Cast Iron Wheel Weights : Rent A Wheel San Diego.
Cast Iron Wheel Weights
- weights attached to a wheel to balance a tire & wheel. The weights can be on the inside or outside of the wheel and can be clipped, taped or self-adhered to the wheel.
- an alloy of iron containing so much carbon that it is brittle and so cannot be wrought but must be shaped by casting
- Firm and unchangeable
- extremely robust; "an iron constitution"
- A hard, relatively brittle alloy of iron and carbon that can be readily cast in a mold and contains a higher proportion of carbon than steel (typically 2.0–4.3 percent)
- Cast iron usually refers to grey iron, but also identifies a large group of ferrous alloys, which solidify with a eutectic. The colour of a fractured surface can be used to identify an alloy.
cast iron wheel weights - Lincoln Electric
Lincoln Electric K1170 AC225S Stick Welder
The Lincoln electric AC-225 compact stick welder produces an extremely smooth AC arc for welding a wide variety of materials including carbon, low alloy and stainless steels as well as cast iron. Ideal for home, farm, shop, repair and maintenance, build-up welding and light fabrication. Easy to install with attached input power cable and NEMA 6-50P plug, plus it's easy to operate: a full range 40-225 Amp selector switch quickly sets the welding current and ensures a uniform arc each and every time you weld. Smooth arc makes it easy to weld with different electrodes, including mild steel, low hydrogen, stainless steel and hardfacing electrodes. U.S.A. Volts: 230, Amps: 40 - 225, Duty Cycle: 225A / 25V / 20%, Amperage Adjustments: 40 - 225, Range Selection: 40 - 225, Weldable Metals: Carbon, low alloy, stainless steel, cast iron, Weld Thickness (in.): Up to 1/4, Electrode Size (in.): 3/32 to 5/32, Electrode Cable Length (ft.): 10, Clamp Cable Length (ft.): 10, Power Cord (ft.): 6, Dimensions L x W x H (in.): 12 x 17 1/4 x 24
Chrysler concept car ME Four Twelve
History of the ME4-12 2003: The ME 4-12 is not a concept car but a prototype. According to Deutsche Press, around 300 Chrysler ME 4-12 were to be built each year, largely with carbon, aluminum, and other light-weight metals. Road testing was scheduled for late January 2004, with production rumored to start within two years. The car itself was being built in the United States by Metalcrafters, and we have been told that the lead engineer is from Chrysler and the lead suppliers from North America - and that this was the outcome of battles with Stuttgart, which wanted to use European suppliers and engineers. Most off the shelf parts appear to be from Chrysler aside from the engine. The transmission seems to be based on Chrysler, Mercedes, and other designs. 2004: Prototypes are being tested. Zero to sixty is expected to be 3.0 seconds (Corvette Z06 is 4.0), with a top speed of 240 mph and a quarter mile time of 11.0 seconds. (Thanks, "George Jetson," for the link.) Chrysler found 0-60 in 2.9, 0-100 in 6.2, and a 10.6 second quarter mile (at 136 mph). AutoWeek test drove the vehicle in August 2004; there were many differences from the show car, but it is now officially a prototype, headed for production. It uses the double-clutch automatically-controlled manual transmission designed and patented by Chrysler, with manual overrides via steering wheel paddles. Late 2004: The rather pricey SLR project can't be beaten so easily by a mere American car, particularly a Chrysler; so prepare to wait a while for ME-412s while Mercedes looks over its blueprints and gets the SLR to go faster. Dieter reportedly got beaten up pretty badly over this, and it may even have been one of the reasons why Wolfgang Bernhard was "de-selected" from the Mercedes-head job. Nothing screams "healthy corporation" like turf wars, right? Early 2005: Well, now things have gone from bad to worse: the ME-412 has been cancelled entirely. Guess the vaunted Mercedes and AMG crowd were completely unable to match an American-Chrysler skunkworks project. August 2005: Eckhard Cordes is leaving, along with Juergen Schrempp; Dieter Zetsche is replacing them. Newspapers report that the ME-412 is one of a number of projects “under active consideration.” In short, it may well be produced after all...along with the Viper-based, Hemi-powered FirePower. May 2007: Wolfgang Bernhard is back in the game, with Daimler leaving and Cerberus taking over. The AMG engine might be out as an option - or not - but the basic body and concept might well be a “go” as a “gift” from Bernhard to the Mercedes crowd. There are a grand total of 11 people working on the ME from Chrysler (out of about 10,000 at CTC, FREC, and JTE), according to press preleases. There are a handful of suppliers-let's just say under 10 that have admitted in the public forums (at least in the trade magazines and press). With regard to the transmission research and development, in my opinion the most important piece of R&D, Ricardo is handling the "bodies" (meaning the people or "warm bodies") doing the work, under Chrysler direction and supervision. Approximately 30 people (2 from DCX, maybe) would be involved with this work, including design, engineering, manufacturing feasibility, testing, and process. For this team to even make one driveable vehicle (or several, as the article states the car is under development - which, by inference, means there is at least one and probably 5 transmission assemblies - at least one for manufacturing development, at least one in a mule car, and least one in the show car, and at least two in dyno testing) in under 18 months (this time point has not been reached yet) is nothing short of phenomenal - especially given the money spent so far, which is about average for a show car by GM, let alone a functioning vehicle. The general populace of Chrysler Engineering is not "out where the buses don't run" working on this kind of stuff - but rather, dealing with the day to day work of the C and D segment cars, current model production, model changes, etc. A great automotive genius once said: "If you have to copy what everyone else is doing...you've got no damn business in this business"....Bill Mitchell Merely "contending with" what the competition is doing, without reinforcing your own unique strengths, is suicide in this business. [The] Competitive Vehicle Group at CTC is charged with such analysis and projection - let them do their job without "outside" interference. In simpler terms, the return on investment of this kind of research (such as the ME-412) is far more important that most realize! The ME stands for "mid-engined." The quad-turbo, V-12 powered Chrysler ME Four Twelve supercar may not only establish real-world performance records but may also set a record for lightning-quick vehicle development. It took less than one year to complete from sta
1953 R TYPE CONTINENTAL
At the 80th.anniversary of Rolls-Royce, Duxford airfield, 1984. 158bhp, 4,566 cc inline six-cylinder engine, four-speed manual transmission, independent front suspension with wishbones, coil springs and an anti-roll bar, live rear axle with semi-elliptic leaf springs, and four-wheel hydraulic drum brakes. Wheelbase: 120" (3,048mm) With World War II barely over, Rolls-Royce’s Managing Director, Arthur Sidgreaves, was quick to overhaul production methods for the company’s two automobile products, Rolls-Royce and Bentley. Sidgreaves recognised the need to bring as much body production in house as possible, so tooling for the Standard Steel Saloon bodywork was rapidly created. Aside from cutting costs and complexity, this allowed the carmaker to create its first standardized bodies in its own factories. Naturally, this disappointed a handful of buyers who were more interested in purchasing a unique coachbuilt, bespoke automobile. Bentley’s first vehicle to utilize the Standard Steel Saloon bodywork was the Mark VI, although some chassis continued to be supplied to outside coachbuilders. Production lasted from 1946 until 1952 when the Mark VI was succeeded by the R-Type, which featured a revised chassis and almost identical coachwork on the Saloon. To appeal to its most demanding clientele, however, Bentley sought to create a svelte coupe aimed at buyers in continental Europe. The engineers in Crewe – specifically, chief project engineer Ivan Evernden and designer John P. Blatchley – collaborated with coachbuilder H.J. Mulliner and Pinin Farina to create what would quickly become one of the most revered cars ever produced. Pinin Farina helped provide inspiration for the Corniche II, as it was called during development, through initial early consultations as evidenced by certain characteristically Italian details like the bulbous, elongated rear fenders and the dramatically sloped tail. Yet it was Blatchley who would be credited with truly refining the two-door coupe. He spent long hours at Rolls-Royce’s Hucknall wind tunnel testing clay models to perfect the design, while keeping Bentley character alive and intact. With sweeping, graceful lines, the R-Type Continental, as it became known, introduced the world to a name that continues today. It was, in the eyes of contemporary enthusiasts, a return to the Bentley of yore. Not only was it a sensational-looking automobile that inspired emotion from every angle, it was a formidable performer. Although it was a large car, the Continental was remarkably sleek with a tapered tail and curved windscreen that provided for a low coefficient of drag and thus terrific stability at high speeds. The aluminium body kept the weight of the large car to a minimum and a handful of production techniques would help the chassis stay as svelte as possible. The factory applied as many weight-reducing modifications as they could while retaining all the luxury and exclusivity expected of a Bentley. Special tyres, an alloy frame, thin bucket seats in place of armchairs and even a radio, installed only on the request of the buyer, all helped bring down the Bentley’s weight. Still, the Continental required a sizeable powerplant. The first three series of the car (there would be five before production ceased in 1955) were powered by a B-60 inline six-cylinder engine with a cast iron block and an aluminium head that displaced 4,566 cc. The final two series would be powered by a modestly bored-out 4,887 cc motor. A pair of SU Type-H carburetters and relatively high compression helped the engine produce 158 horsepower. In keeping with Bentley tradition, the engine was low-revving, high in torque and almost impossibly smooth in its operation. A desirable four-speed manual transmission graced the first 89 Continentals produced, while a General Motors Hydra-Matic became optional about halfway through the third series of production. This four-speed automatic featured a direct drive top gear as well as a steering column gear selector. With either gearbox, top speeds of 160 kilometres per hour were easily and readily achieved. In an era where the days of petrol rationing were still lingering in the public’s mind, the excitement of a high performance vehicle was astonishing. The Continental was timed at 19.5 seconds in the quarter mile – a noteworthy feat in the early 1950s. Despite the tremendous performance, however, the R-Type Continental remained quietly luxurious. A proper leather interior, with thick carpeting and glossy walnut trim throughout, cosseted the fortunate few and very wealthy who purchased Continentals. When manufacture concluded in 1955, just 207 Continentals had been produced, in keeping with the vehicle’s intended exclusivity. Of the chassis produced for Continentals, 193 were bodied by coachbuilders H.J. Mulliner in the dramatic style penned by Blatchley. Recently named one of the “25 Most Beautiful Automobiles” by Automobile Magazine, the Bentley Continental
cast iron wheel weights
BRAND NEW FACTORY SEALED AMERICAN LAWN MOWER OEM PARTS AND ACCESSORIES. THIS IS A 16 Full Feature Standard Reel
In these modern times, where channel surfing is rapidly becoming the nation’s most popular sport, the American Lawn Mower Company suggests to return to a simpler time with this hand push reel mower. The mower runs solely on manpower, thus saving valuable resources such as gasoline, oil, and electricity while simultaneously eliminating the noise and air pollutions frequently associated with fuel-run lawn mowers. Additionally, this mower combines necessary yard work with exercise, improving both the user’s lawn and cardiovascular health. Owners of hand push mowers also benefit from a lack of fuel expenses, and may also save by allowing grass clippings to mulch for natural fertilization.
This hand push mower provides best results when used on grasses no longer than 3 to 4 inches high. Regular lubrication of the bearings and blades with WD-40 further the success of this mower. The mower features four spider five blades, ball bearing reel. With an adjustable four-section roller, the mower has a cutting length range of 1/2 to 2-1/4 inches. Both the reel and blades are constructed from tempered alloy steel and are held in place by an unbreakable steel plate. The cast iron wheels measure 10 inches in diameter and the mower covers a width of 16 inches. The mower weighs 32 pounds upon shipping with some assembly required. --Jessica Reuling