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Call (405)-808-2048 in Moore OK

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1966 Plymouth Wagon. The engine that will be in the car isn't The original nor is the transmission. The car originally had a 1966, 170 slant six; it also was originally a 3-speed on the column (I still have both and would go with her so it could be considered a numbers matching car). The car will have a 1976, 225 super six (slant six), rebuilt with a 264 duration cam, the head work, block bored .40 over stock. It will be a really nice street six with a nice rumble brought to you by duals that run thru 2, mangna flows for that old school roar. The block is painted red with a powder coated (silver) intake with a fairly new card. It has ceramic coated dual 3 into 1 headers made by Clifford Performance. (Clifford manufactures a ton of stuff for this motor.) The transmission is a 1974 A904 automatic transmission is fresh with less than 1,000 miles on it. The drums have all been re-drilled for a Chevy bolt pattern along with a brand new wheel and tire for the spare. The front end was totally rebuilt by a place in Lindale Texas using all new polyurethane parts from Energy Suspension. Nothing has been done to the rear end beside the addition of air shocks in the rear. The front end is a torsion bar front end that is how it was lowered it. The rear is lowered with blocks. The fuel tank was steam cleaned and a new sending unit was installed. The transmission oil cooler is brand new; it is a super cooler by B&M. The heat/ac system is vintage air. the radiator is a general aftermarket aluminum radiator. (Was going to do a motor swap to a 318) the gauges in the dash are made by Dolphin Gauges and the odometer is a clear representation of how long everything has been done. New 18 circuit fuse panel and wiring harness system from EZ Wiring. So all wiring is new head to toe front to back. The stereo is wired to an amp under the driver side front seat which already has speaker leads ran to the back wear a set of subs or what have you can go. The interior is done in tweed and was done by a local company in Tulsa. The exterior, the paint is bordello red with tuxedo black was done in 2003 the pin-stripping was done by the Wizard. Mild tint on windows the wheels are Billet Specialties, The tires are Cooper Cobra the mileage is the same as the odometer, so they are fairly new too. The car was featured on the 2004 Hot Rod Power Tour. See pictures at Timebandits. photosite.com Contact: E.James 405-808-2048 E-mail: voodoo-garage@cox.net or erik.james@tinker.af.mil 2004-2005 BMW 525i
Front Performance Ceramic Hawk Brake Pads - Performance Ceramic Ultimate stopping power in an ultra-low dust, low noise ceramic compound! Hawk Performance has introduced a premium, high performance, ultra-low dust, low noise compound called Performance Ceramic. Performance Ceramic is engineered to reduce brake NVH (Noise, Vibration and Harshness), creating a quieter performing brake pad. Furthermore, the ceramic brake pad formula has a linear friction profile that allows your ABS brake system to work more effectively. With Performance Ceramic you can expect reduced brake pad wear, lower dust output levels and a rotor-friendly brake pad. Performance Ceramic ? quiet, clean & fast stopping! Key Features: ? Increased stopping power ? Increased rotor life ? Extended pad life ? Ultra-low dust ? Extremely quiet ? Stable friction output ? Recommended for import domestic automobiles, luxury SUV?s, sports trucks & vans. Today?s alloy wheel designs on premium vehicles has contributed to customer demand for a low dust performance brake product. Specify Hawk Performance?s Performance Ceramic brake pads for your luxury car, SUV, or truck. All Hawk Performance Performance Ceramic brake pads provide a limited lifetime warranty, ensuring products to be free of defects from manufacturer?s workmanship and materials. Note: Hawk Performance burnishes its Performance Ceramic brake pads as a final step in the factory, but all brake pads have to be bedded-in with the rotors (new or used) that they will be used against. Properly bedding-in new brake pads results in a transfer film being generated at the pad and rotor interface to maximize brake performance Brake Pad Installation Procedure 1. Install brake pads properly. Be sure pads are securely positioned in the caliper. 2. Flush system with fresh brake fluid. 3. Check all hydraulic parts for excess wear and tear. 4. Check disc for proper thickness, parallelism, and lateral runout. 5. Check disc for scoring or grooves over .012?depth. If either applies, resurfacing is required. 6. If discs do not need resurfacing, then contamination from the previous brake pads must be removed. Sand discs with 130 grit sandpaper using moderate pressure. Use soap and water to clean discs? surface after sanding and machining. Discs should be free and clear of oil, grease, and brake fluid. 7. Inspect calipers for freedom of movement. Lubricate where necessary. Burnishing Instructions 1. After installing new brake pads, make 6 to 10 stops from approximately 30-35 mph applying moderate pressure. 2. Make an additional 2 to 3 hard stops from approximately 40 to 45 mph. 3. DO NOT DRAG BRAKES! 4. Allow 15 minutes for brake system to cool down. 5. After step 4 your new pads are ready for use.

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