Ace-Garageguy

States of mind are not always voluntary.

The flat-topped front wheel arches identify the diver and its truckmate as '53 or '54 Chryslers. The car whose nose is just visible looks to be a '46 Plymouth.

You're pretty close, but actually, it's several different car models, each one having its own hyper-awesome-turbo-nano-miniaturized Klingon cloaking device. Impressive, huh?

Airport cash seizures when there's been no crime committed, proven, or even charged, is apparently becoming fairly common.

Hey...I finished as many this year as I did the three whole years before combined.

All the first gen Caddy OHV V8 engines from the '49 331 cu.in. version through the 365 and early 390 (through 1962) are very similar visually. The very best totally stock one in kit form comes in the Monogram '59 Eldo.

You might like this one...

Great backstory, great model emerging. Funny how those "this should be pretty easy, really..." projects seem to expand into more and more and more effort, isn't it?

Thanks for your interest and comments, and best New Year wishes to you too, sir. I'd hoped to get some extended bench time over the Christmas break, but a bout with some flu-like malady has left me with zero interest since Christmas day...though I think I might get a few minutes in today.

Toddlers should be kept well away from flamethrowers.

A Panhard bar adds additional positive control over the movement side-to-side of the rear axle relative to the chassis, which makes launches more predictable and consistent. Those long parallel lift bars don't do enough in that regard. A Watts link would be preferable, as there's zero side "sway" with a Watts setup, but available space required and additional complexity are also considerations, along with a possible unsprung-weight increase. A single transverse leaf spring suspension also benefits from limiting side-to-side relative movement, as there's a considerable amount of lateral "slop" due to the effects of the shackles and the bending action out at the tips of the springs. NOTE: The early use of the term "sway bar" did not refer to the "anti-roll bar" as we know it today, but rather to a Panhard bar applied to "tail-dragger" customs with transverse springs, where excessively long shackles had been used to achieve much of the lowered stance. Without a "sway bar" to control side-to-side movement, some of them killed their operators due to unanticipated rear-steering effects having terminal consequences. Even cars with parallel leaf springs will benefit from a Panhard or Watts setup if precise handling and/or chassis tunability are goals. The '47 Caddy, for instance, was factory-equipped with a Panhard bar. EDIT: For maximum benefit, a Panhard bar needs to be as long as possible, as it still allows the axle to travel side-to-side somewhat, relative movement being defined by the arc described by the radius the bar-end pivot points impart. Longer bar=longer radius=smaller arc.

"Show me the money" was a popular phrase to rebleat decades ago, but "follow the money" is the best way to prove corruption.

Heard the one about the sailor who walks into a bar with a manatee in a dress?

Called for jury duty, I was.

https://www.hemmings.com/stories/article/herb-adams He's also the author of one of the most useful books concerning chassis engineering and chassis tuning.

Real pretty.

I think somebody once said "you can lead a fool to a dictionary, but you can't make him use it".

Indeed. Thanks Greg.

I can't recall when Frontrunners came on the market...but it's pretty easy to carefully sand the lettering off the sidewalls. Start with 180 grit wet to knock it down, then work progressively through 400, 600, 1200, 1500 wet. Work carefully and it'll look perfect...though you might have to spray the completed tires with something like SEM black to get an even color.

I can smell it from here. Nice job.