember. This was done by ridding the framerail-attaching rivets and then slicing the crossmember in half with a plasma.
Mounting an engine in a 1949 Chevy-05.JPGMounting an engine in a 1949 Chevy-05.JPG
04 Next, we dropped a plastic small-block Chevy engine—with semi-tall valve covers bolted on for clearance reference—between the framerails for subsequent pedestal placement. Notice, too, that the core support and radiator are also in place, as we need to ensure adequate fan clearance.
Mounting an engine in a 1949 Chevy-06.JPGMounting an engine in a 1949 Chevy-06.JPG
05 A Turbo 350 was bolted behind the dummy block, with CPP’s tubular crossmember attached—also for placement reference sake.

Mounting an engine in a 1949 Chevy-07.JPGMounting an engine in a 1949 Chevy-07.JPG

Mounting an engine in a 1949 Chevy-08.JPGMounting an engine in a 1949 Chevy-08.JPG
06-07 Whilst setting the engine/trans up, a bit of interference was encountered between the bellhousing and forward-most portion of the stock inspection/access cover flange—that area was quickly relieved with a cutoff wheel (the cover can still be bolted on with no visible signs of modification).
Mounting an engine in a 1949 Chevy-09.JPGMounting an engine in a 1949 Chevy-09.JPG
08 To stabilize and subsequently maneuver the engine/trans into place, we laid a piece of 1-inch square tubing across the ‘rails, perching the block atop via two bolts installed in the lowermost accessory holes—this will allow front-to-rear movement using the floor jack beneath the transmission, and side-to-side off the piece of tubing.
Mounting an engine in a 1949 Chevy-10.JPGMounting an engine in a 1949 Chevy-10.JPG
09 Once an 8-inch harmonic balancer was test-fit, however, we had to add a couple 1-inch spacers to bring the engine up and provide adequate clearance for the power rack-and-pinion unit. Elevated sufficiently, the engine was then centered, as evidenced by the marks on the tubing.
Mounting an engine in a 1949 Chevy-11.JPGMounting an engine in a 1949 Chevy-11.JPG
10 OK, now onto the actual pedestal adaptation. We started by making cardboard templates of the top portions …
Mounting an engine in a 1949 Chevy-12.JPGMounting an engine in a 1949 Chevy-12.JPG
11 … and with the actual motor mounts bolted to the engine block, trimmed the templates to fit.

Mounting an engine in a 1949 Chevy-13.JPGMounting an engine in a 1949 Chevy-13.JPG

Mounting an engine in a 1949 Chevy-14.JPGMounting an engine in a 1949 Chevy-14.JPG
12-13 The modified templates were transferred back onto the pedestals, which were then trimmed to size using a cutoff wheel (the lower gusset portions also trimmed back).
Mounting an engine in a 1949 Chevy-15.JPGMounting an engine in a 1949 Chevy-15.JPG
14 We cut the upper side so it would sit nearly flush with the top of the framerail; the gussets will join with the surface of the MII crossmember.
Mounting an engine in a 1949 Chevy-16.JPGMounting an engine in a 1949 Chevy-16.JPG
15 With the engine still supported atop the frame and the pedestals mocked onto the mounts, the transmission crossmember was installed. It can be bolted on, as shown, or welded together and onto the lower lip of the framerails.
Mounting an engine in a 1949 Chevy-17.JPGMounting an engine in a 1949 Chevy-17.JPG
16 The angle of the transmission tailshaft was checked and set while the engine pedestals were still able to be adjusted.
Mounting an engine in a 1949 Chevy-18.JPGMounting an engine in a 1949 Chevy-18.JPG
17 Then, the pedestals were finally tack-welded to the frame and crossmember.
Mounting an engine in a 1949 Chevy-19.JPGMounting an engine in a 1949 Chevy-19.JPG
18 The mockup engine and trans, as well as the radiator and core support, were removed so that the pedestals could be properly and fully welded up.
Mounting an engine in a 1949 Chevy-20.JPGMounting an engine in a 1949 Chevy-20.JPG
19 Done deal—onto the next portion of the project.

The post Installing an engine in a 1949 Chevrolet 3100 Truck appeared first on Hot Rod Network.

Source: Hot Rod

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J.P. Garcia’s 1955 Ford F-100 Blue Oval

Uncategorized October 27, 2016

What do you get when you cross a trailer full of parts that are alleged to be a 1955 Ford F-100, with a unique vision over 9 1/2 years of persistent effort? In J.P. Garcia’s case, he got an initial stink eye from the wife and family, but they ended up with their incredibly cool and beloved 1955 Ford nicknamed “Frankenstein 100.”

As a youngster, J.P. recalls seeing his grandfather working on a 1956 F-100 around the time he was big enough to fetch wrenches. After seeing that truck change hands from his grandpa to his father and lastly to big brother, he had the desire to find one of his own. That’s when “Frankie” was located in a body shop (and near buried with dirt), and its resurrection began in a two-car garage. Being an officer by trade, you might not think that type of training would equip him to tackle a project like this, but you’ve got to love his good old American ingenuity! From the beginning J.P. had a detailed and elaborate plan for it; he’s always been a Bow Tie man at heart and that flowed into this build.

1955 Ford F-100 JP Garcia-04.jpg1955 Ford F-100 JP Garcia-04.jpg

The front half of the frame is from a Chevelle, this gave him a tubular A-arm platform for disc brakes and coilover suspension, as well as a familiar cradle for the Vortec small-block and TH350 transmission. It’s a 0.030-inch over four-bolt main block machined by Chuck’s in Phoenix and assembled by J.P. It uses a COMP Cams Thumpr cam with a Power PLUS intake and Edelbrock Performer 600 carburetor. Frankie’s juice is now supplied by a 50,000V HEI distributor. Chrome highlights accent the top end pieces perfectly. Flowmaster Super 40s aide a healthy 3-inch exhaust with a business tone to boot. Throughout this build, J.P. was pushing his abilities through trial and error to incorporate bigger and better ideas. The addition of a polished Corvette C4 independent rear suspension using custom-fabricated mounting brackets; yet another testament of his vision to create a truly unique truck and the craftsmanship is unbelievable. Budnik Gassers hold the corners sized 18×9 up front and 18×12 out back. Michelin Pilot Sports keeps him planted with 255/35s wrapped on the front and massive 335/30s stretched on the rears.

1955 Ford F-100 JP Garcia-09.jpg
1955 Ford F-100 JP Garcia-08.jpg
1955 Ford F-100 JP Garcia-07.jpg
1955 Ford F-100 JP Garcia-05.jpg

As you might imagine, when you jump into a mission like this, you really appreciate the time to follow through with ideas. This truck was assembled multiple times, taking time to fill all firewall holes, vents, and shaved emblems. J.P. even made sheetmetal pieces to fill the bed holes and stake pockets to refine even the smallest details. Eddie Dominguez was summoned for paint and body and did a masterful job applying the PPG Toreador Red metallic skin tone. The paint has a seemingly endless amount of reflection that signals the time and quality of the bodywork underneath it. Even the underside of the hood has the same treatment as the rest of the truck, and looks amazing! FX paint added the interior graphics while Shadows Upholstery stitched the carefully designed interior, using the shaved emblems in the seats that complement the custom two-tone crimson and cream pattern layout sketched by J.P. The seat is out of a 1991 Silverado, which is mounted on brackets that he fabricated as well, and provides a spot for 10-inch MTX subs. Pioneer sends cruise music out to MTX mids and tweets. Vintage Air keeps the cab cool and the controller is set in a custom underdash panel. J.P. also added power windows with switches/trim sourced from Mid Fifties in Golden Valley, Arizona. CPP supplied the GM-style steering column with a Grant GT steering wheel and sits in front of classic Heritage VDO gauges housed in a billet aluminum bezel.

The most challenging part of building Frankenstein was building Frankenstein at all! J.P. admits to going overboard, but even though he’d make it more simple if he did it all over again, it’s hard to argue the results! There is a lot to be said for building your vision as you see it, with your own hands! He loves the way it drives and seeing heads turn when he’s driving it! “Frankie” thanks J.P. and all of the people that helped bring him back to life.

1955 Ford F-100 JP Garcia-03.jpg1955 Ford F-100 JP Garcia-03.jpg

Facts & Figures:

1955 Ford F-100
J.P. Garcia

Frame: 1972 Chevelle front half
Rearend / Ratio: 1984 C4 Corvette IRS / 3:07 ratio
Rear suspension: Viking coilover
Rear brakes: GM 11-inch disc
Front suspension: Viking coilover
Front brakes: GM 12-inch disc
Steering box: GM 605
Front wheels: 18×9 Budnik Gasser
Rear wheels: 18×12 Budnik Gasser
Front tires: Michelin Pilot 255/35-18
Rear tires: Michelin Pilot 335/30-18
Gas tank: Factory 15 gallon

Engine: ’80s GM cast-iron 350
Heads: Vortec cast iron
Valve covers: finned aluminum
Manifold / Induction: Power + Plus model: Typhoon
Ignition: factory GM HEI
Headers: Hedman
Exhaust / Mufflers: custom 3-inch mandrel bent / Flowmaster Super 40s
Transmission: GM TH350 built by Sun Transmissions
Shifter: CPP billet and chrome

Style: 1955 shortbed
Modifications: filled-in vents, firewall holes, shaved emblems, custom filler for bed caps, and stake pockets
Fenders front / rear: factory
Hood: factory
Grille: factory
Bodywork and paint by: Eddie Dominguez / FX Paint Graphics
Paint type / Color: PPG Toreador Red
Headlights / Taillights: Tribar halogen / LED taillights
Outside mirrors: factory
Bumpers: factory chrome

Dashboard: factory dash with a custom under-mount panel
Gauges: VDO Heritage classic
Air conditioning: Vintage Air
Stereo: Pioneer head unit, MTX amp, mids, and tweeters; custom-built box under seat
Steering wheel: Grant GT
Steering column: CPP GM style
Seats: 1991 Silverado bench
Upholstery by: Shadows Upholstery
Material / Color: Marine Vinyl / two-tone Crimson and Cream
Carpet: factory-cut pile dark red

The post J.P. Garcia’s 1955 Ford F-100 Blue Oval appeared first on Hot Rod Network.

Source: Hot Rod

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Auto industry cyber security group hires Boeing veteran

Uncategorized October 26, 2016

The organization that automakers in the U.S. created to cope with cyber security threats said today it has hired a former Boeing executive as its leader.
Source: Automotive News – swapmeetclassified

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Nissan to stop making Mexican veteran Tsuru amid safety criticism

Uncategorized October 26, 2016

Nissan said today it will stop production in May of the Mexican-built Tsuru, an economical and hardy sedan beloved by taxi drivers but often sold without airbags and widely criticized for its poor crash record.
Source: Automotive News – swapmeetclassified

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2016 ARP/STREET RODDER Sherm’s Custom Plating Road Tour, update 5

Uncategorized October 26, 2016

With so many different things going on at the 25th edition of the California Hot Rod Reunion it could be easy to forget the real reason so many people are at Famoso Raceway. That would be until the roar of the race engines drowned out everything else that might be going on at the moment. For 25 years the folks at the Wally Parks NHRA Motorsports have put together an event that brings together the best vintage drag racers and their cars for three days of hard-core competition.


This year’s 25th anniversary celebration saw a huge turnout of race cars. From vintage rails to Funny Cars and the drivers and teams who get them down the track, there was a who’s who of celebrities on hand all weekend at Famoso. A walk through the pits was a walk down drag racing’s memory lane. Don “ The Snake” Prudhomme was busy signing autographs and Ed “The Cam Father” Iskenderian traveled the grounds in a golf cart that was stopped every 10 feet by his many fans.

While it was fun to see the folks who made drag racing what it is today, the real stars were the cars. A walk down one row would give you a look at Art Arfons Green Monster 5 and the iconic Hemi Under Glass. The quality of the vehicles on display in the pits was staggering. These are not your barn find racers that were wiped off for a run down the track. The race cars on display and on the track looked as good or better than the day they first rolled up to the line to make a pass down a dragstrip.


It was a great weekend at the 25th California Hot Rod Reunion. It was an opportunity to see firsthand who and what created the incredible sport that drag racing is today. If you missed this year’s Reunion just start now to make plans to attend the 26th California Hot Rod Reunion, which is just 52 weeks away.

The post 2016 ARP/STREET RODDER Sherm’s Custom Plating Road Tour, update 5 appeared first on Hot Rod Network.

Source: Hot Rod

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Asking for Sponsorship – the Do’s and Don’ts

Uncategorized October 26, 2016

Editor’s Note:  This third part in a series of sales tips from our GM John Viscardo dives right into the sponsorship conversation and includes tips from those who help their company determine if they should be involved with your race team.  We hope all of these tips help you in the search for sponsorship.  Happy hunting!

Sales Tips Part One

Sales Tips Part Two

  1. DO tell the client what YOU will do for THEM. Many racers start off with their resume, their race car, and why someone should sponsor them.  This is a poor strategy.  Ask your potential sponsor how you can serve them, then lead into why they should work with you.


  1. DON’T ask for FREE product. Jack Jaynes, President at Longacre says, “Don’t start off your request for sponsorship by asking for free stuff. If you ask a piston manufacturer for free pistons in return for a decal in your car, you immediately put a stone wall between you and the potential sponsor.  What you can do is ask for discounted products.  Maybe ask for a 10% discount on the price of pistons in return for sponsorship.  But don’t start the conversation that way.”


  1. DO go to local businesses to ask for sponsorship first. It is important to think globally, but act locally when it comes to this. Every racer would love to have Lucas Oil or Edelbrock to sponsor their car, but you must take baby steps first.  Ask your local auto parts store, body shop, or repair shop.  Local fast food restaurants and doctor’s offices are good too.


  1. DON’T brag about yourself too much. Yes, you should have your race resume in your hip pocket and which tracks you usually race at. But do not bore your prospect to death with your entire racing history.  Be like Sportscenter, just give ‘em the highlights.


  1. DO try to go above and beyond what the sponsor expects from you. If a local parts store sponsors you, offer to handout their catalog at the racetracks. Offer to bring your racecar to your sponsor’s place of business for autograph signings.


  1. DON’T believe that only the rich guys get sponsors. Finding sponsorship is a full-time job. Don’t obsess over which of your fellow racers are getting which sponsors.  Just focus on yourself and THINK about how you can get yourself more sponsors.


  1. DO offer to help the sponsor with sales. Aaron Lambert, Director of Competition at Penske, says, “From our standpoint the most important result from sponsoring someone is do we get direct sales from them. The drivers/teams we directly sponsor…..are the ones who can prove they have made sales for us. Usually this comes in the form of a referral, or they themselves purchase and resell the product. Some don’t want to get into resale, so a direct sale to a new customer that was recommended by the sponsored driver or team goes a long way. We always hear how good for our company a sponsorship will be. I keep it simple, I challenge them, sell us 5 sets of shocks, if you can do that, I believe it’s worth a discount or free product. Doesn’t seem like a lot, but when push comes to shove, it really is. To be able to really sell or promote our product enough to sell them, it takes a lot of work. Anyone can put a decal on a car, doesn’t mean you’re going to help sell that product.”


Longacre Racing Products
(800) 423.3110

Penske Shocks
(610) 375-6180

The post Asking for Sponsorship – the Do’s and Don’ts appeared first on Hot Rod Network.

Source: Hot Rod

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Audi A3's fwd version to get more powerful engine, new transmission

Uncategorized October 25, 2016

The entry-level Audi A3 compact sedan and convertible will get a new engine and transmission combo for the 2017 model year that offers more power and fuel efficiency than its predecessors.
Source: Automotive News – swapmeetclassified

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VW's $14.7 billion court settlement over diesel vehicles approved by U.S. judge

Uncategorized October 25, 2016

WASHINGTON (Reuters) — A federal judge today approved Volkswagen AG’s record-setting $14.
Source: Automotive News – swapmeetclassified

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Honda Clarity Fuel Cell sedan gets EPA-rated 366-mile range

Uncategorized October 24, 2016

The Honda Clarity Fuel Cell sedan received a U.S.-best EPA-rated driving range of 366 miles, the automaker said today. The Clarity Fuel Cell, set for a limited U.S.
Source: Automotive News – swapmeetclassified

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