#Caliper Cinch

[ariasarchives]

Aria: I’m adding an extra thwomp to this level just for that.

#Archive #Primrose Prime #Ursula Star #Dolly Dusk #Aria Blaze #The Dinklings #Abacus Cinch #Chancellor Neighsay #Sonata Dusk #Caliper Cinch #Sunny Flare #Rosette Nebula #Smooth Tone #Adagio Dazzle #The Dazzlings

[witchofthesouls]

Ok, but imagine post-war Cybertron, the planet's rebuilding and even if Optimus isn't the supreme commander of the Autobots anymore he's still an integral part of the rebuilding proceeds, coming home after a tiring day to his tiny house conjunx just waiting to be bred because even if he isn't necessarily Prime anymore he's still Optimus PRIME and Cybertron does need repopulating,,,,

(Okay I went with the “human into Cybertronian” thing because I thought it would be freaking hilarious if your new frame is trying to adapt/process the old body’s endocrine system and it connects ovulation as heat xD)

Optimus comes out of the meeting ridiculously late with his comm completely full with well-wishers and scathing remarks by Ratchet about being an "idiot that didn’t bother to get everything cleared and you better show up with Y/N in a few days or else.”

When he reaches home, there’s a sweet scent, strangely soft and it pulls energon down his panel. The activated protocols don’t lie, you’re in heat.

Neither you or him had shared sparks nor fragged ever since your conversion from human into a Cybertronian minibot. While Rodimus may be the current Matrix bearer, Optimus had carried it long enough to pick up its particular habits of picking apart nearby EM fields and spark signatures. He knows with absolute certainty that you never bared your spark to anyone, nor is there a sparklet attached to you.

It shouldn’t even be possible for you to be in heat.

But you are.

You’re on the berth, face flushed so prettily as your hands work frantically between your legs. He pulls those hands away and replaces them with something far more thicker. Engines purring as you cry out, calipers cinch tight before cycling open for more ease. 

He savors how your expression twists, back arches sharp as your valve, swollen and dripping wet, flutters and pulses, crackling with charge as each ridge presses inside. Small servos grip his sides and legs hook around his waist as you roll your hips, trying to go faster but he holds them down so they couldn’t twitch forward. Your old body adjusted to his mass-displaced form, your new minibot frame can take him full-sized but there’s still a size difference.

You shiver as he finally hilts, pressing against the slit to your carrying chamber. Something that should be sealed is soft and yielding.

It’s irresponsible to leave you like this; your frame empty and needy, port sucking on him as if there’s a newpsark already in your belly. With Vector Sigma still offline-

“Stop talking,” charge flicks off your glossa as you speak, “And fuck me now!”

With that order, he starts moving, first slowly and increasing the pace and intensity until you’re howling with bright-white optics from another overload tearing through your systems. Engines roaring, steam blasting from his vents, as another load of transfluid shoots deep inside, all of it being funneled. 

Your strange state of heat is active, even with the lethargy kicking in to leave you limp. With the protocols hounding him to finish it, Optimus then hauls you up to his lap, bracing you as he lifts your frame up and down his spike. Heat pools in his lower belly when he feels your midsection is warm and beginning to swell. Your thighs are stained with silver lubricant, not a trace of pink on them; a sign of active carrying-protocols.

Apparently you and him are going to have a family far sooner than later.

#ask #transformers #reader insert #humans into cybertronians #humanformers #cybertronian!reader #optimus prime #optimus #heat #rut #All Primes have pregnancy kink #pregnancy #im thinking this is #transformers g1 #or #Transformers Prime #g1 #tfp #valveplug #maccadam #pregnancy kink #My writing

[carouseltwonique]

Is there a reason Prim calls Dolly “Aunt Dolly” when they look the same age? I’m only a casual reader of the Honeycrisp Tales blog.

Dolly Dusk: Daughter to Chancellor Neighsay and Sonata Dusk

Primrose Prime: Daughter to Caliper Cinch and Siri Polomare

Caliper Cinch: Eldest Son to Abacus Cinch and Chancellor Neighsay

Caliper and Dolly are half-siblings, which makes Primrose her niece. In public they’re passed off as sisters, but it’s very much an open and not-so-well-kept secret that they’re aunt/niece. And at home, Dolly is welcome to be as feral as she wants. Prim knows that at home, at least for now, Dolly doesn’t answer to her as anything but Aunt Dolly and it is just easier to play along.

[casualwonderlandkryptonite]

Reasons a Car vibrates when Accelerating

In the event that your vehicle shakes while speeding up, it very well may be the aftereffect of different issues. A vehicle shaking when driving can frequently mean something other than what's expected than a vehicle that vibrates when halted so you'll need to focus on when the shakes are occurring.

Is it just out of gear? Does the vehicle just vibrate at low rates, high paces, or a consistent speed? What are the Reasons a car vibrates when Accelerating ?In the event that your vehicle just shakes while slowing down, the reason could likewise be unique.So what region should you see when first diagnosing the issue?

Normal Reasons for Vehicle Vibration When Speeding up :--

1 – Harmed Inward CV Joint :-- CV joints are situated toward the finish of every hub. There is both an external and internal joint. At the point when the internal CV joint is harmed or starts to come up short, you will see your vehicle vibration under hard speed increase. As it deteriorates, the minor vibrations go to savage shaking when under load.

Harmed CV joints generally happen in light of a tear in the joint boot. At the point when this occurs, water and soil get inside the boot and defile the oil that ensures the splines inside.

Without legitimate oil, the metal on metal contact ultimately causes disappointment. The solitary fix is to totally supplant the CV joint.

2 – Broken Engine Mounts :-- The fundamental motivation behind engine mounts is to connect a motor to the casing of the vehicle. An optional design is to hose or lessen motor vibration so the tenants of the vehicle don't feel the steady shaking or vibrating of the motor while it's running.

Motor mounts are made of a hard elastic material which permits them to ingest these vibrations.

At the point when an engine mount is harmed or broken, not exclusively will you feel abundant vibration in the vehicle, different parts in the motor can get skewed and eventually break since the motor isn't in its exact area.

You will actually want to feel a terrible engine mount when sitting yet the shaking can be more clear under speed increase as the motor needs to buckle down. Supplanting an awful engine mount should stop the vibrations.

Remember that when an engine mount is broken, different mounts presently bear a greater amount of the heap and are bound to bomb too.

3 – Uneven Tires :-- In the event that you as of late had new tires introduced and notice your vehicle shaking while at the same time driving, it could be the consequence of lopsided tires. At the point when a tire is mounted on a wheel, it won't ever have precisely the same weight right around.

To fix this, a tire installer will mount the tire/wheel gathering on an adjusting machine and stick on little wheel loads to the edge at explicit areas to make the equilibrium awesome. As a tire pivots, any slight awkwardness will transform into a little vibration.

At higher places where the tire is turning a lot quicker, the vibration will be more observable and your guiding wheel will really shake.

On the off chance that your vehicle vibrates while at a steady speed and is more regrettable at higher velocities, you may have an unequal tire(s). It's likewise conceivable that one of the cement wheel loads essentially tumbled off. To fix, basically return your vehicle to the tire shop to have them rebalance the tires.

4 – Free Fasteners :-- A basic issue (more normal than you imagine) that could get cataclysmic. On the off chance that the fasteners on a wheel were not appropriately forced down on the center point and some were released after some time, the wheel would have a slight wobble to it. While driving, this would cause it to seem like the vehicle was shaking.

Whenever left untightened, the drag could ultimately extricate that full distance and your wheel could really tumble off while driving. Get the job done to say, you don't need that event. Try not to disregard ensuring that you're utilizing the right fastener size also.

To affirm you don't have free fasteners, utilize a force wrench to ensure each fastener is fixed to legitimate production line specs. In the event that you don't have a force wrench, a customary fastener wrench or tire iron can be utilized for fixing

5 – Bowed Driveshaft :-- In the event that your vehicle has back tire drive (RWD), power from the motor to the back pivot and associated wheels is conveyed through the driveshaft (or propeller shaft).

In this manner, if the driveshaft is even marginally twisted or harmed (frequently because of a mishap), it will make the vehicle shake while speeding up at low speed and deteriorate as you speed up.

Since you ordinarily can't fix a driveshaft, supplanting it is the solitary alternative.

6 – Twisted Hub :-- On the off chance that you incidentally drive over a check, huge stone, or have some sort of minor mishap, don't accept all is well on the off chance that you don't perceive any observable harm.

The occurrence might have made a pivot get bowed, which is not kidding.

You will begin seeing vibrations coming from the vehicle that begins to deteriorate as you speed up the vehicle.

Like the driveshaft, you should supplant a bowed pivot quickly or risk bringing about additional harm.

7 – Stuck Brake Caliper :-- On the off chance that the brake caliper on a wheel is broken and making it stick, then, at that point it can cause vehicle vibrations.

In this specific circumstance, the guiding wheel will be what vibrates as you reach around 40-50 miles each hour. The vibrations will deteriorate as you keep on speeding up at higher paces.

At the point when you grind to a halt, you will probably see a consuming like smell coming from the vehicle. On the off chance that you speculate a stuck brake caliper, you ought to have the option to sort out which wheel it's at utilizing your nose because of the smell.

You should assess all pieces of the slowing mechanism there, giving specific consideration to the caliper bolts, slides, and cylinder.

Now and again cleaning and re-greasing up the parts is all that is required; however, bombed brake segments should be replaced.

8 – Torn or Separated Vacuum Hose :--This normal issue can cause serious shaking or shivering of a vehicle while driving.

In the event that a vacuum hose gets disengaged or fosters an air spill because of a little tear, the absence of pneumatic stress can make different sensors get confounded which thus can prompt failures to fire, misfires, losing power, and different issues where the motor doesn't run as planned.

Examine all hoses to ensure they are associated with some place and they have not tears or breaks in them. You may have to utilize a little cinch to reattach hoses that are excessively free on the fitting.

Vacuum hoses on turbocharged vehicles are considerably more inclined to separate. Supplanting with more grounded silicone hoses is generally done as a perpetual arrangement.

9 – Filthy or Worn Sparkle Attachments :-- Flash attachments that are filthy or messed up can cause motor discharge failure. While the issue is normally first seen when at a stop, it might likewise cause it to seem like the vehicle is vibrating when driving.

On the off chance that you don't recall the last time you supplanted your sparkle plugs, it could be an ideal opportunity to do as such. In the event that you eliminate one and notice a lot of dim development on the tip, there's a decent possibility the remainder of your flash fittings are awful too.

Sometimes the car vibrates because of the faulty transmission too. So it’s important to keep checking up on your car’s transmission. Especially, if you’re using a used transmission, make sure to maintain it properly.

[5axismachiningchina]

QC Instruments

Posted from 5 axis machining China blog

QC Instruments

The prick punch can be utilized to stamp the convergences of lines that find the inside purposes of circles or bends. Having this little indention at the inside highlight consistent one purpose of the divider or encumber makes it simpler to copyist the ideal circle or curve. The prick punch has an included edge of 60 degrees so convergences to be stamped can be promptly observed. When machine parts customize manufacturers china are to utilize the prick punch, place where the inside lines meet and hold the punch opposite to the work piece. Tap the punch delicately once with a ball peen hammer. Subsequent to tapping the prick punch, check to be certain the space is accurately found. If not, lean the punch so the point faces the ideal course of development and tap again to move the space. Keep the punch mark little. In the event that the imprint is excessively huge, the divider can move around inside the check and make a mistaken circle or circular segment. After format, the inside punch can be utilized to amplify the prick punch imprint to help in boring activities. The inside punch has an included edge of 90 degrees. When utilizing the prick or focus punch, strike it just a single time before checking the area. Slide the punch into the space before striking it once more.

Numerous strikes before checking can bring about various spaces from the punch skipping out of the first imprint.

Bisexual calipers are utilized to copyist lines corresponding to the edge of material. These calipers have one leg that is molded like a divider and one that is formed like an external caliper. To set the bisexual caliper, place the bended leg on the finish of a steel run and change the scriber highlight the necessary measurement. To recorder a line, place the bended leg against the edge of the workpiece, and afterward copyist the line while keeping the bended leg against the edge.

Some slender or round parts are hard to hold fixed on a superficial level plate while scribing them, In these cases, a strategy is expected to hold the work  piece consistent.

Edge plates are valuable for holding parts square and consistent during format tasks. Edge plates are made with all sides at 90-degree points. The work piece can be clasped to the point plate or held against it and afterward situated on a superficial level plate for design activities.

Huge edge plates can be substantial. Request help to move them and utilize appropriate lifting procedures. Utilize proper lifting instruments while moving huge, hefty edge plates.

Equals are basically bars with inverse sides that are equal inside exceptionally close tolerances. They can be utilized to raise work over the surface plate and are accessible in a wide assortment of shapes and sizes. Equals can be strong or contain openings for cinching purposes. They can be made of steel or even stone like the surface plate. Arrangement squares have equal and square sides and can be utilized like equals or edge plates. A few squares with explicit sizes are called 1-2-3 or 2-4-6 squares on the grounds that their outside dimensions are 1″ X 2″ X 3″ or2″X4″X 6″.

A few equals and arrangement squares can be enormous and substantial. The China hina high precision cnc bronze custom made parts suppliers will find support and utilize appropriate lifting procedures while moving these apparatuses.

V-squares are square or rectangular squares with at least one halfway found, 90-degree, V-molded notch. V-squares are helpful for holding round work during format tasks. The work piece is clasped with a U-formed clip to hold it consistent, A V-square can likewise be utilized to situate a square or rectangular work piece a 45-degree edge.

Exactness design is utilized by cnc brass and copper and bronze turned machining parts manufacturers when more precise work than just sawing a section or penetrating an opening on a drill press will be performed. Exactness format includes the utilization of more precise instruments to get precision brass turned components.

The stature gage is utilized with a surface plate to mark and separate even lines in accuracy format work. It plays out similar undertakings as the surface gage.

Be that as it may, the scriber of this accuracy device can be set legitimately without utilizing some other estimating devices to set it. Stature gages can utilize a vernier, dial, or advanced scale. The scriber point is set to the ideal measurement and afterward the tallness gage is deliberately pulled along the part to copyist a format line. Make certain to hold the base safely so the tallness gage doesn’t tip on a superficial level plate.

In exactness rakish design, different instruments should be utilized by machined parts suppliers china for precise lines that are more exact than the plain and mix set protractors.

The vernier slope protractor can be utilized to spread out points with an exactness of 5 minutes (1/12 of a degree). The base is commonly held against a reference surface of the work and the cutting edge is utilized for directing a scriber.

Sine apparatuses portrayed in the exactness estimation unit can likewise be utilized for format of accuracy points. They are set up for design similarly as when utilized for estimation by putting a gage square form under one of the moves to raise the work to the ideal edge. At that point a tallness gage can be utilized to copyist the precise line.

Some essential numerical ideas and connections are habitually utilized while performing format. They normally include discovering measurements or areas that are not determined on a print. Here are a couple of instances of these circumstances.

This article is from http://www.5axismachiningchina.com.

#auto parts cnc make factory #china automotive machine parts manufacturers #china bronze custom made parts #china cnc machined suppliers #china cnc machining metal parts suppliers #china cnc steel milled mahcining parts manufacturers #china custom made metal cnc machining parts manufacturers #china high precision cnc bronze custom made parts suppliers #china metal lathe turning service #china titanium cnc turned part suppliers #cnc brass and copper and bronze turned machining parts manufacturers #hina high precision cnc bronze custom made parts suppliers #machine parts customize manufacturers china #machined parts suppliers china #machining aluminum suppliers china #medical parts machining manufacturers china #medical precision machined components factory #metal lathe part manufacturers china #precision brass turned components #tight tolerance precision machining factory

[toolboxwars]

Great details! . #Repost @mr2autoxr @download.ins --- It's finally complete! I spent many nights during this quarantine putting this together for @toolboxwars. I'm extremely happy with how this turned out. The organization and layout make working on bikes that much more enjoyable. Here are the details: Case - Wiha rolling tool chest #91287 (22x14x9 inches outer dimensions) (20.5x11.5x7 inches inner dimensions) Weight with tools is 26.6 lbs Tray #1 - Torx bits T10-T30 - Stans valve core remover - Gearwrench long socket T25 - Wera Hex-Plus Metric Set - Gearwrench T-handle ratcheting driver with socket adapter - Topeak tire gauge - Wera 818/4/1 051000 screwdrive - Metric tape measure - Torque wrench 0-12 Nm - Park Tool hammer HMR-8 - Craftsman 1/4 inch drive ratchet - Craftsman 8, 10, & 12 mm sockets - Abbey Tools 4 way (4mm, 5mm, 6mm, T25) - Park Tool bottom bracket tool BBT-22 - Park Tools FR-5.2 - Feedback Sports chain keeper Tray #2 - Paint pen and Sharpie - Craftsman 6 inch needle nose pliers - Master link pliers - Gearwrench 6 inch adjustable wrench - Scissors - Snips for zip ties - Knipex 7421200 8 inch side cutters - Knipex 8603125 5 inch smooth jaw pliers - Knipex 8603180 7-1/4 inch smooth jaw pliers - Knipex 8603250 10 inch smooth jaw pliers - Stanley razor knife Tray #3 - Park Tool SW-7.2 spoke wrench - Cinch bottom bracket tool - Park Tool SR-12 chain whip - 6 inch file - Park Tool CC-2 chain checker - Rexbeti digital calipers - Feedback Sports rotor straightening tool - Park Tool PW-5 pedal wrench - Park Tool CT-3.3 chain breaker - Telescoping magnetic pick-up tool - Pedros tire levers - 90 degree pick with magnetic handle tip - Metal ruler - Kick ass bottle opener! Pouch #1 - Wet and dry chain lube - Streamlight Stylus Reach flashlight - Spares parts for bike truck bed mount Pouch #2 - Assembly grease - Carbon grease - Spare multitool - Electrical tape - Loctite - Extra T10 torx bits - SRAM Eagle derailleur tool - Spare bolts and master links Pouch #3 - Rubber cement - Tube patches - Sandpaper - Rubber gloves - Brake pad / caliper blocks - Extra tubeless Presta valves - Cable guide end caps - Steel cable end caps - Shoe cleat bolts and tool https://www.instagram.com/p/CAqaeLWh8Q_/?igshid=1pwqtmoljwarl

#repost #91287 #1 #2 #3

[rodeo-adv-labs]

"I want a bike for fly fishing in the canyons and commuting to the office." That was the build brief from @coloradomtber on this build. Aaron happens to be one of the fastest enduro riders we know, so we knew we wanted to spec something that played into his MTB sensibilities. #flaanimal can do that. For this build we went with a @boxmtb drivetrain paired with a @eastoncycling EC90 1x crankset with A Cinch chainring for super fast gear ratio changes. A 10-42 driver in back keeps the ratio wide and useful. Box Two bars paired with @ritcheylogic WCS Trail keep the controls light and super strong. @trpcycling Slate flat bar levers mates to Hylex flat mount calipers keep braking powerful and low profile. Rodeo 2.0 carbon wheels have a wide 28.5mm width which makes a stable tubeless platform for @schwalbetires G-One do-everything-shreddy tires. Did we miss anything? Probably. This is definitely our favorite Flaanimal build to date and the guys at @slohibikeco agree: they built it up for us. 🍻 #rodeospork #rodeowheels (at SloHi Coffee + Bike)

#flaanimal #rodeospork #rodeowheels

[ariasarchives]

High Res version: https://www.deviantart.com/carouselunique/art/Dazzling-Family-Tree-Victory-Belle-805163692

Bonus Family Tree: Specifically, the lineage of Adagio’s daughter Victory Belle!

Mother: Adagio Dazzle Father: Scarlet Heart

Spouses: – Gideon Blue (deceased, died during the war) – General Abacus Cinch

Children: – Cherry Jubilee (Victory Belle x Gideon Blue) – Abacus Cinch Jr. (Original Name: Amaryllis Daze; Victory Belle x General Abacus Cinch) – Cookie Crumbles (Original Name: Hollyhock Snap; Victory Belle x General Abacus Cinch)

Grandchildren: – Donut Joe (Cherry Jubilee x Unknown) – Caliper Cinch (Abacus Cinch x Neighsay) – Sundial (Sunny) Flare (Abacus Cinch x Neighsay) – Dolce (Dolly) Dusk (Adopted: Abacus Cinch; Sonata Dusk x Neighsay) – Rarity (Cookie Crumbles x Hondo Flanks) – Sweetie Belle (Cookie Crumbles x Hondo Flanks

Great Grandchildren: – Golden Hazel (Morning Roast x Donut Joe) – Roseluck (Morning Roast x Donut Joe) – Primrose Prime (Caliper Cinch x Suri Polomare)

Other: – Holly Blue (Sister of Gideon Blue, Aunt of Cherry Jubilee) – Blueblood, Moondancer and their children, Ma Belle Danseuse and Stell’adora (Related through Morning Roast)

#Victory belle #siren kids #Family Tree #submission

[robertkstone]

2019 Jaguar I-Pace eTrophy Electric Race Car Review

The one thing automotive journalists fear most about testing a race car? Stalling it in the pit lane. Sure, there’s always the worry you’ll spin the thing into a wall, or maybe clip a curb and roll it into a ball of expensively crumpled metal and carbon fiber. But explaining you were caught out when it snapped sideways at 150 mph through the sweeper—”I think the rear tire had a slow puncture”—is somehow less embarrassing than proving to the sniggering pit crew you’re barely capable of getting their car underway at all.

Interested in the production-spec 2019 Jaguar I-Pace? Read our London-to-Berlin review here, and check out our Track Drive review here.

Stalling in the pit lane is the one thing you don’t have to worry about with Jaguar’s all-electric I-Pace eTrophy racer. Simply press D for drive, squeeze the accelerator pedal, and the broad-shouldered Jag—all race-face wings and spoilers, hunkered down on 22-inch wheels—simply oozes forward and whirs quietly out onto the track.

The I-Pace eTrophy was developed for a one-make, 20-race series that will support 10 rounds of the 2019 FIA Formula E championship for single-seat electric race cars. Built at Jaguar Land Rover’s Special Vehicle Operations facility near Coventry, England, the eTrophy features a stripped-out interior and carbon-fiber hood and front fenders. It weighs about 500 pounds less than a roadgoing I-Pace, despite the addition of a full roll cage that ties together the front structure and rear suspension mounts.

The suspension is production I-Pace based, but it uses parts from SVO’s thundering XE Project 8 track rat, and the spring and roll-bar rates are fully adjustable. The standard brakes have been replaced with AP Racing units with steel rotors and larger calipers, and the 22-inch wheels are shod with treaded Michelin tires. As in Formula E, where the single-seat racers also use treaded tires, the French tiremaker wanted rubber that more closely reflected road car tire technology.

The e-motors at the front and rear axles are unchanged from standard I-Pace spec, which means a total of 394 hp and 512 lb-ft of torque, and the 90-kW-hr battery pack is also straight from the production car. The powertrain control electronics, however, are entirely new. Developed by the engineering division of the Williams F1 team, they allow, among other things, the torque curves of the two e-motors to be individually varied, along with the level of brake regeneration. The system also enables the e-motors to more aggressively pull from the battery pack to boost performance.

It’s a sweaty 90-plus degrees at Silverstone, Britain’s record-breaking summer heatwave in full force. SVO dynamics engineer Jack Lambert shows me around the eTrophy I’ll be driving on the compact Stowe circuit, located in the infield of the legendary British Grand Prix track. The car is one of three development prototypes SVO has been working on over the past few months. The first two production eTrophy race cars have already been completed at SVO, and another four are on the line, with a total of 20 scheduled to be ready by the end of September for drivers who’ll each pay $530,000—plus tax—to compete in the series on an arrive-and-drive basis.

Flat, with tight corners and a devilish stop-go chicane coned onto the back straight, the 1.1-mile Stowe circuit has many of the characteristics of the Formula E street circuits on which the eTrophy will be racing next year. It is, Lambert explains, perfect for fine-tuning the eTrophy’s chassis and powertrain electronics.

I clamber in over the roll cage and settle into the deeply contoured bucket seat as Lambert runs me through the basics. Before me is a conventional suede-rimmed steering wheel with an aluminum pod bolted to it and a digital display screen behind. On the pod are six buttons and four rotary controls. The buttons activate functions such as headlight flash and instrument panel display. There’s also one marked Boost. The rotary controls vary front to rear torque split, brake regen level, liftoff regen, and ABS intervention threshold.

Lambert points to a small green light glowing at the base of the windshield. It indicates that the eTrophy is good to go. If the car’s involved in an incident, a blue light will appear, warning track safety crews that the eTrophy’s high-voltage system is still active. If the light glows red, that indicates an isolator fault and a danger of a serious electric shock. “It’s not likely you’ll see it,” Lambert says soothingly, before adding: “If you do, don’t touch the car, and don’t try and get out of the car.” Gulp. He then climbs into the passenger seat, cinches down his racing harness, and gives me the thumbs-up.

I can’t help but check. Green light. We roll out onto the track.

The eTrophy doesn’t exactly pin you to the seat under full acceleration. Despite SVO’s best efforts, this is still a heavy car, weighing about 4,300 pounds in race trim, which means it has a similar weight-to-power ratio as a rear-drive Kia Stinger GT. You feel the mass the moment you punch the accelerator, despite the torque from the twin e-motors, and as in all electric cars, the rate of acceleration trails off noticeably as speed increases. Top speed is 125 mph, not much by racing car standards, but plenty quick enough for the narrow, no-runoff Formula E tracks that typically zigzag around ordinary streets in cities such as Paris, Hong Kong, and New York.

It’s eyes wide for a split-second at the first hairpin when I squeeze the brakes and nothing much happens. Then I realize this is a racing car, with racing car brakes, and that there’s little need for delicacy. A mighty shove on the bottom-hinged pedal slows the big Jag, though I’ve missed the apex by a country mile. It takes a couple of applications before I understand the nuances of tip-in and feel, but once I’m calibrated, I can confidently grenade the pedal knowing the eTrophy will stop like it’s been driven into a swimming pool filled with molasses.

When I took the production I-Pace from London to Berlin a few months back, I’d noticed it felt nicer when driven on winding backroads with the liftoff regeneration in the low setting. This made the car better balanced on corner entry and allowed it to flow more smoothly down the road. For the same reasons, the eTrophy has initially been set up with no liftoff regen; come off the accelerator, and the car coasts, slowed only by mechanical drag.

Although the eTrophy is heavy, much of its weight is low in the chassis—that 90-kW-hr battery pack under the floor weighs 1,329 pounds—so the car doesn’t wallow through corners like a drunken water buffalo. On quicker sweepers it feels stable and planted, but on tighter corners—and the Formula E circuits on which the eTrophy will be racing are full of slow 90-degree and 180-degree turns—it takes some skill to get it into and through the corner as quickly as possible. The steering offers little feel, and the instant-on torque from the e-motors makes it difficult to accurately modulate power inputs, especially as there’s no engine noise to help you. It’s a very easy car to overdrive.

The eTrophy I drove had its suspension set for a test session on a Spanish track with more cambered corners. For pancake-flat Stowe, I would have liked a tad more initial bite from the front end to get the car to rotate just a fraction on corner entry, to better get it into the apex without losing speed. On corner exit I’d have liked a little more torque bias to the rear axle to further reduce understeer and punch the car harder onto the straights. The good news is all this adjustability is built into the eTrophy’s hardware and software.

Paradoxically, the eTrophy rewards accuracy yet demands aggression. Finding the right balance between the two is critical because a quick lap time in this car is all about maintaining momentum. And that’s what will make the Jaguar I-Pace eTrophy series utterly fascinating to watch: Twenty identical cars with exactly the same power and torque, running on exactly the same tires, racing wheel to wheel on the narrow, unforgiving Formula E circuits, will put the focus squarely on savvy vehicle setup and raw driving talent.

Which is exactly what racing should be all about.

The post 2019 Jaguar I-Pace eTrophy Electric Race Car Review appeared first on Motor Trend.

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[calorieworkouts]

Will the Shake Weight Work? A One Month Test

It's a flab-busting advancement! It's experienced the power of 240 contraction each min! It's sexually symptomatic! And for simply $19.95 it promises 'firm, incredible arms and also shoulders in merely 6 mins a day!' The Shake Weight is familiar with laughes, but does the product that's seen over $40 million in sales really function?

A few weeks back, The Greatist Group had a discussion regarding placing potentially nutty, 'As-Seen-On TELEVISION' physical fitness devices to the examination. The Shake Weight turned up, and I allow everyone recognize just how among my old flatmates spoke highly of the muscle-toning device. He loved it so much he also lugged it midway throughout the globe for a five-month study abroad in Australia.

The Shake Weight has actually been the butt of some apparent jokes including the backward and forward ... um ...' activity' should manipulate the tool. There are video productions of people making use of the Shake Weight to draw public tricks, and also Saturday Night Live also considered in with a Kristen Wiig parody. Certain it's all laughs, yet does the Shake Weight actually supply results? Three weeks ago, I concurred to examine the Shake Weight Pro for myself, adhering to the advised routine as faithfully as I would certainly any kind of various other exercise routine. I was dedicated to finding out if, jokes aside, the Shake Weight was everything my flatmate made it bent on be. With the aid of the Greatist editing and enhancing group, I formulated specifications for exactly what we dubbed the '#shakesperiment.' I would certainly be limited to six mins a day of top body workout - no dumbbells, no push-ups, no resistance bands, and also no arm bars on the elliptical.

It was a little weird. Would certainly gyrating a 2.5-pound weight maintain the solid arms as well as chest I have actually spent a strong amount of time to attain? Regardless, I figured four weeks could not be way too much of a set back.

Measuring Results

Before I reached drinking, I picked a couple of ways to determine the Shake Weight's performance - a push up examination, a few dimensions, as well as an (awkward) picture shoot. I got on the scale with Greatist specialist Dan Trink, that used skin calipers to determine body fat in four spots - biceps, triceps, suprailliac (lovehandles), and also umbilical (you guessed it! Near the bellybutton). He determined the size of my biceps (weapons if you will) both stretched and also relaxed.

Trink was currently a little doubtful. He claimed the reason it feels like the Shake Weight is functioning is since of 'localized fatigue.' Basically, doing a bajillion reps of a small motion makes us tired as well as aching but does not really make us stronger in the long run. The Shake Weight peeps refer to the motion as vibrant inertia, which they state can increase muscular tissue activity virtually 300 percent as compared to a conventional dumbbell. Trink said the everyday workout could aid if I wanted a job in jackhammering, yet not much else. I think he was joking.

The #Shakesperiment Begins

I shoved the weight in my bag and jumped the train to legitimize (or not) 'The cutting edge way to shape and tone your arms, shoulders, and upper body.'

Once residence, I stood out in the consisted of DVD. Determined to take the difficulty seriously, I viewed the video clip with as soon as before I attempted it out. By completion, I was drenched in sweat. I felt like I was slapped in the face by the Shake Weight Gods for teasing it. [Please note: I sweat from just believing as well hard, so that wasn't much of a shock.] Nevertheless, it was a quite challenging few minutes, as well as I really needed to take a couple of breaks.

Three weeks in, I've been a Shake Weight-ing machine. It's most definitely become a cinch to complete the video production, as well as I don't need to slip right into a side space. Now I shamelessly drink in the living room next to my roommates. The Shake Weight has actually taken a trip with me by train, train, as well as auto (and even to a bar when). Merely one week stays in my life-altering journey.

And the Verdict?

Next week, we'll have all the stats as well as dimensions to identify if the Shake Weight was a flop or if I have actually come to be a SW transform. Stay tuned for the weigh-in - and keep shaking.

Can the Shake Weight really produce outcomes? Have you attempted the Shake Weight? Let us understand in the comment area below or tweet Nicole @nicmcdermott.

#exercise #exercise routine #fitness #fitness center #gym #weight #workout

[coolsurme-blog]

Surgical Devices

Different surgical blades

A careful instrument is a uniquely planned device or gadget for performing particular activities or doing wanted impacts amid a medical procedure or task, for example, altering natural tissue, or to give access to survey it. After some time, a wide range of sorts of careful instruments and apparatuses have been created. Some careful instruments are intended for general use in medical procedure, while others are intended for a particular system or medical procedure. In like manner, the terminology of careful instruments takes after specific examples, for example, a depiction of the activity it performs (for instance, surgical tool, hemostat), the name of its inventor(s) (for instance, the Kocher forceps), or a compound logical name identified with the sort of medical procedure (for instance, a tracheotome is a device used to play out a tracheotomy).

The articulation careful instrumentation is to some degree reciprocally utilized with careful instruments, however its importance in medicinal language is extremely the movement of furnishing help to a specialist with the correct treatment of careful instruments amid an activity, by a particular expert, more often than not a careful technologist or now and then an attendant or radiographer.

Order

There are a few classes of careful instruments:

Graspers,[3], for example, forcepts and sheet fortresses

Cinches and occluders for veins and different organs

Needle drivers,(also known as needle holders) used to hold suture needle while it is gone through tissue and to get a handle on suture while instrument tie tying.

Retractors, used to spread open skin, ribs and other tissue

Distractors, positioners and stereotactic gadgets

Mechanical cutters (surgical tools, lancets, boring apparatus, grates, trocars, Ligasure, Harmonic surgical tool, careful scissors, rongeurs and so forth.)

Dilators and specula, for access to limit sections or entry points

Suction tips and tubes, for evacuation of natural liquids

Fixing gadgets, for example, careful staplers

Water system and infusion needles, tips and tubes, for presenting liquid

Controlled gadgets, for example, drills, dermatomes

Degrees and tests, including fiber optic endoscopes and material tests

Transporters and appliers for optical, electronic and mechanical gadgets

Ultrasound tissue disruptors, cryotomes and cutting laser guides

Estimation gadgets, for example, rulers and calipers

A vital relative refinement, with respect to careful instruments, is the measure of substantial interruption or tissue injury that their utilization may cause the patient. Terms identifying with this issue are 'atraumatic' and negligibly intrusive. Negligibly intrusive frameworks are an imperative late improvement in medical procedure.

[jonathanbelloblog]

First Drive: 2019 Bentley Continental GT

KITZBUHEL, AUSTRIA – The hills are alive with the sound of music, but this isn’t Julie Andrews doing the singing. Instead, a 5,000-pound British grand touring coupe is belting out a glorious, 12-cylinder baritone tune, its siren song echoing across the picturesque valley. The 2019 Bentley Continental GT has some serious pipes—two ovoid tipped ones, in fact—and we’re more than happy to let any Austrian within earshot hear the roar emitting from them.

The new, third-generation Continental GT finds its voice from the hand-built masterpiece that is its 6.0-liter twin-turbocharged W-12 engine, which is rated at 626 horsepower and 664 lb-ft of torque—numbers that would have blown everyone away a decade ago but now almost seem commonplace. There is nothing common about this super coupe, however. This is a member of the House of Lords—a proper British motorcar that does its touring in grand style, one that nods to Bentley’s past all while embracing the brave new automotive world.

While the hulking Bentayga, the SUV that Bentley simply had to build, is the storied marque’s new hotness, the Continental GT is its modern-era heart. The assembled officials who spoke—and we spoke with—during our first go with it used words like “honor,” and “crowning achievement” to describe how they felt about working on the new car. Indeed, the Conti GT was a phenomenon when it first hit the market back in 2003. It quickly became a gotta-have-it machine for rappers, Hollywood hotshots, and the nouveau-riche, with some 70,000 having been sold in all. It’s a car that came to define what a new Bentley could be, a shining example of how the German knowhow and engineering of the Volkswagen Group could coexist with the legendary British craftsmanship and motoring expertise housed in Bentley’s ancestral home of Crewe.

We’re getting a taste of how far that relationship has come as we power the Continental GT into yet another tight hairpin along a stretch of the Großglockner pass, a spectacular alpine route that cuts across jagged, fog-swathed peaks and deep canyons covered with lush, snow-packed forests. Experiencing this kind of mind-blowing scenery at speeds fast and slow is what touring is all about, and the Conti has little problem navigating the road’s numerous switchbacks, slick roadways, and myriad elevation changes.

After passing through the pass, there is absolutely zero question whatsoever in our minds that the new Continental GT is an eminently more capable car dynamically than the outgoing model thanks to a number of key updates, chief among them a move to from the aging D1 platform to the VW Group’s MSB component set—a far more rigid underlying structure with greater packaging flexibility that also underpins the Porsche Panamera.

Its suspension—aluminum double wishbone up front and multi-link at rear—is a proven design that’s further augmented by Bentley’s Dynamic Ride control system. Powered by a 48-volt mild hybrid setup, Dynamic Ride is designed to improve steering feel, overall handling, chassis response, and grip. Its key feature is its ability to electronically activate anti-roll bars that can shove as much as 959 lb-ft of torque against the forces of lateral evil.

Further ride and handling improvements include an updated air suspension with new three-chamber shocks that hold 60 percent more air and a Bentley first: an electronically controlled active torque vectoring system. Utilizing a center differential with a multi-plate clutch, it normally sends all available torque to the rear wheels, but can deliver up to 38 percent to the fronts when the system deems it necessary. You want more torque vectoring? Of course you do. The Continental GT is also fitted with a brake-vectoring setup pioneered on the outgoing GT3-R and Supersports models that can move torque from inside to outside wheels depending on the grip conditions it senses.

In case that wasn’t enough, Bentley’s Drive Dynamics Control also allows the driver to select Comfort, Bentley, and Sport modes, or you mix and match the throttle map, steering feel, spring stiffness, damping, and engine note to individual tastes. The different modes essentially act as electronic guideposts for the Dynamic Ride and torque distribution systems.

Over 200 miles or so of taking on challenging and often foggy mountain passes, lollygagging through postcard picture mountain towns, blasting through tunnels, and rolling deep across rain-slicked motorways in Austria and a tiny slice of northern Italy, we felt totally in control of the Continental GT at all times.

There is no getting around that this is still a big and heavy car at 4,947 pounds and we were a bit spooked when the roads got super narrow, but it is some 130 pounds lighter than before and flat and confident under hard cornering. It’s also ferociously fast, with 0-60 coming on in 3.6 seconds, and feels every bit of that. And it’s one of the newest members of the 200 Club, with a top speed of 207 mph.

The big coupe’s handbuilt W-12, a similar version of the mill found under the hood of the Bentayga, serves up a table-flat feast of torque (25 percent more than before) from just 1,350 rpm to 4,500 rpm. It also has cylinder shutoff and can run with six pistons firing. Engine power is routed through another Bentley first, an eight-speed dual clutch transmission. While a version of it also shifts gears for the Panamera, calibrating the dual clutcher specifically for the Continental GT was a focus for chief engineer Bob Teale and his team.

“An interesting journey, the gearbox,” said Teale with typical British understatement of how much work was put into creating an experience that would not be jarring or lead to any tip-in at low speed gear switches, but at the same time be instantaneous and snap off shifts when you put your foot down or aggressively downshift. (You want to launch hard from a stop, stand on the brake, rev it let off and floor it. Impress your friends!) From our limited time behind the wheel, it seems the brief was nailed.

When you want to see how Teale’s team did with the more dynamic tranny setup, turn the diamond-patterned metal dial into Sport mode, and the gears hold fast longer as its exhaust gets its mean-mugging backpressure baffle on—you can even hear it a bit through the Conti GT’s double-glazed glass and sound insulation of its cocoon of a cabin. Steering feel didn’t seem to change all that much when switching modes, but no matter—it is well weighted and you never feel as though you’re waiting for the wheels to turn in as the electric power system starts doing its thing.

When we were on a high speed blast and suddenly hit a go slow zone, the GT’s brakes—the biggest iron units ever fitted to a Bentley at roughly 16.5-inches in front with 10-piston calipers clamping down on them—hauled it down with authority and without a bunch of clutch and grab in the process.

The steering wheel you’re turning is a stitched up, leather-clad unit, part of a cabin that many heifers gave up their hides to swathe. Bentley has been continuously ramping up its interior fit and finish, claimig that more than 310,000 stitches are needed to cinch up all that leather. Wood veneer options kick up the impression of luxury and are a main customization touchpoint. Another interior cue Bentley officials are particularly proud of is the diamond-in-diamond stitching pattern that reportedly took 18 months to perfect. That’s a hell of a lot of sewing classes at Crewe.

One of the coolest (or kitschiest, depending on your opinion) features of the cockpit is a rotating center stack element that either displays the 12.3-inch infotainment screen, showcases a trio of analog gauges, or extends the wood veneer. It’s a neat party trick. The only slight demerit to us inside is the piano black area around the gearshift. The buttons are well arranged, but it sort of stands out sore thumb like. Overall space inside is more than adequate for driver and passenger (not so much rear passengers, although it’s not quite a jail back there) and its 12.3 cu-ft of cargo space is decent). If you want to massage, heat, cool or otherwise adjust your seats 20 ways to Sunday, you can. You can also bathe your ears in sound up to a staggering 2,200 watts of power through the optional Naim stereo setup.

As for how the new 2019 Bentley Continental GT has evolved exterior wise, we’ll defer to our esteemed automotive design editor Robert Cumberford. From his recent By Design column on the car: “There’s nothing little about any German-era Bentley Continental. They’re big cars … But because of that stumpy front end and the giant 22-inch wheels on this new Continental [21-inchers are standard], you get the sense of a tight, compact coupe.

I find the rather wide (as compared to all the finer trim pieces on the car) chrome band on the side to be both inappropriate and poorly executed, skewed off-datum as it is. But that’s the only part of the styling that clashes with the Bentley tradition of understated quality. … I am particularly pleased by the subtle undercuts beneath each important styling line. It works well everywhere, but it’s especially effective on the rear fender indication.”

So yeah, he liked it well enough, and it has evolved into a more aggressive, but also more elegant looking package. There are some plastic trim bits though—a little disappointing for a car in this stratosphere.

Prospective U.S. customers are going to have to wait almost a year to get their hands on one, which is too bad. By the time that happens, Bentley will have already begun rolling out the inevitable V-8, plug-in, and myriad high performance variants. There will be plenty of options to be sure, but from our first taste of it, this is an ultra-luxury coupe worthy of singing praises about.

 2019 Bentley Continental GT Specifications

ON SALE Spring 2019 PRICE $214,600 (base) ENGINE 6.0L twin-turbo DOHC 48-valve W-12/626 hp @ 6,000 rpm, 664 lb-ft @ 1,300-4,500 rpm TRANSMISSION 8-speed dual-clutch automatic LAYOUT 2-door, 4-passenger, front-engine, AWD coupe EPA MILEAGE 14/22 mpg (city/hwy) (est) L x W x H 190.9 x 86.1 x 55.3 in WHEELBASE 112.2 in WEIGHT 4,947 lb 0-60 MPH 3.6 sec TOP SPEED 207 mph

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[itsworn]

Amazing Custom-Built Pro Touring 1967 Camaro Like No Other

Maybe you remember like it was yesterday: lighting the fuse on your first cherry bomb but fumbling it before you could launch it toward the enemy, the first time you dropped the hammer at the dragstrip, maybe your first kiss. Or your first cap gun or your first pair of blue suede Thom McAn Snap-Jacks. Or maybe you were 16, the day you finally got your ticket to the kingdom and couldn’t go back home until you’d driven the wheels off your first damn car.

Certainly, Gary Popolizio has his own take on this. “My first car was a 1967 Camaro that I purchased from the original owner. I reworked the body, engine, and finished it with a new coat of paint. The car actually looked good … so good that someone else apparently liked it, too, and it ended up disappearing. It broke my heart and I always said if I could get another one I would.”

Real life became his life and it steamrolled right on down the line without regard for Gary or anyone else. His children grew up, got married, and set off on their own. He cracked the empty-nest syndrome. He took a chance. He wanted to revisit a first-gen. He found someone else’s pile on the Internet. It was in Grand Rapids, Michigan. Soon, he and a buddy drove the 24 hours up and back from Pennsylvania. He had the crate shipped to Pennsy where the transition, or evolution, as Gary calls it, began. So then, Evolution the car would grow the guise of Pro Touring and was slated for completion in 2017 to correspond with the anniversary of the Camaro’s 50-year run.

The F-body in Grand Rapids had a 427 backed by a Muncie. “It was being converted to a Yenko clone,” said Gary. “It had the power but all its bones were six-cylinder stuff.” Gary drove it diligently; he learned how the car felt beneath him and then used that interpretation as a guide for the car’s next chapters.

“That big-block just didn’t work as well as I would have liked with suspension intended for a lighter engine. This started me on the path that led to a frame-off restoration,” he opined. He surveyed the custom-car crews in proximity and then “partnered” with Justin Brunner and Bent Metal Customs in nearby Lansdale, Pennsylvania. Bent Metal handled all the mechanicals as well as the paintwork, but the magic bullet and the upholstery were farmed out.

When it came to the big picture, Gary’s background and training as a forensic engineer undoubtedly gave him a leg up. His working life is rife with details as it is his responsibility to investigate materials, products, structures, or components that fail or do not operate or function as intended, often causing personal injury or property damage. In other words, eyes are on him. If anyone would have a bulletproof floor plan, it would be Popolizio.

For this big adventure, he was of a mind to incorporate some of the best systems in the world. Bent Metal supported both ends of the car with Detroit Speed (DSE) suspension and cinched the structures with subframe connectors. Damping comes from adjustable coilover assemblies, directional duties from the rack steering, and positive traction from a DSE 9-inch axle prepped with a Truetrac differential and Moser 35-spline axles.

The poets at Mast Motorsports supplied the latent power with a 427 that nets more than 600 horsepower at the tires. Its cross-ram induction is an exciter. To highlight the red horns, Bent Metal did an exemplary job on finishing off the engine compartment. The hand-hewn panels they made are coolly distinctive and don’t diminish the glory of the engine one bit.

There were the usual trials and tribulations to assume but what sticks out in Gary’s mind like flashing neon is this: “The day we realized that the intake manifold wouldn’t fit under a standard hood or cowl.” They had crafted mounts that would position the engine lower and a tad farther back in the chassis but that didn’t solve the issue so they did some hot rodding and built a bonnet from scratch. “In hindsight, I think [the hood] ultimately proved to be an asset providing one of the best features on the car, setting it apart in looks and style without going too overboard.” As mandated by the PPG Black, Bent Metal crafted the bodywork absolutely straight and highlighted the whole, tucking the front bumper, adding Dapper Lighting headlamps and Digi-Tails LED rear lights, and Speed Source door mirrors.

For the inside job, the Camaro went up to Gillin Custom Design in Middletown, New York, that brought all its expertise to bear with Mercedes carpet and Mercedes leather for the Procar seats and in all that black, the red of the Cipher Auto five-point harnesses. The safety umbrella is a four-point 1026 DOM rollbar. Since this is a true Pro Touring build that demands creature comforts known to reduce stress and fatigue over the long haul, it maintains a potent collection of audio equipment as well as a modern HVAC system.

“I think the evolution from the initial design and concept to the final product provided just what we were looking for,” Gary signs off with. “And best of all, I now gain the benefit of driving a one-of-a-kind custom-built car. Life doesn’t get much better!” CHP

Tech Check

Owner: Gary Popolizio, Birdsboro, Pennsylvania

Vehicle: 1967 Camaro

Engine

Type: LS7

Displacement: 427 ci

Compression Ratio: 11.4:1

Bore: 4.125 inches

Stroke: 4.000 inches

Cylinder Heads: Mast Motorsports Black Label 285cc

Rotating Assembly: Callies crankshaft and H-beam rods, Mahle pistons

Valvetrain: Mast premium valvesprings, pushrods, LS7 lifters

Camshaft: Mast hydraulic (specs proprietary)

Induction: Performance Design cross-ram manifold, billet 6061-T6 aluminum base/carbon-fiber plenum chambers and isolated runners, dual 90mm throttle bodies, Rick’s Stainless fuel tank

Ignition: Holley

Exhaust: DSE headers, 1 7/8-inch primaries, Borla XR-1 mufflers, 3-inch stainless steel system

Ancillaries: Billet Specialties Tru Trac accessory drive, Ron Davis Racing aluminum radiator, SPAL fan

Output (at the wheels): 633 hp, 689 lb-ft

Machine Work: Mast Motorsports

Built By: Mast Motorsports

Drivetrain

Transmission: TREMEC T-56; McLeod flywheel, pressure plate, and dual discs

Rear Axle: DSE 9-inch housing, 3.73:1 gears, Truetrac differential, Moser 35-spline axles, custom driveshaft

Chassis

Front Suspension: DSE hydroformed subframe and antisway bar; C6 spindles; JRi adjustable coilovers

Rear Suspension: DSE QUADRALink, subframe connectors, and antisway bar; JRi coilovers

Brakes: Baer 14-inch rotors, six-piston calipers front and rear, Baer master cylinder

Wheels & Tires

Wheels: Forgeline VR3P 18×8 front, 19×12 rear

Tires: Michelin Pilot Sport 245/35 front, 325/30 rear

Interior

Upholstery: Gillin Custom Design (Middletown, NY)

Material: Mercedes-Benz leather

Seats: Procar, Cipher Auto safety harnesses

Steering: Rack-and-pinion, ididit column, Momo wheel

Shifter: TREMEC

Dash: Factory with custom insert

Instrumentation: AutoMeter Spek-Pro

Audio: Kenwood DNX773S head unit, Rockford Fosgate 4×6 speakers, front; Rockford Fosgate 6×9 speakers, rear; Rockford Fosgate 10-inch subwoofer

HVAC: Restomod Air

Exterior

Bodywork: Bent Metal Customs (Lansdale, PA), custom metalwork by Justin Miller and Karolyn Callahan (door locks and window trim removed, seams deleted)

Paint By: Bent Metal

Paint: PPG Black

Hood: Custom built by Bent Metal

Grille: Stock

Bumpers: Stock front, tucked; stock, rear

The post Amazing Custom-Built Pro Touring 1967 Camaro Like No Other appeared first on Hot Rod Network.

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[pkansa]

The fit of a watch is about more than its diameter—sometimes much more. I kept returning to that thought while wearing the Hamilton Khaki Navy Frogman; although it measures 42mm across, it wears much bigger. But the calipers don’t lie, and neither does Hamilton. This is one of those watches about which numbers tell the least interesting part of the story.

Based on a vintage Hamilton design that was used by U.S. Navy “frogmen” tactical divers, and featured in the 1951 movie of the same name, the version I tested is actually the smaller of two re-editions. The bigger version has a 46mm titanium case and is three times more water-resistant—up to 1000 meters—than my 42mm stainless steel tester. The 42mm stainless versions are available in red, blue, or black, but the big boy only wears red.

The unique feature of the Hamilton Khaki Navy Frogman—and one reason even the smaller version wears so big—is the screw-down cap that covers the crown. There’s less going on here than meets the eye. The signed cap sits on the end of a short arm, with two points of articulation. I assumed that the piece marked “LOCK” was some sort of, you know, lock; but it is just for show. The arm/cap combo is tightly built and the big cap makes it a cinch to open and close. Unscrew the cap, swing it up and away and the crown is accessible. Still, the cap always gets in the way of working the crown. The crown is a simple knurled push-pull deal, which winds and sets the Swiss H-10 movement inside.

Luckily, the H-10 is an automatic, so as long as you keep the watch moving, its 80 hours of autonomy should keep you from having to fuss with the cap. The H-10 is a re-branded ETA C07.111, which is based on the ETA 2824-2. We’ve already seen the C07.111 in a few other Swatch Group watches. The C07.111 doubles the standard power reserve of the 2824, mainly by dialing down the frequency from 28,800/bph to 21,600. I compared it side-by-side with two standard 2824s, and the H-10’s second hand might have moved a little less smoothly, but it’s barely perceptible.

While the capped crown creates some headaches with setting and winding, one result of a well-sealed crown is above average water resistance. This is a legit dive watch, good for 300 meters (rather than the ISO-required 200m) and a ridiculous 1000m in the titanium 46mm version. The bezel is the usual 120-click deal with a chunky edge and an equally chunky click.

The bezel sits atop a burly slab-sided case with a solid back. The weight and shape of the 42mm x 12mm case is substantial and adds to the big feeling of the watch. The bracelet helps keep all that heft under control, even though the fit of the links could be a bit tighter. The brushed outer links and polished center links are nicely finished and blend well with the brushed case. The push-button clasp mechanism is crisp, with four ratcheting micro-adjustments to dial in the size or accommodate a wetsuit. I was surprised there is no secondary latch given that the rest of the watch comes across as a serious diver. The date hiding at 4:30 also seems out of place for a dedicated diver, and the dial really isn’t big enough to accommodate it.

The rest of the dial certainly fits the serious diver role, with big globs of bluish lume at every hour, on all three hands, and on the bezel pip at 12:00. During the day, the chromed hands and the blue sunray dial give the watch a macho elegance. No one could mistake this for a dress watch, but it’s no beater either.

Speaking of beaters, my go-to dive watch is the quintessential beater: the Seiko SKX007. While they are both 42mm dive watches, the Hamilton Khaki Navy Frogman is 52mm lug-to-lug, compared to the 007’s 45mm. That breadth, plus the straight-sided case, makes the the Hamilton feels more substantial in every dimension—including the style dimension. If you’ve got the wrist real estate to pull it off, the Hamilton Khaki Navy Frogman is a unique dive watch option, with classic diving chops and a bit of flair to carry you through even your land-bound days in style. hamiltonwatch.com

Hamilton Khaki Navy Frogman (H77705145)

Price: $1,095USD (MSRP)

Who’s it for? Stylish divers with wrists like tree trunks.

Would I wear it? I like to think I fit the first category, but I know I don’t fit the second.

What I’d change? Bring the titanium case to the 42mm version.

Standout feature? Capped crown.

Tech Specs from Hamilton

Case Material: Stainless steel

Case Dimensions: 42mm x 52mm x 12mm

Lug Width: 20mm

Movement: H-10 automatic, aka ETA C07.111 (based on the ETA 2824-2)

Crystal: Sapphire

Strap: Stainless steel bracelet with ratcheting micro-adjustment

Water Resistance: 30 bar (300 m) /435 psi (934.2 ft)

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Hands-on with the @hamiltonwatch Khaki Navy Frogman The fit of a watch is about more than its diameter—sometimes much more. I kept returning to that thought while wearing the Hamilton Khaki Navy Frogman; although it measures 42mm across, it wears much bigger.

#ETA 2824-2 #ETA C07.111 #hamilton #watch #watches #watchesofinstagram