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For more information on this vehicle visit http://tinyurl.com/hbmsyk2
If you’re one of the many enthusiasts looking for a fun classic that’s unrelentingly cool, here’s your ticket to car guy nirvana!
Not far removed from a rotisserie restoration, this Nova wears a custom coat of Metallic Blue 2-stage that’s so smooth it could be described as ‘wet-look’. At the front of the car’s subdued and classy panels, a familiar stainless grille hangs a *Í:CHEVY II SS*Í: badge between modern headlights, a fresh chrome bumper and a color-keyed, NASCAR-style spoiler. Behind that grille, a factory hood flows to a filled cowl, which founds like-new glass under bright stainless frames. At the sides of that hood, a clean, modernist profile is built around traditional door handles and a custom fuel door. And at the back of that profile, a second chrome bumper props fresh taillights at the edge of billet decklid trim.
This spectacular Chevy rolls thanks to a proven Vortec V8: a mill that provides levels of performance and reliability most classic car owners only dream about. Straight from GM, that fully sorted powerplant utilizes a cast iron block, lightweight aluminum heads, coil-near-plug ignition and aluminum flat top pistons to create razor-sharp throttle response and a torque band that’s as wide as Texas. At the front of the dyno-tuned engine, a modern serpentine system spins a fresh alternator and polished AC compressor beneath a color-keyed Spectre air tube. Once oxygen enters that tube, it flows through a color-keyed throttle body to an LS-style intake, which is bolted between a Comp LS1 cam and .020-surfaced heads. High-octane fossils are provided by traditional electronic fuel injection. Sparks are sequenced through color-keyed Summit Street & Strip wires. Spent gases exit via ceramic-coated block hugger headers. And cooling comes courtesy of a big aluminum radiator that’s backed by a large electric puller fan.
When the small block jumps to life, it spins torque through a proven Tremec T56 6-speed that was sourced from a 1994 Camaro. That transmission, completely overhauled in 2012, twists power to a Currie 9-inch axle, which is built around a Truetrac limited-slip differential and big, 4.10 gears. That color-keyed pumpkin pushes a TCI torque arm rear-half, which floats sturdy Ridetech coil-overs under Detroit Speed wheel tubs. Opposite those tubs, a TCI front clip balances power rack-and-pinion steering between two more Ridetech coli-overs. At the corners, beefy Wilwood calipers bridge the gap between drilled rotors, quality Hydraboost hydraulics and a requisite Wilwood master cylinder. Directly under the car’s color-keyed floors, coated exhaust pipes shuttle spent gases through an H-shaped crossover and coated Flowmaster mufflers. And everything rolls on polished American Racing Torq Thrust IIs, which lap in 275/40ZR17 Falken Azenis in front of 315/30R18 Falken Azenis.
Inside, a custom, LED-lit cockpit adds style and convenience. Modern leather buckets feature 6-way power adjustment for the car’s driver and front passenger. A painted and leather-capped dash complements full Auto Meter Phantom telemetry with Vintage Air climate control and Pioneer touchscreen audio. A metal, leather-wrapped console frames metal cupholders in front of a short Lokar shifter and chrome power window switches. And the driver holds a polished and half-wrapped steering wheel above modern cruise control and a polished, tilting column.
This heavily massaged Nova is one of the coolest cruisers on the planet! As it sits, the car offers the best of both worlds: a fully restored classic, and a unique hot rod that sets itself apart from virtual acres of brightly colored pony cars and overwrought land yachts. Call, click or visit http://RKMotorsCharlotte.com for more information.
This is a step by step instructional video on how to replace the rear brake pads & rotor on a SN95 (’94 – ’98) and New Edge (’99 – ’04) Ford Mustang with basic hand tools. It may also apply to other Ford models that use screw/twist in style rear brake calipers.
I show many tips & tricks to make this job quick, easy & painless. Including (but not limited to) the factory torque specs, methods to diagnose uneven pad wear and replacement part numbers for commonly damaged/missing/broken parts. I also show two different methods to compress the rear caliper piston, which is a screw in/twist in style caliper. It should take you about a half hour to an hour per side if you take your time.
Rear Brake Caliper Pin & Bolt Kit: DORMAN Part # HW14082
Rear Disc Brake Hardware Kit: DORMAN Part # HW5618
Rear Caliper Repair Kit: DORMAN Part # D352823
Disc Brake Tool Set: OEM Part # 27111
3/8″ Drive Disc Brake Piston Cube: OTC Part # 4589
My “’98 Ford Mustang 3.8L Repair & Maintenance” Playlist:
The information in this video is for educational purposes only. Pet Rock assumes no liability for property damage or injury incurred as a result of any of the information contained in this video. Use the information in this video at your own risk. Pet Rock recommends safe practices when working with power tools, automotive lifts, lifting tools, jack stands, electrical equipment, blunt instruments, chemicals, lubricants, or any other tools or equipment seen or implied in this video. Any injury, damage or loss that may result from improper use of these tools, equipment, or the information contained in this video is the sole responsibility of the user and not Pet Rock.