12 INCH WHEEL TRIMS

Irwin Industrial Tools 14084 12-Inch 100-Teeth 1-Inch Arbor Miter and Table Saw Blade

The IRWIN Marathon 12in. 100-tooth circular saw blade is designed tough and long lasting for the professional. The thin kerf design provides faster, cleaner cutting action as less material is being removed. The hardened plate runs truer and avoids warping. C3 carbide tips provide long life and are impact resistant. The specifically engineered heat vents reduce heat and resin build up which can lead to blade binding and warping. Marathons unique shoulder design puts more support behind each tooth and provides for consistent chip removal. Marathon saw blades are truly Long Distance Runners. Blade Use: Trim and Finish, Blade Diameter (in.): 12, Teeth (qty.): 100, Tooth Grind: 400 grit diamond ground, Tip Type: Construction micro grain carbide, Reinforced Shoulder: Yes, Engineered Venting: Yes, Professional Series: Yes, Blades (qty.): 1

Touch-up sanding should be just that; not a dying strain to smooth out major chips and splinters left behind by a finishing saw blade that didn’t last. Built for endurance, Irwin’s 12-inch Marathon circular saw finish blade is rips or crosscuts smoothly through any type of wood. The blade’s 100 teeth leave a satin smooth finish on edges for minimal sanding. An alternate, top-bevel grind also reduces touch up sanding for easier finish carpentry--a boon for furniture making and cabinetry. Construction-grade carbide tips mean longer blade life. And, a fully hardened plate and reinforced shoulder keeps this blade true for many cuts to come. The thin kerf blade handles speeds up to 5,000 rpm for fast cuts with high-speed saws. --Brian D. Olson

Porsche has opened a microsite dedicated to the new 911 GT3 RS 4.0, where in addition to publishing new images (which reveal a new black livery), also provides many additional data compared to those of the press release. We learn therefore that the boxer 3395 cubic cm, capable of 500 HP at 8250 rpm and 460 Nm of torque is equipped with dry sump lubrication system with double Varioram phase Variator and supports active engine. Power management is entrusted to the Bosch Motronic ME7 ECU. 8.2, while vacuuming can rely on carbon airbox and pipes length padding control valves. The exhaust system alloy consists of two presilenziatori, two catalysts and silencer in titanium with double output. The 6-speed manual transmission is connected to a differential lock, with values of 28% in deceleration and 40% in acceleration. It presents the PSM system of traction control and stability, with the possibility of total exclusion of controls in two phases. The GT3 RS 4.0 also has new 19-inch alloy wheels with fastening bolt: on the front axle channel measure 9 inches with tyre 245/35, while the rear channel is equal to 12 inches with tyre wheels with 325/30. The trim, 30 mm lower than the 911 Carrera, is fully adjustable and mounted on uniball, with possibility to switch from normal mode to the Sport of electronic management system, completed in PASM option from front lift system. The braking system of series offers aluminum brake calipers with 6-piston front and 4 rear. Brake discs, with Central Support modular aluminium measuring 380 mm and 350 mm forward of the rear, while only option is available with the PCCB system disks carboceramico lighter than 50%. The Porsche 911 GT3 RS 4.0 is equipped with series ClubSport package which includes Rollbar rear seatbelt to 6 points for the rider, onboard fire extinguisher and a predisposition for the battery. Option is also available In front of rollbar, while seats are available in three versions: carbon fiber shell, leather and alcantara with manual adjustment, without side airbags and the total weight of 10 kg each, a light-alloy shell with folding backrest or sports version at no extra cost, with Adaptive airbags and power settings. The cockpit is also covered with lightweight Alcantara with custom profiles in carbon fiber and logos RS 4.0 and can be ordered in red/black or totally black.


ITALIANO: Porsche ha aperto un minisito dedicato alla nuova 911 GT3 RS 4.0, dove oltre a pubblicare nuove immagini (che svelano una inedita livrea nera), fornisce anche molti dati aggiuntivi rispetto a quelli del comunicato stampa. Apprendiamo quindi che il boxer da 3.996 cm cubici, capace di 500 Cv ad 8250 giri e 460 Nm di coppia massima e dotato di lubrificazione a carter secco, sistema Varioram con doppio variatore di fase e supporti motore attivi. La gestione elettrica e affidata alla centralina Bosch Motronic ME7.8.2, mentre l’aspirazione puo contare sull’airbox in carbonio e su condotti di lunghezza differenziata con valvole di controllo. L’impianto di scarico in lega leggera e costituito da due presilenziatori, due catalizzatori e silenziatore in titanio con doppia uscita centrale.

La trasmissione manuale a 6 rapporti e collegata ad un differenziale autobloccante, con valori di blocco del 28% in decelerazione e 40% in accelerazione. E’ presenta il sistema PSM di controllo di trazione e stabilita, con possibilita di esclusione totale dei controlli in due fasi. La GT3 RS 4.0 e dotata inoltre di nuovi cerchi in lega da 19? con fissaggio monodado: sull’asse anteriore il canale misura 9 pollici con pneumatici 245/35, mentre al posteriore il canale e pari a 12 pollici con pneumatici 325/30. L’assetto, piu basso di 30 mm rispetto alla 911 Carrera, e totalmente regolabile e montato su uniball, con possibilita di passare dalla modalita Normale a quella Sport del sistema elettronico di gestione PASM, completato in opzione dal sistema di sollevamento anteriore. L’impianto frenante di serie propone pinze freni in alluminio con 6 pistoncini anteriori e 4 posteriori. I dischi freno componibili, con supporto centrale in alluminio misurano 380 mm anteriormente e 350 mm posteriormente, mentre solo in opzione e disponibile il sistema PCCB carboceramico con dischi piu leggeri del 50%.

La Porsche 911 GT3 RS 4.0 e dotata di serie del pacchetto ClubSport che comprende Rollbar posteriore, cintura di sicurezza a 6 punti per il guidatore, estintore di bordo e predisposizione per lo stacca batteria. In opzione e disponibile anche la parte anteriore del rollbar, mentre i sedili sono disponibili in tre versioni: in fibra di carbonio a guscio, in pelle ed alcantara con regolazione manuale, privi di airbag lateriali e peso totale di 10 kg ciascuno, a guscio in lega leggera con schienale ribaltabile, oppure nella versione sportiva adattiva senza sovrapprezzo, con airbag e regolazioni elettriche. L’abitacolo e inoltre rivestito in leggera Alcantara con profili personalizzati in fibra di carbonio e loghi RS 4.0 e p

Bids up to ?190,000 - "Not sold"

Jack Brabham's feat of winning the World Championship in a car bearing his own name remains unique. At a different level, the eponymous accomplishments of Englishman Sydney Herbert Allard are just as impressive and equally unlikely to be matched or bettered.

Like many others of his time, Allard commenced his racing career with a Morgan three-wheeler - a car he later converted to four wheels. Various other circuit machines followed, before he turned his attention to the world of trials. What's generally regarded as the first true Allard was a car known simply by its registration plate - 'CLK 5'. Reputedly constructed in just eighteen days and nights, it comprised a modified Ford Model 48 chassis, powered by a 3.6-litre Ford flathead V8 engine and clothed with elements of a Type 51 Bugatti body. Success in trials and other competitions brought requests for similar cars from Allard's rivals, and by 1939 twelve examples had been built and delivered. The die was cast and, though delayed by World War Two, the Allard Motor Company opened its doors in 1946.

Sydney's most famous special, and a forerunner to the company's J2 model, was the Steyr-Allard. This fearsome hillclimb car, powered by a war-surplus, air-cooled 3.7-litre V8 engine driving through twin rear wheels, carried its designer/driver to victory in the 1949 British Hillclimb Championship. The first production Allards quickly ensued. The K was a two-seater Sports model, the L a four-seater Tourer and the J, a two-seater competition version of the K. All three were based on Ford mechanicals (Sydney's day job was running a Ford dealership) and featured the novel Les Ballamy-designed split front axle that was to become an Allard trademark.

Sydney wanted to crack the American market and a fact-finding trip convinced him that an updated version of the J model was his route to success. The J2 retained the J1's 100-inch wheelbase and split front axle but featured coil in place of leaf springs, both front and rear. The previous live back axle was replaced with a de Dion unit, complete with inboard 12-inch Alfin drum brakes and optional quick change centre section. The long radius rods were, however, retained. The stiff but light channel-section, stamped-steel chassis and minimal bodywork allowed an all-up weight of between 2000 and 2600 lbs, depending on the choice of engine. The resulting cars were renowned for their excellent power-to-weight ratio.

Engine choice ranged from Ford or Mercury flathead V8s (with or without Ardun OHV conversion) to the more contemporary OHV offerings from Cadillac or Chrysler.

The main visual difference between the J2 and J2X that replaced it in 1951, was the relocation of the spare wheel from a compartment in the rear to the side of the car, just ahead of the cockpit. The most important developments lay under the body, however. The front radius rods had been moved ahead of the axle, necessitating a six inch extension to the chassis (the X in J2X stands for 'extension'). This in turn allowed the engine to be mounted 7.5 inches further forward, increasing cockpit legroom and improving the car's handling. The engine choice remained the same, though by this stage the majority of buyers opted for Cadillac or Chrysler power - the old Ford units no longer being contenders in the power stakes.

Views on the production figures vary wildly but, according to the Allard register, a total of 90 J2s and 83 J2Xs were manufactured between 1949 and 1953. Despite their relative rarity, they are without doubt the most recognised of all Allard models, enjoying considerable competition success on both sides of the Atlantic; not least in the hands of Sydney Allard himself who, among many other results, took third place in the 1950 Le Mans 24 Hours with a J2.

The right-hand drive J2X being offered (chassis number J2X2138) was the very first one produced and was registered 'MGT 850' on September 6th 1951. As now, the car was finished in British Racing Green with black trim, black wire wheels and sported a pair of aero screens. It was powered by a Mercury flathead V8 equipped with the optional Ardun OHV conversion and featured a close-ratio three-speed gearbox. The first owner of 'MGT 850' was G.P. La Trobe Shea-Simonds, who the vendor believes was a test pilot for Supermarine. Sometime during 1953/4 it was acquired by hotelier Peter L Farquharson, who retained it for a similar period before selling it to Welsh solicitor John Williams in 1958/9. Hertfordshire-based printer Ronald Waterlow became the fourth keeper - taking possession in the early '60s. The Allard's fifth owner was John Patterson who had possession for only a year or so before it became the property of the vendor in 1981.

Shea-Simonds launched the car's motorsport career at the Birkett Six-Hour Team Relay meeting, Silverstone, August 1952, in which it finished fourth, and the Allard's comprehensive history file contains some dozen photos o