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  1. 6 points
    55 Fargo

    Nostalgic Chrysler Flathead Racing Blog

    Excellent Blog, and excellent read, hope we get others who can share there Chrysler Flathead Racing stories from the past....thanx for Creating this blog Tim
  2. 5 points
    Well.. your 5.7 litre hemi depending on its year, has a rev limiter built into the system. When they 1st came out it was set at 5570, and I think its now something like 5800 depending on the application. You can chip that hemi, void the warranty and catch up with the RPM of the worlds fastest dinosaur. RPM is a funny thing and it depends what the application is. Top Fuel cars are a classic example where they have actually dialed back the rpm, as they shortened the racing from 1/4 mile and they start to talk about how many times the engine turns over the course of the race. In terms of the most powerful on the planet, I cant say that because I just don't know. I also know we could actually pull more power out of a flathead and God willing, down the road that may come to be. We have a special blower intake in prototype form, and we have only started to play with the food (fuel) that feeds the Raptor! lol In terms of my 1949, I also cant make that claim, although I have definitely not seen a more powerful one out on the street, nor has any of the AoK boys, although to be honest that was never our goal. It was more to take a flathead, make it streetable, and able to operator on "pump gas". If I was willing to shift to Octane booster and nitros which I actually have the ability to introduce into the engine, but I was looking for something with a little longer fuse ! Small block chevy's.... lol.. Lets just say we love being the under dog and love the element of surprise. Your correct on doing more milder builds, although we have made available the cam in my car in both the USA small block and the Canadian big block and while a little lumpy at idle you don't have to go completely wild to use them. Going from what your mentioning, to get that last bit of performance gets expensive. Just take pistons for example. Take what a set of overbore pistons cost and they are actually pretty reasonable. Unfortunately its getting limited to cast pistons instead of forged but still very serviceable. We wanted big over bore forged pistons and modern rings. That road lead us to Venolia . Next thing you know we ordered up several sets of big bore (125 thou over the stock 3 7/16" bore). We made them smaller, lighter, with specialty coating, 3 rings and plasma moly rings. They were, lol pricy! Now do they outperform 4 ring cast pistons, oh for sure. Is it worth the cost... lol.. I am sure the AoK boys wives don't think so. But for the Boys.. why do it... easy, because we can! Had we found forged 125 thou pistons which a decade ago I could easily order, we likely wouldn't have went crazy and to be honest its not a path I would recommend for very many clients and definitely would suggest disclosing the cost to your significant other. But if you want them.. Here is where to buy them and were happy to hand over our specs and order information. http://www.venolia.com/ Finally, were looking forward to seeing you as well, and Ill finish off with a new version of something a number of the AoK boys family have attached to vehicles !
  3. 5 points

    Nostalgic Chrysler Flathead Racing Blog

    Ok I found a few tid-bits to get the party started... 1st 3 are Rex Rains who in 1961 was the runner up to a blown twin v8 chevy that won the race at 160 mph Rex who was running a very un-aerodynamic dragster was apparently less than a length behind the winner although I still have to track down Rex who is still around I am told, and get more details. Next up I thought a cool advertisement of the day. It was in 1951 which was already covering the 1952 model year. This came from the oct 1951 hop up magazine Next up a bit of a taste-teaser which was boat racing. My Sweetie which tended to have issues with leaking and I am not talking the motor, but the hull, is a boat with a family connection. I will try and dig up more details. It was at its start a Dodge Truck engine with a few.. ok a lot of mods. The next two is a bit of a side-bar... is an original dealership advertisement that could be found in the fall of 1951 concerning the 1952 model year. At this time the v8 hemi had 3 less hp than did the 265 with dual carbs and exhaust, and was the most hp available at the time. Yes, 1953 that was not the case, but 1952 this was it. Advertised at 136 hp, and I hope to at some point bring forward the evidence of the day where the test engine tested in Windsor in the test bed room, exceeded the advertised hp rating Finally, for me, "The King" George Asche who has a long history of racing flatheads. This being a picture my Dad took of George joking around a little more than a decade ago.. AoK racing at its finest ??? Lol. But seriously I will eventually get around to racing from both sides of what is now AoK racing..A being Asche and K being Kingsbury. George of course known as the guy who was undefeated in the 1950s on Daytona Beach in the "flying mile" drag race taking on all comers. In that meet, a Chrysler hemi, lots of V8s and even a Jaguar rail with a v12 in it. George in his 1929 Desoto, sporting a 120 tho overbored 265 Chrysler turned 142 mph. Yes the car he still owns and drives. Later on George would be the engine builder and crew chief for his Uncle Harry Hien, the legendary #90 who is in the nascar hall of fame, drove Chrysler flathead straight 8s, and then flathead 6s with all kinds of combinations and modifications. Harry believe it or not is still alive and kicking and his last #90 car still exists. I will try and do a series on Harry and his car, and maybe take it for a spin.
  4. 5 points
    Well I am sorry to hear of all your work and efforts only to have them not work out. While I am far from a fan of the t5 transmission conversion I do know those who made it work for them and were happy with the end results. Lol or at least they were not prepared to admit that it wasn't the best idea. We are all often guilty of doing something and then believing it is the only possible answer to a problem or that others are crazy to do anything else. I too can be guilty of that I am sure. As by Grandfather used to say there is a reason they make Chocolate, Vanilla and Strawberry IceCream. If you then pushed and said, so are you saying Chevy's are great car, you might be surprised by his response. It was one that my Dad often gave - "I love Chevy's and I am glad people buy them, because if they didn't I could not have made a great living beating them and fixing them!". I will send you a detailed email to you with a chart of all of the T5 transmissions, covering the gear splits and overdrives available. For the blog, I will say if I already went to all the work you have, so it is really the splits and lack of a decent overdrive ratio, you may wish to consider finding a better suited t5. There are definitely t5's with much better overdrive ratios, and there are some with slightly better gear ratio splits. The t5 was designed for engines with way less torque than a flathead mopar, and in many cases engines with far less horsepower. So it is a compromise. That being said, everything other than the mopar overdrive which was designed for the vehicle, is going to be. With a $1k budget, unless you find a 52-56 Plymouth overdrive in a scrap yard and can get it out with the wiring, kick down switch, relay etc cheap, your going to have a hard time getting into that snack bracket. With all the work you have already completed. Here are some examples: TAG # VEHICLE APPLICATION REV 1st 2nd 3rd 4th 5th 1352-065 Ford 1984 Mustang/Capri 5.0 V8 2.76 2.95 1.94 1.34 1.00 0.63 1352-035 AMC 1983 Jeep CJ 2.1 L4 Diesel 2.2 2.76 2.95 1.94 1.34 1.00 0.73 That is not a definitive list, that I will send to you. I also want to say I am no expert on these transmissions, so you will need to do some research to see if they can be a direct replacement for the one you pulled out. But for example the Jeep (aka soon to be a Mopar) has a 2.95 1st, and a .73 5th so that may achieve . Your stock transmission has a 1st of 2.57, 2nd of 1.83 3rd of 1.0 and reverse of 3.48 Sorry if I am sounding like the t5 transmission conversion fan here, because I am definitely not that, but when you have already put all the time, effort and money into a conversion the cheapest solution may just be to find a better t5 to suit your application. Now on to your other part of your post and what is really what you were looking for from me; another option. So once upon a time I would have went down the road of a floor shift. The trucks I love and learned to drive in, the car I drive every day, and even the 1st car I purchased were all floor shift models. That means I am predisposed to floor shift. I have a 1948 Plymouth Club Coupe as well as a 1949 Plymouth Business Coupe and if it was 30 years ago I would guarantee I would only be interested in a floor shift. lol but today, my 49 is still a column shift and I could have made it a floor shift. Even with the 1952-56 r10 in it, I have a shifter my Dad made/modified to allow for the R10 to be a floor shift. I just didn't want to loose the "floor real estate" that the floor shift took up. That being said, I know many still want a floor shift and while its not clear if that was in your motivation, my next solution would be floor shift. Also likely not surprising it is not a Chevy or T5 solution. My suggestion would be to use a 1975-85 Mopar (aluminum case) A833 4speed transmission. It has gear splits of 1st: 3.09:1, 2nd: 1.67:1 3rd: 1:1 4th: 0.73:1 (Trucks used a 0.71:1 fourth) The high level of doing the conversion is this. You will need an adapter plate and screws to connect the A833 4 speed to your stock bell housing. You will not need to grind and modify your bell housing. You will need to change your clutch to fine spline although everything else works, even the pilot bushing is the same. On the back of the transmission you will need to change the yoke of the tranny and modify the drive shaft to accommodate the modern yoke. Or you can change the rear end to a more modern rear end which would give you bigger brakes and an easier solution for the parking brake. As I know you will have had to deal with when your did the t5 conversion, when you loose your original Plymouth 3 speed, you loose your brake drum on the back of the transmission for the parking brake. There is the Coles Note version of an A833 4 speed with overdrive conversion. Depending on the model of Plymouth and year, you may need to modify the shifter leaver coming up through the floor. We have already assisted in one project that put the A833 into a 1937 Plymouth. Yes, that car has the X-Frame with the loop and yes he was able to deal with that added challenge. He had to modify the shifter so it bent left (towards the passenger side) and then again forward (toward the fire wall) so it came up the original floor shift position in the 1937. But it fit in perfectly and to quote him - "it shifts like a dream". Keep in mind the A833 4 speed I am referring to is the aluminum cased model that came out with overdrive in 1975 and not the earlier Cast Iron model that is highly sought after by the Mopar Big Block folks. That earlier transmission would give you the floor shift, but is 1.1 in 4th, so you get no overdrive. I will do a blog at some point on a "A833 4speed with overdrive Primer" but for now, if you or anyone else is interested you can always send me a not and we will be happy to help. Tim
  5. 4 points
    the ship was just tracked in Rotterdam. so if everything goes as it should the crate should be ready for pick up next monday. back to the radiator issues... here are the last steps to fit it in its new mounting position. last moves to make sure all the measurements were correct so far and all parts clear: slid the support frame back into the nose, bolted it in and inserted the radiator: this is were the truth awaits... but luckily the measurements were correct and with a little trimming on th top of the nose, the water tank clears the sheet metal. tight fit! now the shrouds/air guides had to be trimmed. bottom: top: this is what i wanted. nice and snug when the hood is open
  6. 4 points
    Ralph: Hello again, hope you're fine as well! this next chapter will be about the mods i had to do to the radiator support frame in order to move the radiator 2" to the front. actually i decided to move it a little more to gain more clearance and servicability for the belt. i measured and the max possible was 2,16" or 55mm, otherwise the water tank would hit the sheetmetal of the nose piece. finally i started marking the cuts: to get rid of the slot in the frame i decided to cut it out completely. the next step was to fabricate new radiator mounts that were 55mm longer than the old ones. note that the radiator is slanted backwards same angle like the engine, important to keep it that way so the fan rotates parallel to the radiator core. in this stage Tim and i emailed back and forth and had long telephone discussions to figure out what exactly the difference was between the US and canadian models. thanks again for all the support from you and all the others from the board that answered my PMs so patiently! i couldn't have done it without your counceling. i dropped the radiator at a radiator shop and had the braces unsoldered to be able to weld on them without destroying the core. test fitting the core into the support frame to make sure the cuts were accurate: then i fabricated the new mounts from the cardboard templates i had made before. then i taped the braces with the new mounts to the core. final mock up before re-soldering the radiator. everything worked fine, so now i could take all the measurements necessary for modifying the inside of the nose piece to accept the new radiator location. close, but not too close. the belt can easily be slipped over the fan blades. at this point i decided to cut up the front cross member in order to get more pulley clearance. this might seem unnecessary, but i want the car to be as servicable as possible, and as long as the front is completely stripped it's easy to make the changes. but first i thought i should put more work into the radiator support frame to make the changes look more "factory"...
  7. 4 points
    some time later i got the test engine. 2" is quite a lot, as i had to see! to prepare mock up i had to strip the old engine and clean the bellhousing, because it's nearly the only part of the old drivetrain that's going to be reused. then the day came... in order to find out if Tim and George had really told me truth or just tricked me into buying an engine i couldn't use ( ) i got rid of the massive fluid drive unit and test fitted the 1940 bellhousing... and behold! tadaaaaa! it bolted straight up to the spitfire's back. nice! so now i wanted to know if i could shoehorn it into the frame: it went straight in, and fit. it's tight, but it fits. i was happy! the pulley is mighty close to the front crossmember, but on the clutch side everything is like it should be: so i lay down some rough markings in the front and test mounted the radiator support frame. now i knew where most of the work was awaiting me:
  8. 4 points
    In the beginning i thought i'd better stay on the 23" side of things to avoid modifications to frame and body, since the car was in a very original condition when i got it (zero rust, 70.000miles) but then Tim and George told me the canadian units in 1940 always had a 25" block in them using the very same frame. After a short discussion with the boss woman ("better go all the way on this car before you drag home the next project" or in other words "yes") i ordered the biggest available option, 265cui long block with mild cam, closed chamber head, AoK triple setup, split headers and a new 3-speed trans with long second and Borg Warner overdrive . Tim also told me the 41-49 Chryslers were sporting rear ends with 3.54:1 gear sets in them, and that they'd match the splines and housings of the P10 rear end, so i started looking for that as well. After i wrecked the 201 on a hot summer autobahn day last year, i started tearing into the car. Here is a nice view of the old engine bay with the home-made triple setup. It wasn't easy saying good bye to that, i really, really loved the look of it and it made the car very unique in my eyes.
  9. 4 points

    Nostalgic Chrysler Flathead Racing Blog

    Well lets get the party started.. and kick it off with a team that we are big fans of. "The Montana Dodge Boys" Few know this and I will later on upload the “well buried” story of the boys.. which short Version is Pete “Pedro” Hendrickson who was challenged by a $100 bet by Earl "Edgy" Edgerton aka the owner of Edgy Speed Shop that there was no way they could make a competitive car to run on the salt flats in well 364 days. Earl, a great guy, had no idea just how motivated to win a $100 Pedro was, and this started the team known as “The Montana Dodge Boys” Now we will start off by disclosing that the real secret of this car is that is runs on “Montana Ale Works” product…. That is our story and were sticking to it.. lol Keep in mind they used what was called a Dodge “Fast 4” which had full oil pressure And 5 main bearings. This compared to Henry Ford was light years ahead of its time. It was a super short run of around 8 or 9 months, and was just before Walter Chrysler would purchase the company and soon after move from 4 to 6 cylinders, even though Less total cubic inches. So here we were speed week, 2008 as the Montana Dodge boys hit the salt! <iframe width="640" height="360" src="https://www.youtube.com/embed/Cncmru1IsG8?feature=player_detailpage" frameborder="0" allowfullscreen></iframe> The result.. not only did Earl have to fork over the $100, but Pedro had 3 world records Topping at 116.378 miles per hour. Trust me this was a very expensive $100 to win, but it was only the start ! Now a little look back.. hidden on the Dark Web, lol.. The Story behind the story ! <iframe width="640" height="360" src="https://www.youtube.com/embed/1JvV-BYNgt8?feature=player_detailpage" frameborder="0" allowfullscreen></iframe> Now you might think with that “C note” in hand, Pete “Pedro” would say, mission accomplished, we have done what we came for.. lol.. you must be kidding.. It was just starting.. So back to tuning, or modifications, and all kinds of secrets from various flathead mopars, and just not 4 cylinder Dodges came together and in august of 2009 it his the chassis dyno. The results – 124.73 hp <iframe width="640" height="360" src="https://www.youtube.com/embed/b28K9HthU1Y?feature=player_detailpage" frameborder="0" allowfullscreen></iframe> Its back to the salt flats and the results.. 127 mph.. Not to shabby… <iframe width="640" height="360" src="https://www.youtube.com/embed/Nm_SiFs4vtU?feature=player_detailpage" frameborder="0" allowfullscreen></iframe> Now yes they had hit the salt flats the year prior, and they did after.. But there would be more changes, including the big one, which in my mind wasn’t the head that they thought was the “bees knees” but the cam. List closely when in 2013 for their 10th world record, the “fast four” which was then 215 cubic inches dusted across the salt at just over 143 mph. <iframe width="640" height="360" src="https://www.youtube.com/embed/iCgMxIf6wwU?feature=player_detailpage" frameborder="0" allowfullscreen></iframe> Now 4 cylinder, 215 ci, more that 1 hp per cubic inch and we have the approval of the M.D.B to post that. https://www.facebook.com/MontanaDodgeBoys/videos/10152647914468707 Now here is a little sneak peak into the “Montana Dodge Boys” as they figure they should graduate to the 6 cylinder class.. Introducing “Clyde” which is a 1931 Supercharged F head DeSoto SA coupe. Yes F head, and not L head hot rod and definitely not a Model A Ford! <iframe width="640" height="360" src="https://www.youtube.com/embed/8GwiWNYdDLU?feature=player_detailpage" frameborder="0" allowfullscreen></iframe> For those interested the Desoto does not run a Desoto big block but a Dodge 230" inline flathead six so they could use the EDGY F-head conversion (1 of 4 cast). Its running a 1954 Kaiser supercharger blowing through three new heavily-modified Strombergs 97s on a homebuilt log intake and a vintage Paxton boost-regulated fuel regulator. It uses Fenton headers and runs on the stock 19" wires with Excelsior radials. What we know is that it definitely has more than the 40 hp of Henry Fords 1931 roadster and definitely exceeds the 2200 rpm of Fords engine.. It will also definitely beat your average “Echo”.. Now can it out run an AoK 1949 Plymouth... interesting question I think... lol..
  10. 4 points
    I will add you both to the list to let you know when we are ready to ship ! In terms of pricing, the new AoK dual intakes will be $425 each, plus $125 if you want the stainless linkage, plus shipping. If you want a matched pair of carter ball and ball carbs, completely built/rebuilt, they are $175 each, or $150- each if you supply complete rebuildable cores. Your cores do not need to be a match pair. So for a complete setup your looking at $850 plus shipping. We would ship a complete intake with carbs and linkage mounted and ready to bolt on your car. Your just need to let us know what application it is going on. Aka, a car or a truck, and what year and model of car or truck they are going on. Additionally we do make dual exhaust headers from stock exhaust and they are $175 for a pair of headers. I will put pictures on this blog entry (above) of our big block AoK triple with the headers. Obviously these would be for the small block (23 1/2" Plymouth/Dodge engine) but would have a similar look. Tim
  11. 4 points
    Did you ever hear the story of Tom Ruddy of Beverly Hills? here it is as I read in the 1952 edition of Hop-Up magazine, he had a 1950 Plymouth business coupe with a reputation, he created a real dent in Southern California racing circles , in close conjunction with Engles Machine Shop, to get maximum performance from his engine, the car was used for personal transportation and raced weekly at the local dragstrips. No lower end troubles developed even after a solid year of racing. Toms car was equipped with a specially adapted manifold using two Stromberg 81s .080" mill on a 1950 head giving well over 8:1 compression, and a reworked stock ignition. This amount of mill required flycutting the head to clear the valves. Cam was a 3/4 Engle "Special" grind. Gear ratio was 3.54:1 [stock]. A run at one Russetta Timing Lakes Meet in 1951 showed a true top speed of 103 mph the results attained by Toms car shows what can be done to your Plymouth to make it really perform.
  12. 3 points
    to hide the changes before the eyes of the unknowing it was necessary to weld a new "collar" to embrace the filler neck at its new position. here is a step by step in pictures. marking and measuring: filling up: welding the collar: cleaning up the welds: i touched up the welded parts with paint and several other things like shoe polish and owatrol oil to match the patina of the original parts. note the strut in the center of the frame that had to be moved 2" as well. on the oem part it is riveted to the frame, but i had to convert it to bolts because you couldn't slide the support frame into the nose piece otherwise, so i welded 4 nuts to the inside of the new mounts. that way i can bolt it up from the inside of the frame through the original rivet holes. i was very happy that i didn't have to move the front swaybar mounts, it clears the lower water tank by 40 thou... maybe 80 if i can move the rad up a little when it's in the frame.
  13. 3 points
    here's just some of the things that had to be removed: a last look at the nose before it has to go. i really love this grille... and it came right off. surprisingly easy with two people, it's just 18 bolts holding it i think. the good thing is it can be taken off as one part, makes things very easy.. that is if you find a place to store it. it looks really strange without the nose piece... and here is another nice view of the old headers and intake setup:
  14. 3 points
    Hey guys, i have to get used to this blog surface and don't really know how to work with it yet, but i'll try... looks like it isn't that much different from the quick reply function over on the board. Tim, i'll call you later and you can explain it to me. but thanks a lot for all the credit and unmerited laurel so far, haha ^^ ...about those model Ts, i seriously doubt that i can catch a 1500pound V8 roadster with my 3000pound killer whale, even with the new engine in. and there are some pretty nasty four bangers around here sporting cams and lion heads and dual carbs, one shouldn't underestimate these cars. nearly everything else has some kind of sbc in it and i don't think i can really threaten them. i think i'll go hunting for shoeboxes and other flathead V8 powered sedans instead. we will see... Fred
  15. 3 points
    ta dah... for now the Unauthorized Fast Fred thread ! Love the sound of that.. http://p15-d24.com/blog/17/entry-106-captain-fred-challenges-the-model-t-guys-httpp15-d24comuser1218-cptfred/ Tim
  16. 3 points
    Hi all, thanks Tim and Fred for doing this! It's true, i haven't been able to do computer things other than work recently, but i'll start a thread over on the main board with lots of pictures as soon as it gets calmer here. the engine is scheduled to arrive here on march 20th and i have lots of work to do before it arrives. it isn't really hi-performance i guess, but it should drop some jaws once in a while, i hope. can't wait to get my hands on it :-) best from berlin, Fred
  17. 3 points
    55 Fargo

    Nostalgic Chrysler Flathead Racing Blog

    Extremely Kool Tim, very interesting facts about the 265 and the early V8s, no doubt the 265 with factory dual/dual, packed a bit more punch, than the early Mopar flathead 6s. I always enjoy the stories about George and Your Dad, and look forward to more pics and historical accounts of the AoK Racing Boys. Hope to see your posts and pics about George Uncle Harry real soon. Now I invite those who have any experiences, stories and photos to get on this blog and share, sure makes for interesting reading on a cold early winter night. Happy Thanksgiving To Our American Friends too.....
  18. 3 points

    Nostalgic Chrysler Flathead Racing Blog

    Well its all stuff we likely have, but not anything I can quickly post. Its another item on my "to do list". In terms your last three, well there not really racing or performance stuff. Mopar flatheads were put into everything from tanks to boats, but I put up this blog really as a spot for racing. If you want another one for - anything ever to use a Chrysler flathead I can do that. But I will be honest, there both topics as I happen to come across stuff I will try and contribute but they are not things I am going to be things I am dedicating a lot of time on. I just have to much stuff on the go, and if you ever say what both sides of the AoK family have to go through, you would get an idea that there is no easily to retrieve filing system and nether the Kingsbury or Asche's were big on taking pictures of everything they work on. Sorry, but it is what it is
  19. 3 points
    Beautiful piece of work Tim. Should work very well too...
  20. 3 points
    I spend this evening going through the youtube videos. Absolutely amazing. Is there a series of them ? This blog is without question the best thing on this site. Well done.
  21. 3 points
    Suspense right from the get go, another great Kingsbury story, what a truly great family you have Tim, you are very fortunate.....Fargos-go-far
  22. 3 points

    Happy New Years

    Thank you Tim and Happy New Years to all the AOK boys. I have to tell you the tip about your new intake and finding this blog were the hightlight of my 2014. Where have you guys been all my life? I just love your posts. If your taking suggestions, How about a series on George building an engine ? How about a sneak peak behind the place that is doing the molding, fabricating and casting of the intakes.? or is that too much of an AOK secret? No fear of megoing to steal your idea. I just find it amazing to see the molds in progress. Maybe its also a favor and the guy doesnt want to be hounded with peoples projects. Its definately obvious you know where to find talent or you guys attract it to you, not sure which. How about a series on the dragster? Im sure that must already be in the works. How about a series of the Asche Boys and your son? What do they drive, what are their projects? You mentioned a starter business by George's boys and when I was just talking to him he told me the story about that business. That sounds like something a lot of people on this forum could use. I hear starter and genrator talk all the time and now its obvious Asches have all that coveredand Im sure better than the chinese crap they sell at part stores. Im tired of crap that doesnt last 5 minutes. So any stories on stuff happening in the homeof the brave would be nice. Heck even from your country woud be good. Never had the opportunity to go see Canada and likely wont now but any place that made the chrysler flathead 6 and put dual carbsand exhaust on it from the factory is my kind of place and definately has my respect. Ok mywife says stop talking. thanks for being there Tim, I really have enjoyed this last few weeks and I cant remember a month where my wife keeps saying what as I say wow.
  23. 3 points
    Now the real fun begins. I love getting the 'thumbs up' and waves from other motorists while cruising around in my truck. I also enjoy seeing people check out the truck as I come out of a store. And of course the chats with folk at gas stations and such. Enjoy it. Merle
  24. 3 points
    Don Coatney

    Zen and the Art of Impatience

    To become a ZEN Master on the forum all one has to do is make a lot of postings irrelevant of meaningful and non meaningful content. I think we need to get Herrigel and Pirsig to join the forum as they could assist in differentiating between sense and nonsense.
  25. 3 points

    Fast & Loud Or Fake & Lousy...

    Besides the somewhat shoddy craftsmanship on these shows, many people think a vehicle can be transformed into a real nice car in a week. I have 2 friends who have fabrication shops and the work they do is top notch. But the problem I hear from my friend is the customer thinks a car can be built in a week with all the details. And they always bitch about how much money it costs. I told him to hang up this sign............Good work ain't cheap, and cheap work ain't good........which one do you want.


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