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Astronaut took pictures of Racetracks from Space!

Astronaut Drew Feustel grew up in Detroit loving cars. Living in “the Motor City”, cars were always a part of his life. His first car was a 1967 Mustang that he bought from a neighbor at age 14. That Mustang was the first car that he learned to take apart and completely rebuild. Feustel recalls, “Most mustangs in Detroit didn’t have a long life because of the rust, so that car needed to be rebuilt.” This love of rebuilding cars led him to work at an autobody shop for three years, while he attended community college in Detroit. “I’ve done several cars on my own, I’ve painted five or six cars, learned metal fabrication, engine building, body, paint—pretty much everything,” said Feustel.

Over the years, Feustel has accumulated quite the classic car list: 1967 Mustang Convertible, 1967 Mustang coupe, 1968 Torino GT hardtop, 1966 Mercury Comet Cyclone GT, 1966 Austin Healy Sprite, 1968 Volkswagen Wesfalia Van, 1968 Volkswagen Type III Fastback, 1972 BMW 2002 Tii, 1987 BMW L6, 1990 BMW M3, 1973 BMW Bavaria, 1972 BMW 3.0 CS, and 1985 BMW 535i Euro. The most monstrous car was the Wimbledon White Mercury Comet Cyclone GT. “It was a sleeper,” says Feustel “with a 4.11 locker rear end and traction bars, and 428 engine with aluminum heads, custom headers, 3-inch exhaust, and it had huge rear tires on steel wheels. My wife was never fond of that car because whenever I started it up, it shook the windows in the house.”

Astronaut Drew Feustel has been a car guy and race fan since his early days, growing up in Detroit.

Feustel’s road to NASA started at Oakland Community College in Michigan. After receiving an Associate’s Degree in Science, specializing in Geology, he attended Purdue University, for both Undergraduate and Master’s degrees in Geophysics. After marrying his Canadian wife Indira, he then left Michigan for Canada, studying at Queen’s University in Kingston, Ontario, where he received a PhD in Seismology. He then went to work for Exxon in Houston doing oil and gas exploration. He joined NASA in 2000. After 2 Space Shuttle missions in 2009 and 2014, He became Commander of the International Space Station (ISS) from June to October of last year. He is still an active duty Astronaut.

Feustel’s history with racing started when he was a kid racing motocross, he states: “I was always a racing fan, [I] followed IndyCar, Formula One, and MotoGP, and I still follow it to this day. I keep up on the series, the teams, and the drivers, and because I was a fan I spent time in space taking photos of the entire 2018 season—all of the race tracks, and all of those photos are posted on my Instagram (@Astro_feustel) and twitter (@astro_feustel) …Those [photos] were posted during my six months in space. On the race weekends, I would post the picture of the track, and then watch the race. That was kind of what I did as a hobby while I was up there.”

Astronaut Drew Feustel with his Wimbledon White 1966 Mercury Comet Cyclone GT.

There was a lot of ground control logistics that went into planning the shooting opportunities. “I worked with some of our ground support teams in mission control, and I tried to provide coordinates for them so they could provide timing opportunities for me to see if I could pick up the tracks. The photos were taken in my spare time—nights or weekends, or middle of the night or whenever, basically when I knew I was going to be flying over a track I would plan ahead for the day so that I had some free time to use the 5 minutes that I had to catch a track as I passed overhead, and then get back on with my work—I managed to capture all of them. It wasn’t a trivial thing. I had to think about how I was going to get them, how I was going to pass over, whether it was going to be clear,” said Feustel.

The tracks were “pretty tricky to find”, recalls Feustel: “I used a Nikon D5 with an 800mm lens with a doubler on it, 1600mm, manually focusing the lens and using manual settings. When I looked out in the lens you could probably fit 30 tracks into the area, I couldn’t see them with the naked eye, usually, but if I pointed the camera in the right place, I could see them through the viewfinder. There were a lot of times where I couldn’t see them, and entirely missed a track because I pointed the camera in the wrong spot.”

Drew Feustel on a spacewalk, Nikon camera in hand.

“We’re flying at 250 miles up, so from that vantage point, I would have to determine if I was looking left, right or straight down, and I could really only take tracks if they were 15 degrees from vertical from my position, so it if was outside of 15 degrees offset from our track I didn’t even bother because it was too far away. The real challenge is timing, weather, and actually finding these things,” remarks Feustel.

The ISS is also traveling at high speeds—very high speeds, “We’re travelling at 17,500 miles per hour, which equates on the ground to 5 miles per second, so you’re going pretty fast, so you don’t have a lot of time. Generally speaking, the time I had was about less than a minute maximum. It would be there, and I would start firing away and then it would be gone,” says Feustel.

The IndyCar Detroit Grand Prix from space.

For car guys who’s project car builds are interrupted for other obligations (like blasting off to space!) love to plan out how they will continue the project when they are able to, and Feustel was no different. Although he was off planet, he still thought about his car build. He decided to order a car part—from the International Space Station! Feustel proudly recalls that “I did order a part from space … I did make a point to order a starter (motor) from space for one of my BMWs. I ordered it online, from an iPad, from a Wi-Fi linkup. My wife called me two days later and asked, ‘Did you order something?’ and I said: ‘Yep! I ordered a part from space.’”

Feustel returned from the station on October 5th, 2018. One of his first trips after he left NASA quarantine was to be the Grand Marshal in November 3rd at Sports Car Vintage Racing Association’s National Championship at Circuit of the Americas in Austin, Texas. He is passionate about teaching the love of cars to his children, and the next generation and passing along the skills for car restoration and preservation by working with the Restoration, Preservation, and Mentorship (RPM) Foundation as an ambassador. It’s a non-profit organization started by McKeel Hagerty of Hagerty Insurance that is now a part of America Automotive Trust. Feustel spends a lot of time at RPM events mentoring young people with fellow RPM ambassador and racing legend Lyn St. James.

The 2018 IndyCar Long Beach Grand Prix

Check out the pictures that Feustel took from space of the IndyCar, Formula 1, and MotoGP tracks. You will probably find your favorite track and see it from a perspective that you’ve never seen before.

The famous Italian high speed F1 track or Monza.

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kawaiifunhologram-blog · 6 years

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"Brockport Pennsylvania Cheap car insurance quotes zip 15823

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My friend got a DUI not too long ago. This is the state of Florida, and she has Allstate. I understand that her getting a DUI is now public records because she spent the night in jail. Because the fact that it's public records now, is she required to inform her Allstate insurance company about her DUI? Also, what will happen either way whether she reports it to insurance company or not? Will they remove her from her insurance or jack up the rates? It is her FIRST DUI and other than that she has a good driving record. Thanks.""

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On average how much is car insurance at 17?

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How much will an average full coverage insurance for a BMW motorcycle cost. Type k1200r.?

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I work for the state of Texas and sign up for health select insurance will it cover MHMR treatment for depression?

What the Cheapest Car insurance company in your area?

I know this answer can vary based on your driving record and other factors.

Cost of getting motorcycle insurance for 20 year old?

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Average cost in nj for 17 year old girl for car insurance?

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Co-operative car insurance - third party liability?

i am 17 years old. I have a fully comprehensive car insurance policy with the Co-operative insurance. i am a named driver on this policy but would like to be able to drive my parents cars. What i am wondering is, is it possible to change something on my policy so as to get third party liability on their cars, as i would not use them enough to warrent adding myself to their policys.""

2004 Mitsubishi Lancer ES Insurance?

Is a 2004 Mitsubishi Lancer ES (automatic, 4 door sedan) significantly more expensive to insure than a 1993 Honda Accord LX (also automatic, 4 door sedan)? I am 18 and have had my drivers license for 2 months.""

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mickey-g-classsics · 2 years

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All ford day

#cars and coffee #car show #carscene #classic cars #sydney cars #muscle car #aussie muscle car #all ford day sydney #all ford day #gt autobody restorations

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mickey-g-classsics · 2 years

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Gt AutoBody Restorations

#cars and coffee #car show #carscene #classic cars #sydney cars #muscle car #aussie muscle car #gt351 #xygt351 #ford musclecar #gt autobody restorations

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mickey-g-classsics · 2 years

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KILR XY

GT AutoBody Restorations

All ford day

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mickey-g-classsics · 2 years

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Bill brooks

GT Autobody Restorations

All ford day sydney

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itsworn · 7 years

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Plot Twist: This 1968 Hemi Dart Is The Strangest Ever!

While every exterior element of this 1968 Dodge Dart GTS makes it completely worthy for the pages of Mopar Muscle magazine, it is the things which are largely hidden from view that put it over the top. No, we’re not talking about the mint interior. No, we’re not talking about the fully painted, detailed, and amazing undercarriage of the car. We’re talking about the engine. This is a 1968 Dart with a Hemi in it, and before you start to flip the page because you’ve seen plenty of them, this is a 1968 Dart with a first-generation Hemi. The little 331 has been poked out to 342 cubes, and it is nestled between the stock fenders and under the stock hood. That got your attention, didn’t it? It sure got ours. How does this happen, why does this happen? Stick with us and find out.

The story begins in late 1967 when John Seifert was at home on leave after attending basic training. While away, he had been thinking about cars and how he was going to buy one when he returned. A trip to the local Dodge dealer with his dad netted him a test drive in a new Dart GTS and the hook was set. They sat down with a salesman, clicked the boxes for the options they wanted, and then John counted the minutes for six weeks until his machine arrived. That car was a radio-delete 1968 Dart GTS with a Torqueflite, 3.91 gears, and a 340ci small-block. “The only thing I added to that car was a set of Cragar S/S wheels,” John says. “I took it to the track and it clicked off 14.0s all day long. My wife and I loved the car and had a lot of fun in it. Then we got the news that there was a baby on the way so we needed something more family oriented. I sold the Dart to a friend and bought a Coronet 500. I never saw the car again after he sold it.”

As has been proven time and time again, you can take the car guy and put him on the sidelines for a while, but you’ll never cleanse him of his passion. John’s departure from fast cars was not permanent and it was self-imposed for the benefit of his family life. Now that the kids are grown, he’s great guns into killer cars again and the little Hemi in this Dart is a result of that. “When I saw a medium gold 1968 Dart with a vinyl roof for sale on Craigslist, I was off to Rockville, Maryland about as fast as I could get the trailer attached,” John says with a laugh. “This was not my original car but it was the same color and had the right roof. This car started out as a 273/manual-on-the-column combination, and by appearances was a decent car. We’d later learn differently, but I am glad I bought it when I did.”

The introduction of the first-generation Hemi into this car was not some diabolical, long term plan. Instead, it was the result of another project and the needs of a friend. “I also have a 1955 Dodge Meadowbrook station wagon and I was planning on putting a blown 331 into that,” John says. “I then found a 392 Hemi for that car and my buddy was building an old drag car and wanted a vintage-cased supercharger for the engine so I sold him the blower. That left me with the engine and the car came together from there.”

Before we delve any deeper into the engine situation, the rest of the car should be mentioned. When John and Bob Nobile of Advanced Automotive Concepts stripped the car down for a full rotisserie restoration, they did not make many kind discoveries. Instead, they found lots of sub-par body work and lots of rust holes once the car was blasted. That meant metal work galore and they nearly melted the phone off the wall at AMD ordering replacement panels. Bob Nobile was the lead on the metal work (this is a guy who works on cars that have been shown at Pebble Beach!) and John estimates about 90 percent of the sheet metal on the car was replaced before they were done. “While the car was stripped and we were doing the metal work, we made some alterations,” John said. “We added frame connectors and we mini-tubbed the rear, adding about three inches of width to the factory wheel wells. We did it so it still has the factory appearance and many people do not notice that it has been changed at all.”

It doesn’t take a rocket scientist to see how nice the paint is on this car. John made mention of “dipping” the body a couple of times to us so we finally to had to break down and ask him. Was this car literally dipped in paint? “No, but when I was working with Mark Dumer of Hilltop Autobody in Jerrettsville, Maryland on the paint, I told him I wanted it to look like that,” John explains. “Every single inch of this car was primed and painted. Areas people probably don’t normally pay much attention to. The top, the bottom, the entire inside, even the roof area where the vinyl would eventually cover it. I feel as though it seals the car a little better and sometimes you just want what you want.” Dumer was more than happy to oblige John and because of that you can see just how stunning this machine is from all angles. The PPG medium gold paint is classy and looks deep enough to dive a triple lindy into.

So with the car painted and ready to go, we can now get on with the unique engine in the Dart. “The Hemi is a true pump-gas motor, John says. “Because I had built it intending to put a supercharger on it, the compression is low enough to run whatever gas you want.” Spatially, there was some work to do because as the engine sat, the stock hood was not going to cut it. “We lowered the K-member down two inches and between that along with the low-rise intake manifold, we got everything packaged under the stock hood just like we wanted.”

The headers on the car are awesome with one tube on each side making an appearance in the wheel well. “Bob Nobile built the headers and exhaust from scratch,” John says. “I cannot tell you how good a fabricator this guy is. He does awesome work.”

So with the engine in the car, an ATI Torqueflite bolted up behind it, and a minty fresh restored interior from Ben’s Auto Glass, it was time to hit the cruises, hit the shows, and (as the kids would say) snap some necks as gearheads got a load of a very unique Mopar. According to John, the plan has worked. “Lots of people see it as being a nice Dart and then they get to the engine compartment,” John says with a laugh. “You can tell right away who the real Mopar fans are because they are much more apt to recognize what they are seeing. The reactions are pretty funny. Many people cannot identify the early and later Hemi engines so I usually take some time explaining that the first-generation engines have the distributor in the rear and the Gen 2 engines have it in the front. People enjoy seeing the car.”

That enjoyment was never so clear than at a car show being held at an Allison Transmission plant a short while back. “This car show was 98-percent GM cars and I got the people’s choice award,” John said proudly. “I could not believe it. The trophy was amazing and made of transmission parts. That was a very fun day and it definitely made me appreciate how much people enjoy the car. It was me and a sea of Chevelles!”

Among the other great touches on the car is the stance which seems to speak to everyone. That’s a story from John’s past as well. “Everyone likes their car to sit a certain way,” John says. “Some guys like them to be raked, some guys like them to be really low, and I always liked the look of a car that was level but just slightly higher sitting then stock.” With a torsion bar front end, this look is very easy to achieve.

Rolling on Chrysler police car steel wheels also gives the Dart a tough look. Showing his attention to detail again, John opted to go with the 1969 center-button—style caps for the wheels because he thought they looked better than the 1968 versions. He’s managed to keep this car all-Mopar and all very subtle which is about the opposite you would expect if you explained this machine to anyone who had never seen it before.

Cars like John’s are more than the sum of their parts. This thing is very subtly bombastic. There are multiple elements of this car that could have been overplayed or done in ways that would not have complimented the rest of the machine, and rather than make those common mistakes, John Seifert and the craftsmen he worked alongside on this car nailed them all.

Many times we see builders and owners who don’t know when “a little” is “enough.” John does. The 331 under the stock Dart hood is way cooler than it would be if the engine were all hanging out. The slightly taller-than-stock stance is awesome but would look goofy with another inch or two of lift applied. The medium gold paint is classy and cool while still being just different enough to be unique, not yelling and screaming about it like some other hues we’ve seen.

The Dart of Deception is the kind of car we love to see get built. It’s a cool curveball in a sometimes repetitious world of car building. We’ve never been so happy to be hoodwinked!

Well the spark plugs are in the right place, but what about the distributor?! This is a 331ci Gen 1 based engine. Bored .060 it displaces a little more than 340ci right now. Originally intended to wear a blower in another car, 8.5:1 compression is pump gas friendly.

The 1968 Dart’s interior looks as though it were produced and installed yesterday. A mag-nificent job by Ben’s Auto Glass has the interior of this car looking literally perfect. The Sun Tachometer on the column is the only deviation from factory stock.

John likes to describe the car as being “dipped” in gold. When he had the Dart painted he asked that literally every inch of the car get squirted to give the appearance that the whole body had been dunked in a vat of paint. You can see how it came out. Amazing.

Stance-wise the car sits a little higher than stock and that was by design. John remembers and loves the look of a car sitting level and riding slightly taller than stock. With a Mopar it is an easy look to achieve, just a torsion bar adjustment away!

John really excelled at the subtle design touches on this car. The wheels are steel Chrysler police car units that he had harrowed to 4.5-inches in the front. The button center caps 1969 model year examples. He likes them better than the 68s.

Those tail pipes release the sweet hemi noise to the world, just not the hemi noise everyone expects to be hearing! This car is so clean and nice it would be worthy of Mopar Muscle without the little hemi under the hood, but with it? Mandatory!

Bob Nobile, the talented metal fabricator that hung the various replacement body panels on the car also fabricated the headers and exhaust. This peek-a-boo tube coming into the fender well is beyond cool.

FAST FACTS

1968 Dart GTS

John Seifert; Rosedale, Maryland

ENGINE Type: generation 1 Chrysler Hemi Bore x stroke: 3.872(bore) x 3.62(stroke), 342ci Block: factory block prepared by Paul Hogge Rotating assembly: 8.5:1 Jahns pistons and otherwise stock components precision matched and blueprinted Cylinder heads: stock iron cylinder heads ported, combustion chambers polished Camshaft: Racer Brown camshaft, lift and duration not disclosed Valvetrain: stock valvetrain with the addition of Hot Heads valve springs Induction: Two Edelbrock Performer Series 500cfm carbs atop a Chrysler 2×4 intake manifold Fuel system: factory Chrysler pump Exhaust: custom made headers and custom exhaust by Bob Nobile using Magnum mufflers Ignition: MSD billet distributor, MSD ignition box, MSD spark plug wires Oiling system: stock wet-sump oiling system with remote mounted oil filter Cooling: stock style mechanical water pump, aluminum universal radiator Fuel: gasoline Output: engine has never been dyno tested Engine built by: Paul Hogge at Racing Parts and Machine Best ET: car has not been drag raced

DRIVETRAIN Transmission: Chrysler 727 Torqueflite automatic, ATI 3,200-stall converter Driveshaft: steel with 1350 yoke built by Perry Hall Power Equipment Rearend: 8.75 Chrysler rearend from Coronet narrowed four inches, Moser axles, Moser differential, 3.91 gears

CHASSIS Front suspension: stock-style front suspension with torsion bars in place, Hotchkis swaybar Rear suspension: stock-style shocks with Mopar Super Stock springs Steering: PST steering box Brakes: car converted to factory-style disc brakes, uses 10×2.5 inch drums in rear Chassis: k-member lowered two inches for engine to clear factory hood

PAINT & INTERIOR

Color: PPG Medium Gold Metallic Painter: Mark Dumer at Hilltop Autoboy; Jerrettsville, Maryland Interior: factory stock style interior by Ben’s Auto Glass; Parkville, Maryland

WHEELS & TIRES Wheels: Chrysler police car style steel wheels with 1969 center button caps; 15×4.5 (front), 15×8 (rear) Tires: Mickey Thompson Sportsman 26×6 (front), 28×12 (rear)

Special thanks: John thanks Bob Nobile for all the excellent fabrication work, Mark Dumer for the amazing paint, and Brian at Ben’s Auto Glass for the interior work.

The post Plot Twist: This 1968 Hemi Dart Is The Strangest Ever! appeared first on Hot Rod Network.

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