Remove front wheel bearing. Wheel horse 417a. Lifeline power wheel 2.
Remove Front Wheel Bearing
- A bearing or bearing assembly located at each wheel allowing the wheel to spin around the axle with minimal wear and friction. Front wheel bearings are contained within the hub, and are sometimes integral to the hub. A wheel bearing set consists of an inner and outer bearing.
- remove something concrete, as by lifting, pushing, or taking off, or remove something abstract; "remove a threat"; "remove a wrapper"; "Remove the dirty dishes from the table"; "take the gun from your pocket"; "This machine withdraws heat from the environment"
- A degree of remoteness or separation
- degree of figurative distance or separation; "just one remove from madness" or "it imitates at many removes a Shakespearean tragedy";
- remove from a position or an office
- The position directly ahead of someone or something; the most forward position or place
- the side that is forward or prominent
- The forward-facing part of a person's body, on the opposite side to their back
- be oriented in a certain direction, often with respect to another reference point; be opposite to; "The house looks north"; "My backyard look onto the pond"; "The building faces the park"
- The side or part of an object that presents itself to view or that is normally seen or used first; the most forward part of something
2003 Suzuki VL 800 Intruder Volusia C50 Front Wheel
2003 Suzuki VL 800 Intruder Volusia C50 Front Wheel
The Front Wheel of the motorcycle is mounted on the Front Axle between the Front Forks. The Condition of this part is Used.
A used Front Wheel will be straight and run true. All used wheels are checked for runout according to manufacturer specifications before being placed in inventory. Due to the nature of this component, stone chips, minor cosmetic blemishes and paint chips from tire changes are considered normal wear. No color choice on painted wheels. Bearings, if deemed servicable, are included at no extra charge. Always verify the condition of bearings before installing any wheel.
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1966 Shelby Cobra 427 SC front left
The Shelby Cobra, is a British built and designed sports car that was produced during the 1960s.
Like many British specialist manufacturers, AC Cars had been using the smooth, refined Bristol straight-6 engine in its small-volume production, including its AC Ace 2-seater roadster. This had a hand built body with a steel tube frame, and aluminium body panels that were made using English wheeling machines. The engine was a pre-World War II design of BMW which by the 1960s was considered dated. Bristol decided in 1961 to cease production of its engine and instead to use Chrysler 331 cid (5.4 L) V8 engines. Although untrue, it is commonly believed that AC was left without a future source of power and that American ex-racing driver Carroll Shelby saved the company from bankruptcy. AC started using the 2.6 litre Ford Zephyr engine in its cars. In September 1961, Shelby airmailed AC a letter asking them if they would build him a car modified to accept a V8 engine. AC agreed, provided a suitable engine could be found. He first went to Chevrolet to see if they would provide him with engines, but not wanting to add competition to the Corvette they said no. Ford however, wanted a car that could compete with the Corvette and they happened to have a brand new thin-wall small-block engine which could be used in this endeavor. It was Ford's 260 in? HiPo (4.2 L) engine - a new lightweight, thin-wall cast small-block V8 tuned for high performance. In January 1962 mechanics at AC Cars in Thames Ditton, Surrey fitted the prototype chassis CSX0001 with a 221ci Ford V8. After testing and modification, the engine and transmission were removed and the chassis was air-freighted to Shelby in Los Angeles on 2 February 1962. His team fitted it with an engine and transmission in less than eight hours and began road-testing.
Production proved to be easy, since AC had already made most of the modifications needed for the small-block V8 when they installed the 2.6 litre Ford Zephyr engine, including the extensive rework of the AC Ace's front end. The most important modification was the fitting of a stronger rear differential to handle the increased engine power. A Salisbury 4HU unit with inboard disk brakes to reduce unsprung weight was chosen instead of the old ENV unit. It was the same unit used on the Jaguar E-Type. On the production version, the inboard brakes were moved outboard to reduce cost. The only modification of the front end of the first Cobra from that of the AC Ace 2.6 was the steering box, which had to be moved outward to clear the wider V8 motor.
The first 75 Cobra Mark I (including the prototype) were fitted with the 260 engine (4.2 L). The remaining 51 Mark I model were fitted with a larger version of the Windsor Ford engine, the 289 in? (4.7 L) V8. In late 1962 Alan Turner, AC's chief engineer completed a major design change of the car's front end and was able to fit it with rack and pinion steering while still using transverse leaf spring suspension. The new car entered production in early 1963 and was designated Mark II. The steering rack was borrowed from the MGB while the new steering column came from the VW Beetle. About 528 Mark II Cobras were produced to the summer of 1965 (the last US-bound Mark II was produced in November 1964).
By 1963 the leaf-spring Cobra was losing its supremacy in racing. Shelby tried fitting a larger Ford FE engine of 390 in?. Ken Miles drove and raced the FE-powered Mark II and pronounced the car was virtually undrivable, naming it "The Turd." A new chassis was developed and designated Mark III.
The new car was designed in cooperation with Ford in Detroit. A new chassis was built using 4" main chassis tubes (up from 3") and coil spring suspension all around. The new car also had wide fenders and a larger radiator opening. It was powered by the "side oiler" Ford 427 engine (7.0 L) rated at 425 bhp (317 kW), which provided a top speed of 163 mph (262 km/h) in the standard model and 485 bhp (362 kW) with a top speed of 180 mph (290 km/h) in the competition model. Cobra Mark III production began on 1 January 1965; two prototypes had been sent to the United States in October 1964. Cars were sent to the US as unpainted rolling chassis, and they were finished in Shelby's workshop. Although an impressive automobile, the car was a financial failure and did not sell well. In fact to save cost, most AC Cobra 427s were actually fitted with Ford's 428 in? (7.0 L) engine, a long stroke, smaller bore, lower cost engine, intended for road use rather than racing. It seems that a total of 300 Mark III cars were sent to Shelby in the USA during the years 1965 and 1966, including the competition version. 27 small block narrow fender version which were referred to as the AC 289 were sold in Europe. Unfortunately, The MK III missed homologation for the 1965 racing season and was not raced by the Shelby team. However, it was raced successfully by many privateers and went on to w
[Buses in Beijing]???? Jinghua BK6122EV2 <BEV> ?????? BPT #8012 Front-right at Jimen Bridge South
This is undoubtedly a super star bus, BK6122EV2 12m low floor battery-electric city bus built by the already vanished Jinghua buses. Very few buses are fortunate enough to transport that many important passengers like BK6122EV2 did---BK6122EV2 is designed for the Olympics.
BK6122EV2 is the successor of BK6120EV, a not so successful low floor battery-electric bus that was drawn out of service (actually BK6120EVs rest for a much longer time than they run). As the respond to the promise of Green Olympics, BK6122EV2 was the solution to the eco-friendly transportation inside the Olympic Village and among the key centers and venues.
Electricity is stored in the Li-Mn battery packs, products of Citic Guoan MGL Battery Application Technologies, beneath the two longitudinal rows of passenger seats. Propulsion comes from a rated 100kW (134hp) AC traction motor made by CSR Zhuzhou Electric Locomotive Co., Ltd. The speed is controlled not only by the motor rotation; collaborating with the motor is a 3-speed automated mechanical transmission (AMT) gearbox, which is rarely seen on other electric buses (including trolley-buses). Recharged for 4 hours to the fullest capacity, the bus is able to cruise 190km (118miles) at 40km/h with pure zero emission. At the recharge station, the removable battery packs can be easily replaced by fully recharged ones within 20 minutes, so none of these units needs to stay in the recharge station during their batteries are being recharged.
The body exterior applies Jinghua’s newest, and also last, design, nicknamed “King Kong” from the “bellicose” headlights (and the rear lights, not shown in this picture). The face is deemed ugliest ever in Beijing public transportation history, for the reason that the headlight and the plate hollow vividly resemble a pair of glaring eyes and pouting mouse of a furious man, where the designer probably got inspired. Since designed for the Olympics, an important event requiring “luxury”, most of the windows remain tight, unlike other air conditioning buses these years. Very different from the majority of city buses in Beijing, BK6122EV2 has outward-sliding doors (not slide-plug doors), single-leaf front and double-leaf rear. Center-lowered axles (50 pairs for all the Olympic electric buses) are presented to BPT by German ZF as an act of promotion and support to eco-friendly vehicles and the Olympics. Alloy wheels are from ALCOA which also equipped a few JNP6120GC units and DD6129S31 (Bafangda).
A prototype BK6122EV3 (Fleet No. 8050) and its sibling BK6122EV (Fleet No. 8049), with different face and inward-swinging doors, debuted a few years before the Olympics. After some modifications had been placed, the mass-produced BK6122EV2 came out and were designated to Olympics lines after a short run-in period. During the Olympics, the electric buses offered services on Olympic Village Loop Line (inside the village), Media Shuttle Line (between the Media Village and the Main Press Center) and Center Olympic Area Loop Line. A recharge and maintenance center, which is now Beitucheng Bus Yard, was established in Olympic Sports Center. During the Olympics and Paralympics, these star buses received honorable praise from all their passengers for the very quiet operation, notably absorbing ride, efficient dual-mode air-conditioning and extraordinarily handsome livery “Auspicious Clouds” (Please search the internet for pictures) which has been removed from all units at the end of last year.
After the Games, although before it was said that some of the BK6122EV2s were to be transformed into trackless trolley buses (add “braids”), they stayed battery electric. In October 2008, some were assigned to Olympic Special Line 1, some were on Sightseeing Line 5 (now abolished), and Olympic Special Line 6, which was taken over by Trolleybus Division from Division 2. Now, some units are still serving on 81, the former Olympic Special Line 1, with Foton electric-hybrid buses, and 84, the former Olympic Special Line 6, while others are also prepared for dispatches.
In the picture, Fleet No. 8012 on Line 84 is pulling in to Jimen Bridge South bus stop. These electric buses are the only operating buses in BPT that are bearing 4-digit fleet numbers, where digit 8 still stands for Trolleybus division. The bus type digit, the second digit, is absent owing to the lack of a number that stands for electric buses. The second snow this year, which had been much earlier than most years’ first snow, had fallen from the sky all over the night, blanketing everything with at least 20cm thick snow. Meanwhile, the leaves of most trees have not withered yet.
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