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Tags » ‘business’

Coolest thing I saw at the swap meet today, a collection of old tuning equipment, now garage art, priced to sell

February 26th, 2018 by admin

this marvelous machine above I think is priced at $900

this is the only one I figured I had any potential to afford, and I was right. $175

Now, if I’d put his business card in my pocket, instead of my car, I’d put his info here.

todays episode of The Grand Tour

December 16th, 2017 by admin

Jeremy races Capt Slow and Hamster from NYC to Niagara Falls… they have to take public transport, he takes the new Ford GT….

but then, he calls the airplane reservation people, and screws with them. Switches them from Business Class to Economy, and tells the airline to not let them drink alcohol on the flight.. that’s funny, in a mean kind of way

Also, Jeremy points out that the engine in a new AMG GT R has 577 hp, but the same engine in an E Class Mercedes Benz produces over 600 hp

the GT R sports a 4 liter twin-turbo V-8 with a revised intake, new forged aluminum pistons, and a higher compression ratio. The ­output is 577 Hp and 516 foot pounds

and Jeremy is indeed absollutely correct, I looked on the Mercedes Benz website, and the same engine is in the 2018 E 63 S Sedan Engine: Handcrafted AMG 4.0L V8 biturboPower 603 hp @ 5,750-6,500 rpm

Heard of the rock group Twenty One Pilots? (and then try to figure out where the name came from? Poof, down the rabbit hole of trivia)

November 12th, 2017 by admin

the name comes from a dark play by Arthur Miller… All My Sons. Arthur Miller who married Marilyn Monroe, and whose son in law is Daniel Day-Lewis. Monroe acted in the

Earle C. Anthony and Lee Miles with his airplane, Los Angeles, 1935

May 14th, 2017 by admin

The Miles and Atwood Special is on the trailer, and in front of it, are Anthony and Miles.

Miles was a living legend during the Golden Age of Flight. At the time this photo was taken he was the number one air racer in the National Aeronautics Association standings.

Earl C. Anthony is perhaps best known as the Packard distributor for the state California from 1915 to 1958.

Can Am 50th Anniversary book review (one word, awesome)

December 15th, 2016 by admin

The Can Am was a racing series for 9 years, and they did a fantastic damn job of writing one chapter for each year.

There are so many cool things I learned, I can’t even figure out where to start… check the video (notice that WING? Biggest wing ever used)

and the smallest car, which should be compared to a go cart… it had 10 inch wheels, well, it was supposed to, but Firestone ran into problems and didn’t get them made in time. Regardless, the point was to make the smallest race car, for less aerodynamic drag, but… they forgot that the brakes would also be tiny, and that does NOT work well for racing.

When they did get the tires, they were really wide, and you know that tires if over inflated or spun really fast, are going to get stretch in the center… but if they aren’t designed well, and aren’t inflated enough, they only touch the ground above the outside edges of the rims…. that is a big problem too. So, basically they didn’t think this through very well.

Some cars were thought out very well, so much that they were quickly outlawed…. in a race that had been set up as “without rules” because ironically, the race series hadn’t been thought out very well. That is what makes this book invaluable to car guys that love the prime history of 60s racing… it is analytical about what made the race cars better, how they evolved (in cases like the Chaparral) and what was so overlooked, but obvious in hindsight, that was missed when they came up with the notion of unlimited racing.

One word: money. You can’t have unlimited racing, as only the unlimited funding from the largest corporations can compete, and whoever spends the most, wins. It’s not racing if it’s won by just spending the most money.

That is what nails this book for me, as the only book I’ll need to read on the subject of Can Am… it’s so damn thorough! Who won, why, how, and what caused failure. Both in the cars, and the race series itself. Brilliant writing direction that the author took, it’s on point for the reader that likes to learn, and for many people, we learned more about Trans Am racing, F1, Gran Prix, Rally, drag racing, or Nascar… and Can Am was something heard about, but not studied or learned very thoroughly. Then, the comparison of a lap time from one team to another, or year to the next, to show that this or that was advanced significantly, or not at all… that sort of analysis is great stuff to me…. to learn that the best driver that there ever was had a time, but the mediocre car was letting him down, or that the next years advances in engines or tires put him some seconds faster when little else changed. Terrific info.

for example

Vic Elford remembers: “My first impression was, I don’t really see it as very quick, because it just sort of goes around corners. But then of course, when it got down to analyzing it, we found it was going around corners about 12 or 15 percent quicker than anything else would.”

I sure as hell never learned about Can Am til now, but hell, I’d glimpsed so much about it from looking at the drivers, team owners, and hearing about the tracks that I wasn’t coming at this book without some knowledge of those aspects of it, and that is pretty damn cool. It’s a lot harder to enjoy a book where you have to learn about EVERYTHING, like the characters, locations, or whatever.

When it’s just another aspect of the history of so much you’ve heard of already, well… its a damn pleasure to get more info on all of the stuff involved. Tire technology, engine advancement with turbos and injection, wings and aero, and what part the famous racers played in the various teams in Can Am… as I never learned before about the teams, the drivers that were hired like movie stars to play a role, and just as quickly released for other racing venues (F1 for example) or the business aspect of running a teams in multiple race series (F1, Trans Am, Nascar for example) and the effect that had on owners or drivers.

There were only a couple minor things that bugged me, and that’s down to editting… for example, the info and photos about a car should be on the same pages, right? When the “sucker” car is discussed for 4 or 5 pages, but the photos are all 6 or 7 pages further down, for no reason I can see… that bugs me (pages 140-147) and pages 127 -134 are about the death of Bruce McLaren, but the photos are all about the “Shadow” which gets discussed after the photos were all used in the previous 7 pages. But that was the only quibble I had.

You’re going to see the striking excellence of three teams and it’s amazing, the Penske, the McLaren, and the Hall teams. That such a fantastic group of race car engineers and innovators all were vying for the incredible championship win money, it’s competition level was just absurdly high, and then you also had the drivers that were among the best in the world, Gurney, Hulme, Donohue, McLaren, Parnelli, Phil Hill, George Follmer, Peter Revson, Andretti, and Pedro Rodriguez to name a few.

You can see some of the book at

A member of the Guinness brewing family, and company director, Kenelm Guiness was also a race car driver, engineer, and inventor of the KLG spark plug

November 19th, 2016 by admin

His older brother preceeded him into car racing, so Kenelm went along as the ride along mechanic on the Darraq that set the world’s record for speed on Saltburn Sands in the year 1908.

His 1st race as driver was the 1907 Isle of Man TT, then he went on to the Belgian GP.

Life was good, and racing was great, but what are those without a pub to sit around and chat with friends? So he bought a disused pub, The Bald Faced Stag in Putney, London which first was opened in 1714 by a pair of blacksmiths. 300 years later, it’s a poofy restaurant that bear no resemblance to a pub that’s been around racers, blacksmiths, or history.

His 1912 experience with shoddy spark plugs led him to invent his own, the KLG. It used mica as an insulator, an improvement over porcelain.

From 1913 to the late 20s he was a driver for Sunbeam, along with Segrave and Campbell. kenelm set the worlds land speed record in 1922 in a Sunbeam, 350 Hp on Brooklandsof 207 mph

His spark plugs were in great demand in WW1 aircraft, and he was asked to resign his miltary duties after the battle of Dunkirk to continue his plug work and improvements. He later sold the business to Smiths (more famous for instruments)

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A member of the Guinness brewing family, and company director, Kenelm Guiness was also a race car driver, engineer, and inventor of the KLG spark plug

Cuba’s Car Culture, book review

October 10th, 2016 by admin

Tom Cotter (author of the barn find books …In A Barn) and Bill Warner (founder of the Amelia Island Concours) have made the most complete book on Cuba’s pre-Castro car and racing history and today’s current problematic economic and automotive situation, that we are likely to ever need. Seriously, I think this covers the topic, the problem, it’s cause and effect so thoroughly, that I doubt another ever needs to be printed.

Packard hunting car

September 12th, 2016 by admin

It began life as a Packard Super Eight LeBaron All Weather Town Car, delivered from the factory Park Avenue dealership in New York City on Christmas Eve 1933.

it began its career on a Westchester County estate. At some point, one of its owners took it to Peter McAvoy & Son, a commercial auto body builder in New Rochelle, New York, about 20 miles north of Manhattan.

McAvoy knew his trade. Born in Ireland in about 1860, he immigrated to the United States in 1881. By 1910, the census listed him as the proprietor of a wagon factory, and indeed the City of New Rochelle enlisted him to repair carts for the Street Department. His occupation was upgraded to “carriage builder” by the 1920 census, but the 1918 city directory had already listed him under “Auto Bodies,” so he was prescient in his trade. His son James joined him in the business and became the president of Peter McAvoy & Son after his father’s death in 1929.

Cutting the LeBaron body off just aft of the division partition, the McAvoys constructed a high-quality wood body in its place. Seeking maximum utility, they extended it a full five feet beyond the rear axle of the already-lengthy 147-inch wheelbase. As completed, it is equipped with two fuel tanks, greatly extending its range between fill-ups.

Sliding glass rear windows, large roof vents, tether rings around the body, and a lack of any seating or racks for firearms all suggest it was built for the transport of hunting dogs.

notice the exhaust is up over the roof

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Packard hunting car

Not photoshopped, 6 door Chevy… custom limo for a resort maybe?

August 21st, 2015 by admin

Found on

Women are fed up, and might be opening their own car service garages (will they discriminate and refuse to hire male employees?)

June 10th, 2015 by admin

When one woman in Philadelphia was dumbfounded at the lack of women in the car mechanic industry, she decided to quit her job and plans to start her own car shop.

Patrice Banks, 34, was a materials engineer and manager at DuPont for 12 years, about six years ago, she said she looked for a female auto mechanic to find help, but couldn’t find one. She decided to go to school to become one, taking classes at a community college on the side. After two years, she received a diploma in automotive technology. In 2013, she started the Girls Auto Clinic, which offers workshops and consulting for women.

Banks said she wants to educate women so they feel confident taking care of their cars and avoid being swindled by the male-dominated car service industry.

The anticipated business will have a “beautiful lounge” that’s “welcoming and warm” and a nail salon, Banks said. Armed with a business plan, she has a location in the works in Philadelphia, and she has applied for funding.

Hilary Noack, a Centennial College auto body repair instructor, is hoping to raise $20,000 via an Indiegogo campaign to start Canada’s first all-female-staffed auto body shop.

She has had a passion for muscle cars and hot rods since she was a teenager and worked with a shop to restore her first car, a 1970 Oldsmobile. She turned that apprenticeship into a diploma from Centennial College, got a job at Toronto’s well-known Legendary Motorcar, then went back to her alma mater to teach.

She’s been instructing in the auto body and collision damage repair apprenticeship program for four years now.

While she already had most of the tools necessary to get a garage started, she still needed to raise some capital, and a traditional bank loan just wouldn’t do.