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High-tech home made tooling: a bit of creativity to push those @#$%^ excentric subframe bushings into place...
Poly bushes are supposed to not need any special presses or tools but I guess that's one reason why the Powerflex ones are more expensive.
I sprayed a bit of silicon lube on th epoly parts and they slipped straight in. The central insert needed a bit more force to get it more than a 1/4 of the way in so I went back to the home made bolt, nuts and washers puller technique which worked fine.
Might need a little beefing up where it meets the tube meets the subframe brackets, time will tell. We also need to pick up the guard, probably direct to the underside of the subframe.
20 subframes, 5 darks 3 minutes. 80 mm apo vixen sphinx mount
May not look like a world beater, but it's my first prime focus galaxy under my own steam.
said 60 subframes before, my mistake. confusing 60 frames and 60 minutes!
M Model subframe has an extra bracket to support the mudguard, using the 2 bolts in the middle of the picture
The second-generation Chevrolet Camaro is an American pony car that was produced by Chevrolet from 1970 through the 1981 model years. It was introduced in the spring of 1970. It was longer, lower, and wider than the first generation Camaro.
Dubbed "Super Hugger", the second-generation Camaro was an all-new car with its basic mechanical layout familiar and engineered much like its predecessor with a unibody structure utilizing a front subframe, A-arm and coil spring front suspension, and rear leaf springs.
Besides the base model, buyers could select the Rally Sport option with a distinctive nose and bumper, a Super Sport package, and the Z-28 Special Performance Package (priced at US$572.95) featuring a new high-performance LT-1 360 hp (268 kW) 380 lbâ‹…ft (520 Nâ‹…m) of torque 350 cu in (5.7 L) V8. The LT-1, an engine built from the ground up using premium parts and components, was a much better performer overall than the previous 302 cu in (5 L) V8s used in 1967-69 Z-28s; greater torque and less-radical cam, coupled with the 780 cfm Holley four-barrel, permitted the Z-28 to be available with the 3-speed Turbo Hydramatic 400 automatic transmission as an option to the four-speed manual for the first time. The LT-1 engine in the 1970 Camaro Z-28 came from the Corvette.
The new body style featured a fastback roofline and ventless full-door glass with no rear side quarter windows. Doors were wider to permit easier access to the rear seat, and new pull-up handles replaced the old handles, for which the lower button had to be pushed in to open the door. The roof was a new double-shell unit for improved rollover protection and noise reduction. The base model featured a separate bumper/grille design with parking lights under the bumper, while the Rally Sport option included a distinctive grille surrounded by a flexible Endura material along with round parking lights beside the headlights and bumperettes surrounding on both sides of the grille. The rear was highlighted by four round taillights similar to the Corvette.
"Fitting the cab, grille and wiring to the subframe"
This issue is an important stage in the assembly process as the cab is fitted to the subframe. The first part of the lower deck flooring is also supplied.
In this part, a lot of stuff is put together. The cab floor is fitted into the cab structure, which was attached to the nearside wind and front grille a few issues ago. the whole of this assembly is then attached to the subframe. And it was very fiddly, some of the screws in the wheelarches being almost impossible to get at. The pipes on the external cab side had to be attached to the engine and the wires tidied up. But, it is now starting to look like a bus - a big bus!
20 x 30 s subframes were captured at ISO 400 using my Canon 500D mated to a Stellarvue 102ED2 telescope, mounted on a Vixen Sphinx SXW (NexSXW-modified). Guiding was done using my new StarlightXpress Lodestar in an Orion off-axis guider, my first attempt at using this setup. Pre-processing (calibration, normalising and stacking) were done using Nebulosity 2 and post-processing in PixInsight.
Ducati 851 subframe for solo tail. I think this is of a tri-color, in any case it's for an early 851. $150 + shipping
BSH brings you the staple of drivetrain reinforcement. The kit is a three piece design, a main body, an intermediate body, and a polyurethane subframe insert. Each component has been designed to accomplish rock solid performance, easy to maintain, and aesthetic enhancement of the respective part of the car.
Performance Features:
As we are sure you’ve noticed the factory motor mounts have a ton of give in them. Torque mount inserts are a good start but there is still another bushing left to give slop to the overall feel of the engine. Our billet mounts reduce the ability of the engine to flex back by incorporating 88a durometer bushings and the billet bodies to hold them. Once installed you will notice significantly less movement from engine under acceleration which will result in a better ability for the power you are making to be transmitted to the road.
After installation you will notice the following:
Significantly reduced engine movement.
More feedback from the engine
Greatly reduced wheel hop
More defined throttle input
Smoother shifts for both DSG and Manual cars
Product Features:
During development we spent considerable time studying the factory part and incorporated many of the features into our performance rendition. These little additions turn the part into more then just a solidified way to connect point A to point B.
On the main body of the factory part there is a visible bit of material coming through the bushing. This material is used first to align the bodies of the mount and also to hold the hardware in a double shear. The point where the mounts bushing will flex puts stress on the solid hardware that holds the mount in place. The double shear allows the machined body to bear much of this burden before transmitting this force onto the hardware. This feature not only makes the part easier to install but also greatly increases the reliability.
On the tail end of the main body we have matched the OEMs profile to allow for a simple installation. The curves allow the body to lock into place into the factory position.
See pictures three and four in the "see more images" section for more information.
The hardware used is grade 8 stainless steel to ensure corrosion resistance. Also included is the one time use factory bolt.
All major components have been hard anodized black to give a classy and stealth appearance to the vehicle.
Compatibility with various OEM configurations:
This kit will fit the following vehicles:
VW GTi & GLi 2.0T (DSG and Manual)
VW Rabbit and Jetta 2.5 (Manual Confirmed, Auto testing not yet complete)
VW Passat 2.0T (DSG and Manual)
VW MKV R32 (DSG)
Audi A3 2.0T (DSG and Manual)
Audi A3 3.2 (DSG)
Derusted with a flap disc and a 'polishing disc'. Now it 'only' needs a de-grease, a coat of paint and fresh bushings...
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