Robbies Tees Collectibles

70 HEMI 'CUDA " THE MOST SAUGHT AFTER OF ALL !! "

From 1966-71, Dodge stuffed their massive Hemi into the small E-Body platform and the 1970 Hemi 'Cuda is widely accepted as one of the most saught after of these. Only 652 were built when new, including 14 rare convertibles, making an original Hemi 'Cuda a rare sight. The Hemi 'Cuda was forced in scarcity due to the extra $900 it cost to build one-nearly a third of the standard purchase price. At $250, the 390 bhp 440 V8 became the norm and made the Hemi Cuda an exception. Motor Trend tested the 426 Hemi ’Cuda in their May 1970 issue, reaching 0-60 in 5.8 seconds and the 1/4 mile in 14 seconds at 102 mph. The long list of options made available for 1970 Barracudas included such goodies as a Track Pak with a 3.54:1 differential ratio, Rallye wheels, a range of exciting colors including Plum Crazy, pistol grip shifters, hockey stick sport stripes, hood pins and a variety of creature comforts. Of all the options, the R-code steet Hemi 426 was the most legendary Mopar engine. It typically delivered 425 bhp through the solid 727 Torqueflight automatic and a 3.55:1 Sure Grip rear axle. That is, unless the car was one of the 284 that got a 4-speed manual. With their classic shape, tire-shredding American power, limited production and huge popularity a 1970 Hemi 'Cuda can easily fetch over $150 000 USD. This is a remarkable amount for a car with the same build quailty as a mass-produced Plymouth. However, the aggressive sound of Hemi combined with visual street cred and Barrett-Jackson publicity now make these Cudas more expensive than most Ferraris produced in the same era. Changes for 1971 were minimal and included a more complex 6 inlet grille design and fender gill louvers. Only 100 or so of these were built and the seven ultra-rare 1971 convertibles are the most expensive muscle cars money can buy. In 72, the government and EPA kicked the muscle car in the ass with emissions regulations. After that time, no more Hemi or more big block models could be ordered

Monday, February 22, 2010

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2012 Corvette ZR-1 smashes record

The 2012 ZR1 smashes the Viper ACR’s ‘Ring record – with video Today the folks at General Motors posted a video on YouTube of the 2012 Chevrolet Corvette ZR-1 on the famed Nürburgring race course in Germany – a video in which the ZR-1 turned a stunning lap time of just 7:19.63, effectively destroying the record held by the Dodge Viper SRT10 ACR since August 2008. The video below of the 2012 Chevrolet Corvette ZR-1 tearing around the Nürburgring offers an amazing in-car view of the fastest official lap set by an American sports car at the famous race course. With GM engineer Jim Mero at the wheel, the ZR-1 screamed through the 12.9 mile road course with the result being a lap time of 7.19:63. This time makes the 2012 ZR-1 almost seven seconds faster around the ‘Ring than the 2008 ZR-1 and it allows GM to take bragging rights of the fastest production vehicle to lap the German course – with the only mainstream vehicle claiming a better time being the Porsche 911 GT2 RS after posting a lap time of 7:18. As the video begins Corvette Chief Engineer Tadge Juechter explains why GM decided to bring the ZR-1 back to the ‘Ring, pointing out the advantages of the new Michelin Pilot Sport Cup tires along with both chassis and aerodynamic improvements made to the Chevrolet supercar for 2012. These tires were designed specifically for the ZR-1 with cooperation between Michelin and Chevrolet – with an amazing outcome. The previous best American vehicle to lap the Nürburgring was the 2009 Dodge Viper SRT10 ACR, which lapped the ‘Ring in 7.22:1 in August of 2008. The good news for GM is that the Viper is not currently in production so Dodge (or is it the SRT brand now?) will likely not be quick to take back their title. The bad news for GM is that the next generation Dodge Viper is slated to hit the streets in the spring or summer of 2012 – and with help from the folks at Ferrari we can expect the next generation Viper to be stronger, faster and more driver-friendly than the previous generation. This could allow the Viper to try to best the 2012 ZR-1 time but for now, GM is the King of the ‘Ring. Check out the video below courtesy of General Motors via YouTube of the amazing 2012 Corvette ZR-1 run around the Nürburgring. As you are doing so, pay close attention to the speedometer in the top left of the video. This provides a better idea of just how fast the ZR-1 is going through some of the crazy turns of the Nurburging, with speeds in excess of 183mph. By the way, for those speed junkies who are more interested in seeing the ZR-1 climb to its highest speed on this track, the long straightaway run begins right around 6:31 of the video. Congrats to everyone at GM for producing an incredible American supercar that continues to raise the bar for performance cars in this country and around the world.

Factory Five '33 Hot Rod

The new Factory Five 33 Hot Rod debuts in Ford Racing’s booth at the 2008 SEMA show. This absolutely stunning car was built in secret by the guys at Factory Five Racing in Wareham, MA. The car has some exceptional features and has been submitted for numerous “Best New Product” Awards. The chassis has been powdercoated to match the Chip Foose paint, and no detail was spared in building a world-class Hot Rod for the crew at Ford Racing. The stunning paint is the World’s very first glimpse of Chip Foose’s new “Signature Series” custom BASF paints. It can be seen nowhere else on the planet and is being introduced on the Factory Five ‘33 Hot Rod here. This new paint by Chip Foose is formulated by BASF to be environmentally friendly with water-based chemistry. The color is Huntington Blue with silver metallic. This special new signature paint has been submitted for Best New Product at SEMA 2008. The Engine powering this super-showcar is Ford Racing’s newest 4.6 L “Aluminator” mill. With a polished Whipple supercharger bolted to a highly modified 4.6 racing block, the state-of-the-art engine is reported to produce over 700 horsepower. This dramatic engine joins Ford Racing’s new Boss engines at SEMA and has been submitted for Best New Product, SEMA 2008

1969-70 BOSS 429 MUSTANG

1969 859 (Includes 2 Boss 429 Cougars) 1970 499 The Boss 429 is one of the most unique Mustangs made. Its uniqueness lies in its rarity, its engine and simply for the fact that so much effort went into modifying the basic Mustang to make the Boss 429 engine fit. Visually, the Boss 429 sits lower than other 1969-70 SportsRoof Mustangs. And compared to the Mach 1 or Boss 302, it has an understated image. Save for the Boss 429 fender decals and large hood scoop, the Boss 429 doesn't have any stripes, blacked-out trim, wheel or rocker panel moldings or even chrome dual exhaust tip outlets. The Boss 429 Mustang was a limited production Mustang designed to homologate the Boss 429 engine for NASCAR racing. It would have been more logical to use the Torino, after all that was the body style used for NASCAR, but for image reasons, Ford decided on the Mustang instead. All were built at the Kar Kraft facility in Brighton, Michigan. This was the same facility that Ford used to build the Le Mans Ford GTs. Partially completed SportsRoof Mustangs that were destined originally receive the 428SCJ engine, were modified at Kar Kraft to accept the large 429 engine. The main difficulty was getting the Boss 429 engine to fit the Mustang's engine compartment. To do so, the shock towers were relocated outward (by hand) and while they were at it, the suspension was lowered and moved further outwards 1 inch, using spindles and control arms unique to the Boss 429. This made the Boss 429 handle much better than other big-block equipped Mustangs. Other features included Boss 429 fender decals, manually controlled hood scoop, a front spoiler that was shallower than the Boss 302 spoiler, color keyed dual racing mirrors, engine oil cooler, trunk mounted battery, close-ratio four speed manual transmission 3.91 rear axle with Traction-Lok, 3/4 inch rear sway bar (the first Mustang ever to have a rear bar), chrome 15x7 Magnum 500 wheels with F60x15 Goodyear RWL Polyglas GT tires. All Boss 429s came with the Deluxe Decor interior, 8000 rpm tachometer and AM radio. The Boss 429 engine was based on a strengthened version of the production 429. These blocks have HP429 cast into the front of the block (driver's side). It used four bolt mains, a forged steel crank and forged steel connecting rods. The big deal with this engine are its aluminum cylinder heads which featured a modified Hemi type combustion chamber which Ford called "crescent". These heads used the "dry-deck" method, meaning no head gaskets were used. Each cylinder, oil passage and water passage had an individual "O" ring to seal it. The Boss 429 used a single Holley four-barrel carburetor rated at 735 CFM mounted on an aluminum intake manifold. 1969 versions used a hydraulic lifter camshaft; 1970 models got a mechanical lifter camshaft along with an improved dual exhaust system. Each Boss 429 Mustang came with a KK sticker placed on the inside of the driver's door above the Ford Warranty Plate which signified Kar Kraft's production number. The first Boss 429 was numbered "KK NASCAR 1201" while the last 1969 is numbered 2059. Some Boss 429s may have this silver tape stripe missing; a small brass plate was substituted by Kar Kraft on a small number of cars. Besides the Boss 302, the Boss 429 was the only other Mustang that had its Serial number stamped on the back side of the engine block assembly, on the inner front fender panels, on the transmission housing and on the chassis itself. 1969 Boss 429 Mustangs were available in five colors: Wimbledon White, Royal Maroon, Raven Black, Black Jade, and Candy Apple Red. 1970 versions were painted Grabber Blue, Grabber Green, Grabber Orange, Calypso Coral and Pastel Blue. All 1970 Boss 429s came with a gloss black painted hood scoop. One would think that the Boss 429 would have been a street terror- given its impressive specifications. At best, in stock form, it equaled the 428CJs performance. The usual after market bolt-on modifications were extremely effective on waking the engine up. But as far as Ford was concerned, there was no reason to promote this Mustang- it's only purpose for being was to get that monster engine homolugated. PERFORMANCE: 1969 Boss 429 Mustang Engine: 375hp Boss 429 V-8 Transmission: Four-speed manual Axle Ratio: 3.91:1 Weight 3,870 Acceleration Sec. 0-30 mph 3.2 0-60 mph 7.1 0-100 mph 13.6 Standing 1/4 mi 14.09 @ 102.85 mph Top speed 118 mph Source: Car Life 7/69

SEMA 2010: 1963 Corvette Grand Sport E-Rod

The 1963 Corvette Grand Sport Coupe was built by the Chevrolet Engineering Center for one reason and one reason only: to duke it out with the Shelby Cobra in the GT World Championship. When the development program ended only five cars had been produced! Superformance and Duntov Motors have teamed up to produce the GM licensed recreation cars and SEMA replica features the new supercharged GM Performance Parts E-ROD LSA crate engine packagewith a whopping 550+ horsepower. The E-ROD LSA mates a modern engine to the iconic Corvette GS and along with other bonuses like the Tremec 6-speed manual transmission, the Corvette Grand Sport replica takes performance and comfort beyond what even Zora Arkus-Duntov could have imagined in his day. Highlights of the Superformance SEMA Corvette Grand Sport Coupe include: •GMPP E-ROD LSA supercharged 6.2L engine rated at 556 hp and 551 lb-ft of torque •Tremec six-speed manual transmission •Custom rear axle housing, with Dana 3.36:1 gears •Ceramic-coated custom headers and side pipes •Four-wheel disc brake system, with four-piston calipers at all corners •Period-correct Grand Sport racing wheels •Exterior paint in Admiral Blue, with bright white stripes •GM gauge cluster with 200-mph speedometer •Leather-appointed seating.

AUTO TRADER CLASSICS " 1955 Chevy E-Rod Test Drive "

General Motors E-ROD '55 Chevy Back in November, General Motors unveiled a new crate motor at the SEMA show. Dubbed the "E-ROD," it was designed to meet the needs of the modern hot-rodder. It offered an out-of-the-box performance option for people who wanted to build a project vehicle, but who didn't want to worry about legal hassles that can come with using older engines. The E-ROD engine isn't really new... it's basically the base Corvette powerplant, adapted for mounting in just about anything. It's a 6.2-liter LS3 rated at 430 horsepower and 424 pound-feet of torque, and pointedly, it's also fully emissions compliant, which is the main draw. Rather than just display the engine on a stand at SEMA, though, GM decided to install an E-ROD in a beautifully restored '55 Chevy, one that we recently had the opportunity to see up close again. It's a stunning show car in a fairly understated wrapper. The interior is particularly impressive, with its tri-tone fabrics and retro dash and gauge cluster that hides secret "Check Engine" lights. A fun project, no doubt, but there was one slight flaw – the E-ROD '55 Chevy was running an automatic tranny. Not that there's anything wrong with that, but the real shame was that the engine wasn't available with a manual transmission option. Today, GM announced that they've remedied that situation. The Bow-Tie boys and girls have just released part number 19256487, a new E-ROD LS3 calibrated for manual transmissions. The only real difference compared to the automatic version is in the electronic control module's programming. The new version is available as of today for $9,375 – the same as the automatic version. So if you have a hot rod project that could use modern Corvette power, give them a call. More info in the presser after the jump, and a gallery of the E-ROD '55 Chevy and a Superformance Cobra MK III roadster (gasp!) with the E-ROD installed.

GM Perfromance Parts for the Classics

Jay Leno " The Garage "

Somewhere in Southern California – a world of movies, magic, and make believe – is Jay Leno's Big Dog Garage, a place not without its fair share of magic itself. Spread across two low-slung buildings cooked by the sun, is one of the world's great car collections and one of the world's best-equipped garages custom-built from the ground up to keep everything running in tip-top shape. The garage itself is about 17,000 square feet, sizeable, to say the least, for a private garage, which is enough space to work on about a dozen cars at any one given time. About a quarter of that space is taken up by the machine shop, which includes a massive amount of equipment. Since you can't exactly go down to the local auto shop for parts from pre-teen cars, the garage is geared up to fabricate parts and do just about all required work in house: a CNC Mill, a water jet cutter, sheet metal equipment, a lathe, a regular mill, and welding equipment from Tig and Mig to name some shop highlights. The garage is also home to a gourmet kitchen where Jay shows off his culinary skills for his staff and other visitors. Besides being an avid car collector and mechanic, Jay also likes to cook and can often be found preparing food, especially when on hiatus from The Tonight Show. The Collection First and foremost, the garage is not a museum. Jay makes his purchases not as museum pieces, but because he enjoys driving the cars and motorcycles… all of them! From Stanley Steamers to Duesenbergs to McLarens, Jay and his collection are fixtures in the Southern California area and can often be spotted out for weekend rides – and the occasional breakdown on the side of the road. Stanley Steamers may be fun to drive, but 1906 technology isn't the most reliable in the world. As a whole, the collection spans 100 years of automotive history. The oldest cars are a 1906 Baker electric car and a 1906 Stanley Steamer, while the newest is a 2006 Corvette. The collection also has a number of rare cars, such as a Monteverde, a Bugatti Atlantic, and a turbine motorcycle. But perhaps the most special car in the collection is a 1955 Buick. Not only is it the first car Jay purchased, it was the car he came to California in. On top of that, it was also his apartment on wheels. As a struggling comic in Los Angeles, Jay often slept in the car in alleyways next to comedy clubs. He never sold the car and, like all the other cars in his collection, he takes it out for a spin from time to time. And why wouldn't he? A couple years ago, Jay's mechanical whizzes hotrodded it with a hot motor, a big-block engine, and Corvette suspension. Not too shabby for a struggling comic. Keeping Things Humming To keep everything in proper running order, Jay employs a crack team of mechanical wizards who are adept at fixing, restoring, and customizing just about every type of vehicle imaginable. Bernard Juchli, a Swiss-born raconteur whose first ambition was to fly airplanes, heads the team. In 1965, he moved with his parents to Southern California where he went to high school and became immersed in the local car culture, racing both cars and motorcycles. For years, Bernard owned a Jaguar shop in the Bay Area. He's an amateur, and sometime professional, racer with a reputation for speed. When he was getting ready to semi-retire and sell his shop, he received a call from Jay Leno and has been Jay's head mechanic now for over six years. Rounding out the crew is an engineer who fabricates most of the parts and an expert body man who does all the bodywork, metal work, finishing work, and paint. Inspired by their own love of cars and Jay's incredible collection, these men are three of the automotive world's unsung heroes. To paraphrase an old saying… it's a great job and someone has to do it! Visit Jay Leno's Garage

Precision Restoration Restoring the " Great Classic's " from the past........

Restoring Vision by Jeremy Nulik In early December of last year, Jeff Halbgewachs rolled an old, rust-covered 1950 Ford F-1 pickup into Precision Restorations. The truck did not look like much. “The pickup was in a pretty rough condition. It was rusted out over much of the body, and the color had faded,” says Dale Oestreich, owner of Precision Restorations, a classic car and truck restoration business in St. Louis. “If the average person had seen this truck out in a field, they would think that this vehicle was a goner … that there is no hope.” But Halbgewachs had hope. He saw something very different—something he decided to share with Oestreich. “Jeff showed me a photograph from 1950 of his grandfather leaning against the truck with a bunch of turkeys all over the place,” says Oestreich. “Apparently his grandfather was a farmer. He said, ‘I want to restore it the way it was when Grandpa had it.’” Oestreich’s shop is a menagerie of memories just like this. Every car has a story. Since he opened the business one year ago, his team has artfully used the raw materials of steel, paint and vinyl to re-create memories for car enthusiasts nationwide. Much like his customers, Oestreich has an ability to see beyond what the average businessperson sees. And it is this knack for seeking out opportunities and vision that has led to his success as a serial entrepreneur and business owner. Oestreich’s journey began in 1979 when, after working an appliance delivery gig as a side job, he was hit with the entrepreneurial bug. “I always had that entrepreneurial drive, and delivering those appliances gave me that feeling,” says Oestreich. He knew he was going to start a delivery company, so he looked in the Yellow Pages to find out whom he would be competing against. “I saw three cab companies that said ‘Will Deliver Your Envelope.’ After I talked to friends in accounting and marketing firms who all said they used cabs all the time, I got the idea to start St. Louis’ first rush courier business,” he says. With that, American Delivery Service (ADS) was born. Immediately, Oestreich saw an opportunity when it came to pricing. Knowing that cabs charge by the mile, he created a completely different way to charge clients for delivery, ZIP code to ZIP code—a model that is still used by local couriers. “The Vandeventer overpass was my favorite example of why my pricing was more effective because it was notorious for traffic jams,” says Oestreich. “The cab driver would take the jammed overpass, and his meter would click away. My driver had to find another way to deliver. He was going to get paid the same. This up-front pricing put my customers at ease and helped them with their financial management. It also accelerated the company’s growth.” ADS’ growth was aggressive. By 1988, Oestreich had 92 drivers, and they were responding to more than 1,000 calls a day. He diversified his company into three divisions: on-call drivers, outsourced drivers and warehousing, called ADS-Logistics. His success garnered ADS recognition in Inc. magazine as one of the country’s fastest-growing companies. However, one year later, Oestreich would face the largest challenge of his career. After listening to the counsel of his attorney and accountant, he decided to turn all of his independent contract drivers into employees. The decision cost him greatly. “The drivers saw the move to employees as a pay cut since they would have money taken out for taxes,” says Oestreich. “I went from having 92 to 21 drivers in three weeks. It was a combination of bad advice and a poor decision. It was the biggest mistake I have ever made.” ADS spent the next year just trying to rebuild, and by the mid-90s the company had stabilized once more. In 2001, Oestreich once again used his knack for good vision. He saw another roadblock to the courier business on the horizon: the Internet. More people would be emailing documents instead of using couriers. So that year, even though the rush courier part of his business was bringing in $1.3 in annual revenue, he decided to sell it and focus on ADS-Logistics. By 2006, Oestreich had seen it all. He had battled legal issues, fleeing employees, cash flow nightmares and customer service debacles. After 27 years of business ownership, he was ready to move on. He sold ADS-Logistics. Knowing that his experience would be valuable, he decided to start a consulting business, Franchise Business Services. For a few months, he was an outsourced salesperson for franchisors, helping them market and sell their franchise opportunities. Oestreich liked the idea and wanted it to work, but there was something missing. “It was not enough challenge for me,” he says. “I was working around my home, and I got tired of watching Dr. Phil at 3. After all those years of the problems that come with a small business, I was starting to miss the headaches. I was not sweating cash flow, payroll or commercial insurance, and I was like, ‘Shoot, I’m bored.’” On a mission to get back the headaches that he once dreaded, Oestreich began looking for a fixer-upper opportunity that had some franchise possibilities. In his quest to restore himself as a business owner, Oestreich was drawn to a car restoration business on Forest Park Avenue. Since the existing business had some bad debts, Oestreich formed his own limited liability company, leased the building and hired many of the employees, releasing himself from the former firm’s liabilities. So, after years of experience in warehousing and delivery, why start a car restoration business? Once again, Oestreich sees a big opportunity that most people don’t. “There is a great opportunity for us, as a Midwest shop, to have a big impact in the way our industry does business,” says Oestreich. “Most people who work in this industry are just one-man garages. And almost all of these one-man shops are good at one particular part of the process, but they don’t want to be businessmen. We are in the process of documenting and packaging parts of our business process. We can then sell the process nationwide in a franchiselike model. We want our shop to make an impact on the car restoration industry nationwide.” Oestreich says that there is demand for more sophisticated shops and that it’s coming from baby boomers who are fixing up their relatives’ cars. These six-figure professionals have high expectations when it comes to ethical business practices—something a large number of car restoration businesses are not necessarily known for. One level of sophistication that Oestreich has added to Precision Restorations is something he practiced with ADS: up-front pricing. “It is my job to build trust with a customer, and there is no better way to do that than letting them know what to expect from the very start,” says Oestreich. “Instead of charging time and material, which most smaller shops do, we have everything on an estimate right up front, and we take pictures of the progress along the way. This puts the customer’s mind at ease and builds trust.” Oestreich’s unique perspective provided his courier clients with better financial management, allowed ADS to survive through employment challenges and has created a unique opportunity in the car restoration industry. His willingness to look at the business landscape a little differently has carried him through a variety of circumstances and industries. As Oestreich puts it, “I have been able to find uniqueness in every business opportunity I have gotten involved in.” Visit Precision Restorations Where Memories Come Alive to Drive

For Quality ,Hand-crafted Velocity Stacks & Turbo Bellmouths

Velocity-of-Sound.com aims to be a source of high-quality hand-crafted velocity stacks & turbo bellmouths. By focusing on quality, hand-crafted parts, made exclusively for us, Velocity-of-Sound.com aims to supply only this niche in the independent after-market performance parts industry. Our hand-crafted velocity stacks & turbo bellmouths will be a great addition to your unique creation. Our velocity stacks and turbo bellmouths are unique, hand-crafted creations (no standardized CNC machined lumps of metal here) that will improve the performance, looks and sound of your engine. Our velocity stacks & turbo bellmouths will. We have conducted extensive research into product performance in conjunction with our dedicated customers. As a result, we have developed quality velocity stacks & turbo bellmouths that perform under extreme race & street conditions. Our knowledge, customer service and passion for being the best will make Velocity-of-Sound.com the worldwide leader in the supply of quality hand-crafted velocity stacks & turbo bellmouths. We only supply these products, so we know we are the best source on the net. Try our fast & cost effective Custom Service, where we will make almost any sized stacks & bellmouths to your unique specifications. And if you sell similar gear to the retail performance parts market, send us an email and we will discuss terms on wholesale lots. So check out us for all your Velocity Stacks & Turbo Bellmouths before you buy inferior gear! We can't be beaten on QUALITY and won't be beaten on PRICE Visit Velocity of Sound if you want that Hand-Crafted Quality

Heidts Performance Suspension Parts for Muscle Cars Check it out !!

Visit Heidts Hot Rod & Muscle Car Parts – Heidts Hot Rod & Muscle Car Parts, a leading innovator in the street rod and muscle car component industry, decided to put the company's “Pro-G” front and rear suspensions to the test by driving their test car to every event in 2009. Starting from their home base in northern Illinois the Heidts test car, a 1971 Chevy Camaro, traveled the entire length of Hot Rod magazine's Power Tour. Heidts also participated in the Goodguys Heartland Nationals in Des Moines Iowa, and the Goodguys Nationals in Columbus, Ohio. After traveling to those events and several others this past year, the test car had racked up over 8,000 miles and won a couple of autocross events along the way. “Our Pro-G suspension system provides Camaro owners with a much improved ride and extreme handling capability over the original design for these classic muscle cars. I can’t think of a better way to test our products than to get out there and put some real world miles on the car,” said Frank Happ, owner, Heidts Hot Rod & Muscle Car Parts. “Two years ago we started with a blank sheet of paper and a mission. We wanted to build a bullet proof, easy-to-install muscle car suspension that could take a pounding. We decided early on that muscle car enthusiasts wanted something beefy that lasts, ” said Tom Brown, director of engineering, Heidts Hot Rod & Muscle Car Parts. “After 8,000 miles, with no issues, I think we achieved our goals.” “Magazine advertising and articles are fantastic publicity tools, ” added Happ, “ but to get out, drive the car and not let it see the inside of a trailer really says a lot about what this team can accomplish.” The ’67-81 Camaro Pro-G IFS System and Parallel Rear 4-Link Kit are available from authorized Heidts dealers or contact Heidts at (800) 841-8188, fax (847) 487-0156, email sales@heidts.com, or visit www.heidts.com.