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Disc Brake Pad Wear Sensor Rear URO Parts 34356789505

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BMW Genuine Vacuum Pump Vacuum Pump For Brake Booster E53 E60 E60N E63 E63N E64

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BMW Genuine Rear Brake Pads Asbestos-Free Repair Kit F01 F02 F02N

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ThermoQuiet Disc Brake Pad fits 1999-2007 Saab 9-5 WAGNER BRAKE

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Professional Grade Disc Brake Pad Electronic Wear Sensor fits 2007-2009 BMW X5 X

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Disc Brake Pad Wear Sensor fits 2007-2009 BMW X5 X6 BECK/ARNLEY

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Disc Brake Pad Wear Sensor fits 2000-2006 BMW X5 URO PARTS

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Brake Pad Sensor Wires fits 2000-2006 BMW X5 CENTRIC PARTS

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URO Parts 34352229780 Rr Disc Brake Pad Sensor Wire

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2020 Dodge Avenger L4-2.4L DIAGNOSTIC CAN C (-) CIRCUIT OPEN

A L L Diagnostic Trouble Codes ( DTC ): Manufacturer Code Charts Diagnostic CAN C (-) Circuit Open

DIAGNOSTIC CAN C (-) CIRCUIT OPEN

• When Monitored:

  When the scan tool queries the Totally Integrated Power Module (TIPM).
  
  

• Set Condition:

The scan tool has detected an open condition on the (D71) Diagnostic CAN C (-) circuit.

1. CHECK THE STATUS OF THE ERROR MESSAGE

   
   

   NOTE: Ensure the vehicle being tested is a CAN BUS VEHICLE. If not, false error messages may be displayed. NOTE: Ensure the scan tool is updated to the latest software.

   NOTE: Check for any TSB(s) related to the condition. If a TSB applies, perform the procedure outlined in the TSB before continuing.

   
   
   1. With the scan tool, record the error message.
   2. Disconnect the scan tool from the DLC.
   3. Cycle the ignition from on to off 3 times.
   4. Turn the ignition on.
      
      

      Does the scan tool display this same error message? Yes

      • Go To 2 No
      • The conditions that caused this error message to set are not present at this time. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors.
      
      

2. (D71) DIAGNOSTIC CAN C (-) CIRCUIT OPEN

   
   
   
   
   1. Turn the ignition off.
   2. Disconnect the TIPM C3 harness connector.
   3. Disconnect the scan tool from the DLC.
   4. Measure the resistance of the (D71) Diagnostic CAN C (-) circuit between the TIPM C3 harness connector and the DLC.

Is the resistance below 5.0 ohms?

Yes

• Inspect the wiring and connectors for damage or shorted circuits. If ok, replace the Totally Integrated Power Module.
• Perform the BODY VERIFICATION TEST. See: Verification Tests/Body Verification Test.
  
  

  No

  
  
• Repair the (D71) Diagnostic CAN C (-) circuit for an open.
• Perform the BODY VERIFICATION TEST. See: Verification Tests/Body Verification Test.

2020 Dodge Avenger L4-2.4L DIAGNOSTIC CAN C (-) CIRCUIT LOW

A L L Diagnostic Trouble Codes ( DTC ): Manufacturer Code Charts Diagnostic CAN C (-) Circuit Low

DIAGNOSTIC CAN C (-) CIRCUIT LOW

• When Monitored:

  When the scan tool queries the Totally Integrated Power Module (TIPM).
  
  

• Set Condition:

The scan tool has detected a shorted low condition on the (D71) Diagnostic CAN C (-) circuit.

1. CHECK THE STATUS OF THE ERROR MESSAGE

   
   

   NOTE: Ensure the vehicle being tested is a CAN BUS VEHICLE. If not, false error messages may be displayed. NOTE: Ensure the scan tool is updated to the latest software.

   NOTE: Check for any TSB(s) related to the condition. If a TSB applies, perform the procedure outlined in the TSB before continuing.

   
   
   1. With the scan tool, record the error message.
   2. Disconnect the scan tool from the DLC.
   3. Cycle the ignition from on to off 3 times.
   4. Turn the ignition on.
      
      

      Does the scan tool display this same error message? Yes

      • Go To 2 No
      • The conditions that caused this error message to set are not present at this time. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors.
      
      

2. (D71) DIAGNOSTIC CAN C (-) CIRCUIT SHORTED TO GROUND

   
   
   
   
   1. Turn the ignition off.
   2. Disconnect the Totally Integrated Power Module (TIPM) C3 harness connector.
   3. Disconnect the scan tool from the DLC.
   4. Measure the resistance between ground and the (D71) Diagnostic CAN C (-) circuit at the TIPM C3 harness connector.

Is the resistance below 100.0 ohms? Yes

• Repair the (D71) Diagnostic CAN C (-) circuit for a short to ground.
• Perform the BODY VERIFICATION TEST. See: Verification Tests/Body Verification Test.
  
  

  No

  
  
• Inspect the wiring and connectors for damage or shorted circuits. If ok, replace the Totally Integrated Power Module.
• Perform the BODY VERIFICATION TEST. See: Verification Tests/Body Verification Test.

2020 Dodge Avenger L4-2.4L DIAGNOSTIC CAN C (+) SHORTED TO DIAGNOSTIC CAN C (-)

2020 Dodge Avenger L4-2.4L A L L Diagnostic Trouble Codes ( DTC ): Manufacturer Code Charts Diagnostic CAN C (+) Shorted to Diagnostic CAN C (-)

2020 Dodge Avenger L4-2.4L DIAGNOSTIC CAN C (+) SHORTED TO DIAGNOSTIC CAN C (-)

• When Monitored:

  When the scan tool queries the Totally Integrated Power Module (TIPM).
  
  

• Set Condition:

The scan tool has detected a shorted together condition on the Diagnostic CAN C circuits.

1. CHECK THE STATUS OF THE ERROR MESSAGE

   
   

   NOTE: Ensure the vehicle being tested is a CAN BUS VEHICLE. If not, false error messages may be displayed. NOTE: Ensure the scan tool is updated to the latest software.

   NOTE: Check for any TSB(s) related to the condition. If a TSB applies, perform the procedure outlined in the TSB before continuing.

   
   
   1. With the scan tool, record the error message.
   2. Disconnect the scan tool from the DLC.
   3. Cycle the ignition from on to off 3 times.
   4. Turn the ignition on.
      
      

      Does the scan tool display this same error message? Yes

      • Go To 2 No
      • The conditions that caused this error message to set are not present at this time. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors.
      
      

2. (D72) DIAGNOSTIC CAN C (+) CIRCUIT SHORTED TO (D71) DIAGNOSTIC CAN C (-) CIRCUIT

   
   
   
   
   1. Turn the ignition off.
   2. Disconnect the Totally Integrated Power Module (TIPM) C3 harness connector.
   3. Disconnect the scan tool from the DLC.
   4. Measure the resistance between the (D72) Diagnostic CAN C (+) circuit and the (D71) Diagnostic CAN C (-) circuit at the TIPM C3 harness connector.

Is the resistance below 100.0 ohms? Yes

• Repair the (D72) Diagnostic CAN C (+) circuit for a short to the (D71) Diagnostic CAN C (-) circuit.
• Perform the BODY VERIFICATION TEST. See: Verification Tests/Body Verification Test.
  
  

  No

  
  
• Inspect the wiring and connectors for damage or shorted circuits. If ok, replace the Totally Integrated Power Module.
• Perform the BODY VERIFICATION TEST. See: Verification Tests/Body Verification Test.

2020 Dodge Avenger L4-2.4L DIAGNOSTIC CAN C (+) CIRCUIT OPEN

2020 Dodge Avenger L4-2.4L A L L Diagnostic Trouble Codes ( DTC ): Manufacturer Code Charts Diagnostic CAN C (+) Circuit Open

DIAGNOSTIC CAN C (+) CIRCUIT OPEN

• When Monitored:

  When the scan tool queries the Totally Integrated Power Module (TIPM).
  
  

• Set Condition:

The scan tool has detected an open condition on the (D72) Diagnostic CAN C (+) circuit.

1. CHECK THE STATUS OF THE ERROR MESSAGE

   
   

   NOTE: Ensure the vehicle being tested is a CAN BUS VEHICLE. If not, false error messages may be displayed. NOTE: Ensure the scan tool is updated to the latest software.

   NOTE: Check for any TSB(s) related to the condition. If a TSB applies, perform the procedure outlined in the TSB before continuing.

   
   
   1. With the scan tool, record the error message.
   2. Disconnect the scan tool from the DLC.
   3. Cycle the ignition from on to off 3 times.
   4. Turn the ignition on.
      
      

      Does the scan tool display this same error message? Yes

      • Go To 2 No
      • The conditions that caused this error message to set are not present at this time. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors.
      
      

2. (D72) DIAGNOSTIC CAN C (+) CIRCUIT OPEN

   
   
   
   
   1. Turn the ignition off.
   2. Disconnect the Totally Integrated Power Module (TIPM) C3 harness connector.
   3. Disconnect the scan tool from the DLC.
   4. Measure the resistance of the (D72) Diagnostic CAN C (+) circuit between the TIPM C3 harness connector and the DLC.

Is the resistance below 5.0 ohms?

Yes

• Inspect the wiring and connectors for damage or shorted circuits. If ok, replace the Totally Integrated Power Module.
• Perform the BODY VERIFICATION TEST. See: Verification Tests/Body Verification Test.
  
  

  No

  
  
• Repair the (D72) Diagnostic CAN C (+) circuit for an open.
• Perform the BODY VERIFICATION TEST. See: Verification Tests/Body Verification Test.

2020 Jaguar XJ Will Be An All-electric Limousine

• The new electric XJ will be developed by the same team behind the I-Pace.


• Production of the current generation XJ has been stopped.


• JLR's electrification plan for India will commence by the end of this year.


• Land Rover hybrid SUV will be the first to arrive in India.

luxury sedan which will make the switch from a supercharged V8 (XJR) to an all-electric setup.

The production of the current generation XJ came to a halt recently with Jaguar reporting mediocre sales for the sedan, thanks to competition from German counterparts. The new electric XJ will be developed by the same team behind the luxury electric SUV.

Jaguar claims that this decision will safeguard several thousand jobs in the UK, and will be the next big step in their electrification strategy. But, most importantly, JLR is focussing more on the production of batteries in the UK. A new battery assembly plant at Hams Hall that will be fully up and running by 2020 along with the Wolverhampton engine manufacturing plant will be the source of electric powerplants in the future.

On the announcement, Ralf Speth, Chief Executive Officer of Jaguar Land Rover, said: "The future of mobility is electric and, as a visionary British company, we are committed to making our next generation of zero-emission vehicles in the UK." Meanwhile, as it has also showcased a detailed plan for the same. A Land Rover hybrid SUV will come in first, followed by the I-Pace SUV.

Currently, the XJ in India is available with a 3.0-litre turbocharged diesel motor churning 305PS and 689Nm, mated to an 8-speed automatic transmission. The specifications of the upcoming electric XJ are yet to be revealed. The I-Pace, meanwhile uses a 95kWh battery pack churning out 400PS and a solid 696Nm of torque, with an impressive range of 470km (WLTP). The Jaguar XJ in India retails at Rs 1.11 crore (ex-showroom, Mumbai) and rivals the, BMW 7 Series, Audi A8 and the likes.

Hyundai Kona Electric Walkaround and Price, Variants, Features and More

Comment on ‘The Lost Corvette’ ponders what a 30th Anniversary ‘Vette may have looked like by Ralph Montileone

All in all the Corvette was clean and the few custom changes was fine, have seen many custom Vettes over the years that were just as nice. Having worked at the plant and being deeply involved with the actual 1983 launch and all builds there was more to the story. All in all any Corvette stories that keep the legend alive is good.

Comment on Queens, New York, 1970 by Uwe Meyer

Seventh car in the left lane looks like a W111 Coupé, still with the high grille, so it must be a six-in-line- engine (220SE, 250SE, 280SE). It’s not a 300SE because of the lack of side chrom stripes.

Comment on Queens, New York, 1970 by EdF (SATX)

Inside lane: 1957 Ford, a few cars back a 1962 Chevy, a 1961 Chevy behind a Cadillac.
Two Pontiac Tempests side by side, about 1966 and 1968ish.

Comment on Queens, New York, 1970 by Sal Pugliese

I find it interesting that many bloggers can ID virtually every car here and the exact year.
Take the same picture today and how many cars could we ID that accuately??
15-20% maybe !

Comment on Shelby’s Slingshot – 1986 Dodge Omni GLHS by Vincent James

By way of reference, this car is faster than a modern Fiat 500 Abarth 🙂

Comment on Queens, New York, 1970 by WordsnCollision

At least five Cadillacs, including a light ’59 just ahead of the bus.

Comment on Hemmings Auctions: Crawl, Walk, Run by Howie

Adding time after a bid is smart and works very well, no snipping.

Queens, New York, 1970

Date: November 1970

Location: Van Wyck Expressway, Queens, New York

Source: via The Old Motor

What do you see here?

Comment on The motorcycle that re-wrote the rulebook, Honda’s CB750, turns 50 by Murray Neufeld

Hey Brian. I had a 05′ Shadow Sabre up until about 2 and a half months ago. An accident took it out from under me. I picked up an 07′ H-D Road King a couple of weeks after and is my current ride. That Sabre could run circles around that H-D. I’m now constantly checking stuff on the Harley. The thing heats up like a blast furnace. It’s a barge to move around a parking lot with the engine off. I never had to haul tools with the Honda. Gas, oil and a new pair of tires is the only money I ever spent on it. No fuss, no muss. The H-D is a Drama Queen with a capital DQ. Nobody noticed I even rode a bike when I had the Honda(been riding since I was 10, 46 years ago)I get the Harley and now everyones my buddy. Sheesh. I dont buy any H-D product, just fluids needed for the engine. No shirts, leather jackets or other rah rah gear. That way nobody bothers me in the coffee shop. They don’t know it’s my bike out there. I tell people it’s not the Right bike, it’s my Right Now bike. I’ll go Triumph, Indian or Yamaha next time. Honda made and continues to make an amazing machine. I tell it to anyone I talk to, which is always the Import riders. I try not to have much to do with the H-D crowd. I’m sure the Harley crowd wants to tear me apart now but at least I’ve been on at least 7 other machines that weren’t Harleys before I got this one so I do have an opinion based on experience. The CB 750 has always been a beautiful machine and still is.

Comment on The motorcycle that re-wrote the rulebook, Honda’s CB750, turns 50 by John Bryan

Well, not exactly…the tariff that created your VFR700 wasn’t imposed because of the 1969 CB750. At least not directly. The original Honda 750 did kickoff the Japanese onslaught of fast, capable large-displacement motorcycles but the 80s tariff that H-D lobbied for was imposed because the Japanese Big 4 were “dumping” motorcycles in the US market. They were selling well under their own cost in order to maintain market share and keep the home production lines running. Now, there’s plenty of room to argue that the import duties Japan levied on motorcycles imported to Japan had little to do with H-D sales there and that H-D Big Twins and Sportsters really weren’t viable competition for any 80s Japanese bikes over 700cc but dumping was happening. Was a tariff the best response by the US government? Not if you think truly free markets provide the consumer with the best bang for their buck. And as moribund as H-D appears in 2019, the early 80s to mid 90s Harleys were as innovative and desirable bikes as H-D developed before and since. Though I’d rather have an early CB750K over any Super Glide from the 70s!

Comment on Boston, 1960s by Dave J

Pat. Yes…the darker one. I hadn’t considered that possibility. I was fixated on what I believed was a MOPAR wheel cover. Thanks.

Comment on Great Race recap – day seven to the finish line in Tacoma, Washington by Howard J

Thats 200 miles Chasing Them

Comment on Hemmings Find of the Day – 1992 Dodge Ram W-250 pickup by Danny Plotkin

I believe this truck was introduced for 1972 a more than 20 year run unchanged beyond grills and a reshuffling of instruments, knobs and engines. I recall that for a period of time this and the equally ubiquitous and useful van were Mother Mopar’s only vehicles with coil springs in front with the pickup the only one on a frame.

It is easy to think of them all as dirty and tired because they lasted long enough to be very dirty and tired. But as with most Chrysler products of the era the powertrains were not fond of giving up, they kept going until something else, usually holes in the metal got in the way.

With a Ford, Chevy & Dodge of the same year, condition and equipment I’d take the Dodge. Howard is right, a Dodge truck wears a highly deserved badge of honor. They were Job Rated even if they no longer said so.

Danny Plotkin

Comment on Great Race recap – day seven to the finish line in Tacoma, Washington by Howard J

Loved them at Creator Lake then at the finish that evening in Bend
We put on 200 chancing them in our 50 Chevy 3100
Long Fun Day
Thank You

Comment on The motorcycle that re-wrote the rulebook, Honda’s CB750, turns 50 by Johnathan Sievers

The CB 750 was a nice bike, but the Z1 Kawasaki and later KZ1000 were true beasts. I still remember my first ride from a red light one block to another red light. Holy s#&t! Every sense was on full alert and it took quite a while to wipe the stupid grin from my face. Since then I’ve owned lots of bikes and the only one that gave me the same sense of awesomeness was my Hayabusa. Honda invented the UJM, but others took it much farther and faster.

Comment on Hemmings Find of the Day – 1992 Dodge Ram W-250 pickup by geomechs

I worked on a lot of identical twins to this one. When Dodge started putting Cummins engines in their trucks the whole line developed a whole new energy. It seemed like within a couple of years, EVERYbody had one (Well, I didn’t but I sure worked on lots of them). That engine was about as close to indestructible as you could get although I had several customers with the ’94 and up models who could melt the last two pistons down. The ones with the VE type injection pumps couldn’t turn them up high enough to wreck the engines but the inlines could. I’ve heard a lot of people talk about turning these up to 400 hp and I sure won’t argue with them except that I know what goes on inside them and the cam plate and rollers disintegrated 150 hp before that. Change the gearcase and install an inline pump and you’ve got a real puller. Whoever gets this truck is going to have a good time with it. Enjoy…

Comment on Boston, 1960s by Dave J

Italianiron in his comment yesterday spotted at least two Corvairs. I see the one on the far right. Where might the other be?

I think I see a GM Y-body station wagon parked to the right of the black Impala on the distant right. An Olds F85. If not, maybe a Buick Special. The white vehicle also on the right next to the circa ‘62 Fairlane has a high cabin and quite a high sloping rear deck. Don’t know what that might be.

Comment on Hemmings Auctions: Crawl, Walk, Run by Sal Pugliese

I disagree … I’ve noticed on BAT, many commenters never bid on anything but trash every car they see!
If a buyer is naive and uninformed, he shouldn’t be buying a car on an auction site!!

Comment on ‘The Lost Corvette’ ponders what a 30th Anniversary ‘Vette may have looked like by Ralph Montileone

All in all the Corvette was clean and the few custom changes was fine, have seen many custom Vettes over the years that were just as nice. Having worked at the plant and being deeply involved with the actual 1983 launch and all builds there was more to the story. All in all any Corvette stories that keep the legend alive is good.

Electric Mini, Hyundai engine tech, no revamp for Tesla Model S and X: Today's Car News

The fully electric 2020 Mini Cooper SE has been revealed. The Tesla Model S and Model X won't get a rumored refresh. Hyundai embraces new engine tech in the 2020 Hyundai Sonata. And our latest Twitter poll asks whether buyers would really pay twice as much—or more—for a self-driving car. All this and more on Green Car Reports. The new...

Comment on The motorcycle that re-wrote the rulebook, Honda’s CB750, turns 50 by Gilbert "Gib" Crowell

In August of 1972 I was transferred from South America to Minneapolis, MN — temperature shock for certain. One of the first things I did was purchase a CB750 in orange and a snowmobile suit so I could ride it in the cold weather. Next moved to Indianapolis, IN and took it with me and rode it to work except on snow days using the suit. Took a dump once on a city street during commuting when I hit an oil slick. Minor damage to rider and bike, fortunately. Then moved to California in 1976 and sold the bike. Illogical at the very best. I told my kids we would get another bike, but of course never did. I purchased the vacuum synchronizer for the 4 carbs (and still have it) and loved syncing them even when they did not need it. The largest bike I had prior was a Honda 125 cc job. What a transition and a super fun time. When you get old, memories are important!!

Comment on Hemmings Find of the Day – 1992 Dodge Ram W-250 pickup by geomechs

Hi Howard. There was an old Hungarian out west who referred to the Cummins as a ‘Cumminks.’ One of the most common terms I heard in trucking circles was ‘Columbus Vibrator.’ Those same people had pet names for Detroit (Green Leaker, Souped-up Yamaha, 2-Stroke Joke). And I also heard of the Peoria/Mossville ‘Rock Crusher.’ And then there was the ‘Hare-lipped Duck.’ (Mack-mack). Nowadays the names I heard being attached to a lot of them cannot be reprinted in the average family-type magazine/blog post.

Comment on Boston, 1960s by Joe

That’s a 62 Falcon Deluxe.

Comment on Boston, 1960s by Pat W

Dave, if we’re looking at the same car, just past the Travelall, in very dark grey, if not black, appears to be a ’63 Impala Sport Sedan.

Comment on Hemmings Auctions: Crawl, Walk, Run by Mike Riecken

Scotty, you hit the nail on the head about Bat! I have been a follower for many years. I have bought and sold on Bat as well as recommended it to friends that have done the same. I have seen a huge upswing in senseless commenting about how they used to own one in college and exploded a keg in the back seat then sold it to a guy and he hauled fertilizer in it, yada, yada, yada…. I’ m sorry but I really don’t care what your personal experience was back in 1978! None of that helps me make an informed decision about actually buying it!
I want to either learn more about that type of car in general, OR, if I am a prospective bidder, I want to learn more about the vehicle itself.
I restore cars for a living and still work 10-12 hours a day. I don’t have the time to sift through mindless commentary trying to find some useful bits of information .

There, I said it and I feel better… If Hemmings can keep the mindless banter separate from actual buyer information, I think they will knock it out of the park. Good Luck Hemmings! I WILL be watching. Oh and thanks for the shirt… 🙂

Comment on Boston, 1960s by Howie

Not the best between the lines job.

Honda CR-V Facelift Spied Testing For The First Time Expected Launch in 2020

• Expected to get minor cosmetic alterations to the rear fascia, front grille and headlamps.


• Interiors are expected to be revised, and additional features added.


• Likely to retain 2.0-litre petrol and 1.6-litre diesel options.


• Likely to launch in 2020.


• Expected to be priced at a premium over the current CR-V.

The.

Spied testing wearing heavy camo at the Appalachian mountains, what is evident from the spy pics is that the CR-V facelift is likely to get only minor cosmetic updates. There are no significant revisions in the overall design and it still remains as edgy as before. Starting from the front, there seems to be minor updates to the headlamps along with a slightly revised front grille with a larger chrome centre bar. At the rear, the CR-V gets an updated rear design. Other changes include trapezoidal exhaust tips and some updates to the quarter panels on the rear bumper cover.

There's no word on the interior features and gizmos yet. But we can expect the next-gen CR-V to retain features like its 7.0-inch touchscreen infotainment system with Android Auto and Apple CarPlay, along with some additional new features which could include Honda's new lane-watch system.

Under the hood, the pre-facelift international-spec CR-V gets two four-cylinder engines: a naturally aspirated 2.4-litre and a turbocharged 1.5-litre producing either 186PS or 192PS of power. The India-spec CR-V, on the other hand, gets a 1.6-litre 120PS/300Nm diesel engine and a 2.0-litre 154PS/189Nm petrol motor. The diesel variant is mated to a 9-speed automatic transmission whereas the petrol variant is mated to a CVT transmission. The India-spec CR-V comes in a 2WD trim for the petrol and diesel with an additional AWD option exclusively for the diesel variant. The CR-V facelift is expected to retain the same engine-gearbox combinations, but they are likely to be upgraded to meet the upcoming BS6 norms in India.

The current CR-V is priced between Rs 28.27 lakh - 32.77 lakh (ex-showroom, India). The facelift could be priced at a slight premium over the current CR-V due to the updates and additional features expected.

The CR-V facelift is expected to make its international debut next year with an India launch likely to follow later. Once launched here, it is expected to take on the likes of the.

Image Source:

Comment on Snail Shoes: When just what you want turns out not to be what you want by Paul Mathless

D. Fenimore—Your saga is mind-boggling. I don’t know what your occupation is, but from all you’ve described, you would seem to have the skills of a master mechanic. Maybe you should consider going into the garage business, letting others pay you well for all the kinds of work you did on your own demonic vehicle. Given all that you’ve done, you must already be pretty well equipped for such an enterprise. Barring that, your narrative skills are such that you should let the Hemmings folks know that you’re available for free-lance gigs or, maybe, more.

Comment on Hemmings Auctions: Crawl, Walk, Run by Scotty G

I think you’re right, Brakeservo. I shouldn’t have been so harsh on BaT commenters. Certainly, with hundreds of thousands of dollars a day in auction sales, it’s a serious site and there are seriously knowledgable and world-class readers and bidders there. But, it seems like there are very few actual, serious questions about the vehicles and it’s more about being a forum for future internet stand-up comics. I can’t see Hemmings evolving into that, or I hope it doesn’t.
And, true again on shipping. I use UShip as a place to start to get a ballpark shipping cost but I’ve had good luck keeping the phone numbers of drivers that I’ve had great luck with and calling them directly. UShip adds about 25-30% to the shipping company’s fees from what I understand and many shippers are more than happy to go around that if they can.

No updates for Tesla Model S, Model X, says Musk

The Tesla Model S and Model X might never get the floating, center-mounted, horizontal instrument cluster from the newer Model 3, as had been widely reported based on patent and trademark drawings and insider reports. On Monday night, Tesla CEO Elon Musk quashed the rumors on Twitter, his usual venue, in response to a question from a follower...

Comment on Hemmings Auctions: Crawl, Walk, Run by roger

Will there be restomods in the mix, or just original restorations? As evidenced by HMM there is a lot of interest in cars built to other than original.

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I love what BaT has brought to the classic car market. Hopefully Hemmings will create their model similar to BaT but offer a wider variety. Looking forward to the success of both.

Comment on Boston, 1960s by Dave J

There is a vehicle (a gray tone owing to the black and white image) just past the two-tone Travelall. Can’t quite discern the make though it seems to have the look about of a ‘50’s model.
The wheel cover on the dark vehicle crowding the adjoining parking stall on the other side hints at a MOPAR. A ‘66 of some kind. Fury I perhaps.

Comment on The motorcycle that re-wrote the rulebook, Honda’s CB750, turns 50 by Scotty G

This is why Kurt and the Hemmings team are the best writers in the industry.

First the moon landing and now the CB750, man am I getting old. I remember seeing them as a kid at a former Honda dealership in Duluth, MN on Garfield Avenue which has been gone for decades. https://goo.gl/maps/a8kQwCftBL36UoXm9 Those colors were amazing. My dad had gotten us a used Yamaha YL-1 Twinjet 100 twin street bike so we could learn how to ride a motorcycle and my brother and I dreamed about owning a CB750 someday. I still haven’t owned one, that’s ridiculous.

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First was the 24 Hours of Nürburgring, now it’s the sixth round of the World Rallycross Championship in Sweden. Okay, truth be told, Paddy wanted to cover the N24, but it clashed with Players Classic and since he loves that event almost as much as his Golf GTI, Trevor got the golden ticket to visit the […]

The post Six Reasons Why Swedish Rallycross Should Be On Your Bucket List appeared first on Speedhunters.

Hemmings Find of the Day – 1992 Dodge Ram W-250 pickup

From the seller’s description:

Selling My 1992 Dodge Ram W-250 Diesal 4×4. Truck is in excellent condition. Clean Title. Garaged and has never seen snow. Engine runs great, transmission works perfect, Bed has been repainted only. Tailgate latch not working to well, but works. This truck was purchased from the original owner. From my understanding he was a trucker and this was his baby.

Price

$22,500

Location

Bethel, Connecticut

Availability

Available

Find more Dodges for sale on Hemmings.com.

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The motorcycle that re-wrote the rulebook, Honda’s CB750, turns 50

1969 Honda CB750 Four. Photo courtesy of Honda America.

When Honda revealed its CB750 Four motorcycle to American dealers at a January 1969 sales meeting, no one – not even Soichiro Honda himself, in attendance – could have predicted the impact a single model would have on the entire industry worldwide. Often described as the first superbike, and perhaps even the first “Universal Japanese Motorcycle,” Honda’s game-changing CB750 Four marks its 50th birthday in 2019.

To be clear, the CB750 wasn’t the first four-cylinder motorcycle, and it wasn’t even the first to arrange these cylinders inline, mounted transversely across the frame. Its single overhead camshaft design wasn’t cutting-edge, either, particularly since its CB450 model had offered American buyers double overhead camshafts since 1965. It was the first motorcycle from a mainstream manufacturer to come with electric starting and disc brakes, and, overall, the CB750’s blend of performance, versatility and convenience was unmatched by anyone else in the industry, especially at a price of $1,495.

Early models with sand-cast crankcases are the most collectible. This 1969 Honda CB750 Four sold for $27,500 at Mecum’s Las Vegas sale in January 2019. Photo courtesy Mecum Auctions.

Honda had done well with its small-displacement motorcycles in the American market, but realized it lacked a high-performance model to compete with rival British and American brands. The technically sophisticated CB450 was meant to address this market, and development engineer Yoshiro Harada was quick to point out that Honda’s 450cc twin was better, performance-wise, than 650cc motorcycles from Norton and Triumph. Such logic may have worked in Japan, where the market for large and powerful motorcycles was miniscule, but to American riders, there was no replacement for displacement.

Photo courtesy Mecum Auctions.

At the time development began on the CB750 Four, no Japanese motorcycle manufacturer built a bike larger than 650cc. When pressed for specifics by Japan on what size engine American buyers wanted, American Honda couldn’t even give a specific answer, saying only, “the bigger the better.” Harada, tasked with establishing the requirements for this new big-bore bike, learned that Triumph was about to debut a 750cc high-performance model, so this became the displacement target. As for output, Harada knew that Harley-Davidson’s new Shovelhead V-twin made 66 hp, so 67 hp became his benchmark for the Honda.

Photo courtesy Mecum Auctions.

In February 1968, Honda assembled a team of around 20 employees to begin working on the design of the CB750 Four. The engine would be a four-cylinder, exhaling though four exhaust pipes, two on each side. Instead of featuring a performance-themed, café racer riding position, the Honda adopted an upright riding position favored by American buyers, improving comfort and adding to its appeal on these shores. Other design goals required the bike to be stable at prolonged speeds as high as 100 mph, yet maneuverable in traffic; employ brakes that were reliable and resistant to fade even after repeated high-speed stops; produce minimal vibration and noise to reduce rider fatigue; employ controls that were ergonomic and easy to learn; reduce the amount of required maintenance and servicing; and finally, utilize original designs that could easily be mass-produced.

Electric start was standard on the CB750, but Honda included a kick starter as well. Photo courtesy Mecum Auctions.

Reliability was paramount as well. As Craig Fitzgerald wrote in a June 2006 Hemmings Motor News article, the CB750 engine was run at 6,000 rpm for 200 hours before being certified for production. As if that wasn’t enough, the engine was then spun up to redline, 8,500 rpm, for 20 hours of testing. The finished product was so smooth that – with all four carburetors properly synchronized – one could reportedly stand a nickel on edge on the engine casing, yet the bike could still run the quarter-mile in roughly 12 seconds and attain a top speed around 120 mph.

Even as the CB750 Four was being announced to U.S, dealers, Honda in Japan was speculating over what demand would be for its new model. Initially, forecasts predicted sales of 1,500 units per year, but when word of the bike’s capabilities and price point (roughly 2/3 that of high-performance models from England, and less than half that of certain European models) got out, demand skyrocketed. The forecast quickly grew to 1,500 units per month, then doubled to 3,000 units per month, still not quite enough to meet demand.

The engines for the CB750 Four were initially built at Honda’s Saitama Factory, which had previously assembled Honda power equipment. Unsure its new model would prove successful, Honda was initially unwilling to invest in the expensive molds needed for die-casting, and instead used sand-molding to create the crankcases of early production examples. When the forecasts swelled from 25 engines per day to 100 engines per day, line workers simply could not keep up; in response, Honda upgraded the production facility for die casting and hired additional employees to staff the line. By 1971, two years after the CB750’s debut, even this wasn’t enough to meet demand, and production of engines (and frames) was transferred to the company’s Suzuka factory.

Today, the most valuable Honda CB750 Fours are the Saitama-built models with sandcast crankcases, denoting the earliest production. More valuable still are prototypes, of which four were assembled and two are known to survive. In March 2018, one of these prototypes, finished in Candy Gold, sold for £161,000 (then, roughly $223,550), becoming the most expensive Japanese motorcycle ever sold at auction. Four years earlier, the Candy Blue prototype sold at auction for $148,100, making it – at the time – the second-most expensive Japanese bike to cross the block. Of the remaining prototypes, the Candy Red example was sent to the crusher, while the Candy Green CB750 Four was last seen in France; today, its whereabouts remain a mystery.

The 1991 Honda CB750 Nighthawk. Photo courtesy of Honda America.

The original CB750 Four didn’t remain atop the performance ladder for long, but the model’s blend of value and versatility made it the motorcycle of choice for generations of riders. Perhaps the best measure of the model’s success is its longevity: Though updated with some regularity, variations of the 750cc, air-cooled, four-carburetor, inline-four standard remained in Honda’s product line though 2003, when the last CB750 Nighthawk rolled off the assembly line.