The movie Bullitt came out in 1968 with Steve McQueen in the staring role, at least as far as the credits were concerned.  In reality the lead was tied with a Highland green1968 Ford Mustang GT that had been modified for the role of Lt. Frank Bullitt’s daily driver.  The car was stripped of the factory fog lights in the front grill, the white “C” stripes were removed from the sides, the rocker panels were painted a matching green and the Mustang letters were removed from the rear.  The chassis also received a great deal of modification as the 390 V8 cars would be put through more that they would have seen on a typical race track.

Peter Yates and McQueen were a perfect match for this movie as director and actor.  The synergy was there and even though the story was difficult to follow the movie never lost its audience and stayed on pace.  The chase scene on the city streets of San Francisco was monumental as speeds often exceeded 100 mph.  No under cranking of the cameras or employing the magic of CGI in this movie – reality was the name of the game here.

Since that time the fate of the surviving Mustang from that movie has achieved legend status and the chase scene has thrilled many generations.  In 2001 Ford came out with its first attempt at a factory “Bullitt” Mustang.  Nice try Ford.  They couldn’t screw up the color, but the car just didn’t have the feel of the ’68 GT at all.  In 2005 Ford came out with a Mustang that had the retro lines of the Mustangs of the late sixties and much improved the basic platform in terms of frame and suspension.  In 2008 they gave the Bullitt Mustang another try.  This time they hit it perfect.  The body had all the right lines and the minimalist treatment worked exceedingly well.

A good friend and customer was looking for a Mustang with muscle and had been scouring eBay and Craig’s List for a turn-key performer.  He sent me links to many that he was interested in.  While they all were warmed over and some even track worthy I was concerned that after the first 45 minutes he would have to deal with the reality of modifications that provided power but left drive-ability in the parking lot.  I encouraged him to look for a 2008-2009 Bullitt.

Within a day or two he had found a very low mileage example for a decent price.  It had less than 3000 miles and had been kept garaged and well cared for.  The price was right and he drove it to his home. 

While he was off on a business trip he asked me to take the car out for some seat time and let him know my impressions.  He liked the car very much.  He felt it had good power, a really nice exhaust note, and all the comforts of a modern car.

I was quite anxious to take it for a drive.  I loved its looks and had read reviews on the car.  With great anticipation I opened his garage and took my first look at it. 

It had a lot of fender gap at the top of the tires.  This is typical of most cars, but seemed to be pronounced on the Mustang.  I circled the outside of the car and grinned with admiration at how Ford had remained true to the minimalist treatment of the 1968 Mustang.  Only the fuel cap on the rear said Ford.  Everything else was clean and understated, with a hint of sinister.

I got inside ready to take my first drive.  The interior was nice with its machined aluminum dash and black upholstery.  I prefer a seat that hugs you such as the Recaro’s in my Evolution, but these seats still provided enough support that you felt comfortable and secure. 

Turning the key produced a nice mellow exhaust sound.  A little throaty when you jabbed the throttle.  Nice.  When oil is gone and electrics are the only option for a power plant I will dearly miss the sound of a V8.

I backed the car out and then sped down the driveway toward the open road.  There are plenty of nice roads to choose from around Ted’s house and I tried to find ones that would allow the car to stretch its legs as well as challenge its suspension.

The first impression was a little disappointing.  The front end would try to point skyward when you applied torque and the nose would try to burry itself in the tarmac when you applied the brakes.  Taking turns it would understeer and roll around on the chassis.  Mind you, it was still much better than previous iterations of the Mustang platform right out of the showroom, but as time has advanced so has expectations.  This car deserved better handling.  It had power that the suspension couldn’t, wouldn’t, let it apply in a smooth manner.  I suspected that the tires were not good enough for the car, but the suspension, as it was, never let you find out for sure.

I sent Ted an email outlining my impressions and suggested that we consider a suspension upgrade based on springs that would lower the ride height, better shocks, and everything that Whiteline had to improve the suspension.

I am a real fan of Swift Springs and had hoped that they offered an application for the Bullitt Mustang.  No such luck, but Ted found that Steeda had a set of Ultralite springs for his car that would lower the front an inch and the rear an inch and a quarter.  Steeda’s Ultralite springs used a high quality, low weight wire that provides less unsprung weight and lower inertia resulting in a nice ride while providing stability and control.  Ted also found a deal on Koni struts and shocks.  He ordered the Steeda heavy duty upper strut mounts that would allow for precise camber settings.

Whiteline is an Australian company that has made its name developing and producing aftermarket suspension pieces that correct rollcenter issues, bumpsteer problems, and other handling challenges for people who modify their car’s suspensions.  I have used their solutions on several cars with positive results and was impressed to find that they had a complete selection of upgrades to improve the Bullitt’s suspension.

We hooked up with Global Performance as the North American supplier of Whiteline products.  They bent over backward to help us obtain the Whiteline products we needed for the Mustang working on our behalf directly with the folks in Australia. 

Here is a list of the Whiteline products we chose:

• KCA305 – Anti-dive caster kit lower control arm
• KCA306 – Bump steer roll center kit
• KSB726 – Brace lower control arm to sway bar
• KSB728 – Brace lower control arm
• BFF24Z – Sway bar32mm heavy duty adjustable
• KSB727 – Brace chassis support
• KDT904 – Positive traction kit rear
• KTA130 – Trailing arm lower adjustable
• BFR65Z – Sway bar 27mm heavy duty blade adjustable

Global Performance was quick to get our order fulfilled with one exception.  The KCA306 kit was backordered.  It was hoped that Whiteline would be able to ship us the kit in just a couple of weeks behind the rest of their parts.  Time went on and no KCA306.  I kept in touch with the folks at Global and they kept communications going with Whiteline.  We kept expecting shipment, but nothing seemed to happen.

Whiteline was not trying to stonewall us, it was just that they insist on producing the best quality products available and were not satisfied with the initial versions being produced.  It took several iterations before they agreed that the quality warranted the production of the kits.  In fact we had to wait just a little bit longer because we were the first customers to receive a kit and the first production set was needed for display at SEMA this year.

After the show the Global sales rep stuffed the kit into his luggage and brought it back to be shipped to our shop.  Ted did not enjoy being held in suspense, but I assured him that the KCA306 kit was critical to the handling package to be effective.

Finally all the parts were here and we scheduled the first available weekend to install the upgrades.

During the waiting period Ted also added a short shifter kit from Roush and a sequential turn signal kit for the rear tail lights. 

The first thing was to get the car up in the air and the wheels removed.  While it was up in the air we took a look at the stock suspension setup.  The front was a nice control arm/strut setup that works very well especially compared to previous generations of Mustangs.  The rear was also simpler and more effective than the four link rear ends of the past.  One area that was a bit screwy was the rear antisway bar.  I wondered at how the stock design did much of anything related to controlling rear body roll.  That would not be the case with the Whiteline replacement.

Next the car had to be lowered again in order to get access to the top of the rear shock mounts.  Down it went so that the trunk could be opened and the subwoofer, amplifier, and trim panels could all be removed.

With everything out of the way it was easy to reach the top shock nuts and release them.  I kept a floor jack under the rear axle to catch the axle as the shocks dropped.  Then I unbolted the brake line brackets from the inner fender wells so that the lines would not be under tension as the axle was dropped. 

With the tops loose the bottom bolts were undone.  Ford uses a lot of captured nuts which makes assembly and disassembly easy.  Ford also uses a lot of Loctite. 

In order for the axle to come down far enough for the springs to be swapped out in the rear the factory anti-sway bar also had to be removed.

There was not a big difference in the static height of the stock vs. Steeda springs, but the diameter of the winding of the coils was completely different.

One side at a time the axle was tilted so that the Steeda springs could replace the stockers.  The Koni shocks were bolted in from the trunk and then bolted at the bottom.

Next to be replaced was the stock, stamped, rear chassis support brace.  The Whiteline version would provide so much more chassis stiffness and therefore handling predictability.

With the stock sway bar out of the way it went in quite easily using the stock fastening hardware.

Now it was time to install the new, much more effective, rear anti-sway bar.  The sway bar links provided were excellent, but needed the top bushings swapped out for a larger diameter one in order to accommodate the new hardware.  I used the shop press to push the larger bushing in and the old one out in one press.

I left the end links hanging while I worked on the upper control arm that locates the rear differential.  The Whiteline kit allows you to adjust the pinion angle.  This is critical since the ride height would be changed substantially in the rear as well as the front.

The Whiteline solution is to replace the bushing at the front of the arm with a poly bushing and install and offset metal center bushing that allows for rotation and adjustment of the angle.

With that installed it was time for replacing the stock stamped steel lower control arms with the adjustable Whiteline pieces.  

In order to keep the length close to stock in the initial setup I popped the bolts through the stock arms and laid the new arms on top while I adjusted the center turn buckle. 

Prior to that I had removed the center turn buckle threaded pieces and liberally coated the inside threads with anti-seize.  Whiteline makes high quality pieces, but the anti-seize ensures that over time rust doesn’t ruin the adjustability.  We would apply anti-seize on the front tie rod ends as well.

When installing the new control arms it is a good idea to leave the bolts a bit loose so that the suspension can unload itself on the alignment rack.

With the lower control arms installed it was time to complete the anti-sway bar installation.  A liberal amount of Whiteline supplied grease was used on the poly bushings where they surrounded the bar.  A lot squeezed out as the bushing clamps were tightened, but it was better to have plenty to prevent squeaks.

We left the bar’s setting on the next to softest setting.  We would do the same on the front bar.

That wrapped things up for the rear suspension changes.  The car was lowered and the trunk was put back together.  If I had known better I would have installed the sequential turn signals before I put it all back because I had to take out the subs and amps all over again when I worked on the tail lights later.

While I was getting the rear suspension fixed up Andrew was working on the front.

He probably had some of the tougher parts to deal with.

The first task was to remove the front strut assemblies, the front anti-sway bar, and then the complete lower control arms.  It also meant that the steering rack had to be loosened and the brake calipers hung safely out of the way.

The steering rack bolts were heavily coated with Loctite so they were tough to get loosened.  Once they were out the rack could be positioned so that the front control arm bolts could be removed.  The rear bushing bolts were also removed.  Next the factory caster bushings had to be pressed off.  Luckily the shop has a twenty ton press that made short work of the job, but the big surprise was that the stock bushing was filled with fluid that dumped out on the floor by the press.

Once that was cleaned up the inner sleeve that remained of the bushing had to be carefully cut off the control arm so as not to ruin the control arm. 

The shaft that was left was cleaned up with some sanding cloth and then liberally coated with anti-seize to aid in driving on the new sleeve from the Whiteline kit.  Initially we tried a large dead-blow hammer to drive it on, but eventually resorted to using the shop press.  It took well over five tons of force to press it on.  This was done for both control arms.

With the new sleeve on the control arm also needed the new ball joints from the KCA306 kit installed.  This meant pressing out the stock ball joints and pressing in the Whiteline ball joints.  The new ones came with a snap ring to keep them in place in addition to the friction fit of pressing them in.  Finally a new boot was pressed in place to keep the lubrication in and the dirt out.

The new ball joint has three recesses for the locking bolt so that it can be adjusted for stock ride height, a one inch drop (25mm), or a 2 inch drop (50mm).  The new tie rod ends have similar adjustability.  Together they allow for the roll center to be kept above ground and bump steer to be eliminated from the front, even with the car lowered.  Many cars have been lowered with no correction and the driver wonders why handling is so poor.  Not so with this Mustang

The front struts were put in the spring compressor and disassembled.

The only pieces that were kept were the bump stop, the boot, and the rubber isolator for the top of the spring.  The new Koni struts were fitted with the Steeda springs and the Steeda camber plates.  The rubber isolator was added to the camber plates before they were bolted to the top of the struts.

The struts were bolted in place and then the control arms were added to the suspension and the front hubs were re-attached, then the calipers.  The steering rack was bolted back into place.  Prior to bolting it back the bolt threads were cleaned off and new Loctite was applied.  The control arms’ front bolts were left loose so that they would not contribute to a pre-load condition prior to alignment.

The control arms had offset bushings so that the caster could be adjusted.  We set them for the most positive setting.

The front sway bar mount had the dual function of mounting the sway bar and the KSB726 lower brace.  It was a little tricky to get the threaded plate lined up so that all the pieces would fit, but once the alignment was right everything went together like a perfect puzzle.  Loctite was used on the bolts to ensure they would stay in place.

Once again liberal amounts of grease were used to ensure that the bar would move without squeaking in the poly bushings.  The front bar was adjusted to the second hole from the end using the factory Mustang end links.

Just between the back of the oil pan and the front of the transmission we installed the KSB727 brace.  Its turnbuckle adjustment allowed Andrew to get the proper tension and support.

With everything in place it was time to visually check all the work that had been done as well as install the sequential turn signal wiring and the Roush short shifter.

The turn signal kit was pretty straight forward, but the shifter kit required taking things apart from the top and the bottom.  The drive shaft had to be disconnected in order to access the mounting points for the shifter and a bushing and bracket had to be transferred from the stock shifter to the Rouch unit.  The Roush shift kit came with two different length shift rods.  One was a very tall aluminum piece that would have looked goofy and would have been difficult to operate gracefully.  The shorter one kept the stock height and also worked fine with the stock shift knob.  The Rouch kit had pieces so that a bushing could be slipped on the shaft and tucked into the stock shift boot.  At least that was what was shown in the direction’s photos, but in reality it would not be accommodating.  After much frustration we gave up and just used the stock Bullitt shift knob with the factory shift boot and everything was wonderful.

Now it was time to do the alignment.  We took the car for a short run to settle the suspension and then drove it on the alignment rack.  The control arm bolts at the front and rear were brought up to proper torque and then the adjustments began.

The adjustable rear control arms allowed the toe settings to be adjusted so it was even side to side.  Many times when aligning a solid axle rear car there is no reasonable way to even out things so that there is not an offset thrust angle that constantly fights with the front alignment.  With the control arms’ turnbuckles I was able to get both sides to 0.10 negative toe (toe out) and even on both sides.  That meant a thrust angle of zero in the rear.

The top control arm was also adjusted so that the pinion angle matched the drive shaft angle.  This was done on the alignment rack with the full weight of the car on the chassis.

Next the front end was aligned.  The Steeda camber plates made it easy to dial in a negative 1.4 degrees of camber.  The caster was already set with the offset bushing in the Whiteline kit and the tie rods were adjusted for a touch of toe-in.  The front toe was set to a total of 0.10 degrees (toe in).

We took the car out for some test drives and then brought it back to make certain that nothing had loosened up.  With everything checked and re-checked we took the forty minute drive to return the car to the customer.

On the drive to Ted’s house we had a chance to find out just how much this car was transformed.  There was no more front end dive upon braking and when you stabbed the throttle the car just planted itself without the previous habbit of tilting toward the sky.  The body roll was minimal, but the ride was one your girl friend could live with.  There was no harshness here.  If this car had come like this from the factory it would have recieved “Car of the Year”. 

Ted was waiting at the entrance to his garage when we arrived and just loved the new ride height that the car had.  The SUV fender gap was gone and a new confident stance was achieved.  We left with Ted getting in to his “new” Bullitt to take it on a test drive.  A day later he called and exclaimed that it was a thousand times better than it had been prior to the transformation.

The only thing I would like to see changed is a much better set of tires.  I think Ted would now like to see what could be done to get a little more out of the engine.  It never ends.

Sometimes, an easy litmus test can decide whether something is cool or lame. In the case of this Ducati, just think about riding up to your favorite local hangout. What’s the reaction going to be? Personally, I think this bike would garner looks as being an authentic cafe racer that is no trailer queen. A lot of the Ducatis you might see on Ducati Island at Laguna Seca aren’t going to have this many miles on the clock, nor this much road grime and wear-and-tear. But that’s the whole point, isn’t it?

There isn’t much that hasn’t been done to this bike cafe-wise. It has adjustable clip-ons, shocks, seat, tank, good brakes, and a big-bore kit. What it really needs is (and the seller backs this up) a bit of maintenance come this winter. And maybe a bath and some scrubbing, too.

The price on this bike is still very reasonable at under $2K with less than a day left in the auction (reserve hans’t been met, though). I wish it was on the west coast (it’s in Connecticut), because this may be a chance to get a good deal on a classic bevelhead.

my shop at tabuan stutong.

me at work

my blog still under construction, pls come back again. thx

Por Ana Emília Cardoso

É, voltei. A contragosto, que isso fique bem registrado. O Rio de Janeiro é demais. Há 8 anos eu não visitava a cidade maravilhosa e pra minha surpresa, tudo estava ainda mais lindo e bem cuidado. Não quero parecer ingênua, apenas vou narrar as minhas experiências, ok?

Desta vez fiquei no Arpoador, entre Copacabana e Ipanema. O hotel (Cristal), onde me hospedei, não é nenhum primor. Na internet fala-se em barulho, cheiro ruim e mau atendimento na recepção. Eu, que não sou uma pessoa com muitas frescuras, achei ótimo. A cama e o chuveiro são excelentes, tem internet na recepção, wifi no quarto e o café é muito preciso – ciabattas e frios deliciosos, frutas, iogurtes e mini sonhos de doce de leite. Pra que mais? Odeio olhar um buffet gigante e ver mil tipos de coisas que eu não gosto. No Cristal é justamente o contrário: poucas opções e todas interessantes.

O dono é um italiano troglodita que se esforça para falar português. Eu tenho um pouco de birra de italiano, porque na Itália passei por poucas e boas. Mas, ok, recomendo a hospedaria. Foi o mais barato que achamos naquela região.

A zona sul é um astral. A larga ciclovia na orla da praia (toda coberta com wifi), metros e mais metros de areia clara, gente linda e bem à vontade, sem saltos, penduricalhos, maquiagens, ninguém botando panca_ simplesmente sensacional. As ruas estão limpíssimas, não vi um cocô de cachorro, prostituição ou mendicância. Carrinhos motorizados varrem calçadas e ciclovias o tempo todo. As praias estão repletas de lixeiras (que são recolhidas por uma caminhonete ao anoitecer) e espaços para crianças com toda sorte de brinquedos, fraldários e duchas.

No final da tarde, Copacabana, Ipanema e Leblon ficam tomados de escolinhas de futebol. A maioria delas, do Flamengo. É um barato_ e deve ser uma delícia participar. Várias aulas são ministradas por professoras, o que muito me agradou, pois não consigo nem imaginar isso aqui nessa terra machista (RS).

Tenho muitas e muitas coisas pra escrever, o que farei aos poucos porque tenho que botar a vida em ordem. Mas, prometo, amanhã tem mais_ aguarde os próximos capítulos e as fotos (que ainda nem baixei).

DICAS:

- aluguel de bike_ R$ 20,00 por 3 horas. Vale muito a pena. Dá tempo de dar um rolezão na Lagoa e ainda rodar a orla Leme-Leblon.

- espetinho mimi_ R$ 2,00 cada no quiosque do calçadão em Copacabana. Delícia.

- KONI_ uma rede de temakerias carioca. Nunca comi nada parecido. O ‘koni’ de tempurá de camarão com ovas é algo. R$ 9,00. Imperdível, viciei completamente. Tomara que algum gaúcho endinheirado abra uma franquia aqui. Diz o dono que todos os gaúchos que provam, se interessam pelo negócio. A franquia já tem mais de 30 lojas entre RJ e SP. Dedos cruzados.

There are freaking noises.  Like clunking and groaning.  I spent most of the weekend diagnosing the noises.  So far I’ve:

Tightened all related bolts, replaced driverside endlink (old one wouldn’t tighten well anymore), double checked installation, tightened subframe bolts-

I think I got rid of the clunking, all that is left is some spring binding and groaning (normal issues) that I DO have some solutions to.  I will also triple check the top strut nut.  To be fair, I haven’t really let anything settle in yet, so we shall see where the noises go from here.

The car does ride nicely and I love the drop.  I need to dial in some more stiffness in the rear shocks though, the front seems perfectly set already.

Sigh, why can’t things ever turn out like the paper instructions said it would.  Damm you printer!  You lied!

I have a new suspension setup in the works.  It’s most likely going to be Neuspeed Sport springs paired with Koni (Yellow) Sport Adjustable shocks.  I’ve been going back and forth between the FSD’s and the sport shocks.

The FSD’s have selective dampening, i.e. soft for harder hits and stiffer for smoother roads.  The problem is that perhaps they are too comfort biased for my taste.  Hopefully the Koni yellows are a happy medium.  I picked them up used from a forum member.  Now I am just waiting for the springs and they’ll go in next weekend…or maybe Friday.

Pics are Coming!!!! Soon.

Wallpaper High Quality Widescreen 1680×1050

TEMAKI

 
Clique na foto e veja o vídeo:

KALTIM POST – Pelaksanaan Pekan Olahraga Provinsi (Porprov) IV di Bontang masih setahun lagi. Namun KONI Bontang tak mau terlena dengan waktu yang ada. Kemarin siang Ketua Harian KONI Bontang, H Udin Mulyono ditemani beberapa pengurus datang ke KONI Kaltim untuk melakukan koordinasi soal pelaksanaan Porprov.

Kehadiran KONI Bontang kemarin diterima H Harbiansyah Hanafiah selaku ketua KONI Kaltim, bersama beberapa pengurus teras seperti H Syahril Bardin, Syahril Basran, Zuhdi Yahya, Hotma Ivan Sitanggang, Ahmad Subhan ST, Hardi Purnama dan pengurus lainnya.

Kordinasi ini dilakukan agar pelaksanaan pesta olahraga empat tahunan di Benua Etam tersebut berjalan sukses, seperti yang telah dijalankan Kukar 2006 silam.

Dalam pemaparannya, Udin Mulyono mengatakan kalau Bontang butuh masukan dan penjelasan dari KONI Kaltim soal pelaksanaan Porprov. “Kami datang untuk membahas soal berapa cabor yang dipertandingkan di Porprov, juga soal peralatan dan venue pertandingan. Makanya kami melakukan koordinasi masalah ini dengan KONI Kaltim,” ujar Udin.

Udin juga mengatakan, sampai saat ini persiapan Bontang sebagai tuan rumah sudah mencapai 65 persen. Saat ini yang ditunggu adalah soal berapa cabor dipertandingkan saat Bontang menjadi tuan rumah. “Semua kami serahkan ke KONI Kaltim soal berapa jumlah cabor tersebut. Kalau memang 43 cabor kami siap melaksanakan, tetapi mungkin beberapa cabor tak dimainkan di Bontang, karena kendala sarana dan prasarana,” katanya.

Pelaksanaan Porprov sendiri dijadwalkan antara Juni atau Juli 2010 nanti. Waktu setahun menurut Udin bukanlah waktu singkat. “Kami juga sudah membentuk Tim 5 untuk koordinasi masalah Porprov ini,” ujarnya lagi.

Sementara H Harbiansyah Hanafiah mengatakan, apa yang dilakukan KONI Bontang dengan melakukan koordinasi sudah sangat bagus. “KONI Bontang jangan lagi jemput bola, tapi merampas bola. Semua harus dilaksanakan cepat agar semua tak ada kendala lagi jelang pelaksanaan nanti,” imbuhnya.

Harbiansyah juga mengatakan, masalah peralatan dan venue nanti dibahas lebih jauh. Itulah sebabnya KONI Kaltim mengajak KONI Bontang mengadakan pertemuan kembali dengan mengundang seluruh KONI di Kaltim.

“Mungkin dalam agenda Rapat Paripurna Provinsi (Raparprov) kita bisa masukan agenda rapat koordinasi soal Porprov. KONI Bontang juga sudah siap memaparkan apa yang akan mereka lakukan saat Porprov nanti,” imbuh Harbiansyah. (alv)

Festa do Seu João
Uma festa junina “muderna”

Festa com 4 ambientes:

1- Palco Nordeste
Zeca Baleiro
Rastapé

2- Palco Sertanejo
Henrick & Ruan
Fábio Vianna & Fabrício
Pedro Paulo & Matheus

3- Palco Axé
Tomate
Alexandre Peixe

4- Pista de Dança
Dj Léo S/A
Dj Morgana
Vácuo Live!
Dj André Pulse
Dj Mag Brasil

 Local: ASBAC – Setor de Clubes Sul.
Data: 10/06/09 – Quarta-feira
Horário: 21h.
Preço: R$ 40,00 (meia-entrada).
Pontos de Venda:
Free Corner - 304 Sul, 308 Norte, Bsb Shopping, Gilberto Salomão, 303 Sudoeste e 308 Sul
Poizé - 304 Norte e Águas Claras
Koni - 209 Sul
Zimbrus - 305 Sul
Quiosque Brahma - Deck Norte
Casa do Cowboy - Taguatinga
Informações
Telefone: (61) 8177-3096 / 8417-8897 / 8422-1805 / 8400-1880

Se você é como eu, daqueles que adora um rodízio de sushi e sashimi e acredita que o valor que você paga para se satisfazer em uma temakeria não compensa perto de tudo que o rodízio tem a lhe oferecer, este post é pra você! A Koni temakeria me surpeendeu por justamente fazer o investimento valer a pena. Conheci a Koni quando estava com meus primos no RJ e fui apresentado em uma madrugada. Vou falar com toda a sinceridade….o melhor temaki que já comi, sabe quando o salmão está geladinho e mega saboroso, e o skin quentinho….fora do normal! Realmente vale a pena pagar R$ 8,00 em cada koni. Aqui em SP já passei por uma loja deles, inclusive estou para ir há algum tempo, mas não achei o site deles…. fica ai a sugestão, é realmente uma excelente opção para a noite e tudo mais! Vou correr atrás de maiores informações e deixo um post com elas…..Segue foto da unidade que vi em SP.

Untuk Pertahankan Prestasi Tiga Besar PON

Musyawarah Olahraga Kabupaten Luar Biasa (Musorkablub) Komite Olahraga Nasional (KONI) Kutai Kartanegara (Kukar) berlangsung lancar. Peserta musyawarah akhirnya menetapkan Rita Widyasari sebagai Ketua KONI Kukar 2009-2013.

Musorkablub KONI Kukar yang berlangsung di Hotel Singgasana, Tenggarong, Sabtu (23/5) tersebut dibuka Penjabat (Pj) Bupati Sjachruddin dan ditutup Sekretaris Kabupaten (Sekkab) HM Aswin. Ketua DPRD Salehudin dan anggota DPRD Kukar Khairuddin serta ketua terpilih KONI Kukar Rita Widyasari juga hadir.

I’m really starting to like these cars, my friends dad had one back in the day and me and him took it to edmonton from sasktoon once, about 4.5 hours each way. it was a great car to be in, lots of power, awesome seats, great interior, and you just seemed to sit in the right spot in the car…. everything thing was just right…. altho it did use a fair bit of gas.

this red one has the euro bumpers with a koni/ground control suspension, 650lbs/in front 750lbs/in rear springs, and some really cool old “era correct” BBS turbines, it also has the hartage single wiper kit.

great pics done by m.burroughs again.

due to the difficulty of finding the correct BBS center caps… some coke can’s will do just fine.

I’m starting to think i could see my self getting one of these… kinda fits the bill… 4dr, rwd, powerful, comfortable, old enough styling to start to have that classic look, most have very little to no rust, and best of all, the price range seems to top out at $4k

Berikut ini adalah nama organisasi induk cabang olahraga yang ada di Indonesia diurutkan berdasarkan nama cabang olah raga serta singkatan namanya yang diakui oleh KONI / Komite Olahraga Nasional Indonesia yaitu sebagai berikut :

1. Aero Sport = Federasi Aero Sport Indonesia / FASI
2. Anggar = Persatuan Anggar Seluruh Indonesia / IKASI
3. Atletik = Persatuan Atletik Seluruh Indonesia / PASI
4. Baseball = Perserikatan Bisbol dan Sofbol Amatir Seluruh Indonesia / PERBASASI
5. Berkuda = Persatuan Olahraga Berkuda Seluruh Indonesia / PORDASI
6. Berlayar = Persatuan Olahraga Layar Seluruh Indonesia / PORLASI
7. Biliar = Persatuan Olahraga Biliar Seluruh Indonesia / POBSI
8. Binaraga = Persatuan Angkat Berat dan Binaraga Seluruh Indonesia / PABBSI
9. Bola Basket = Persatuan Bola Basket Seluruh Indonesia / PERBASI
10. Bola Voli = Persatuan Bola Voli Seluruh Indonesia / PBVSI
11. Boling = Persatuan Boling Indonesia / PBI
12. Bulu Tangkis = Persatuan Bulutangkis Seluruh Indonesia / PBSI
13. Catur = Persatuan Catur Seluruh Indonesia / PERCASI
14. Dayung = Persatuan Olahraga Dayung Seluruh Indonesia / PODSI
15. Drum Band = Persatuan Drum Band Indonesia / PDBI
16. Golf = Persatuan Golf Indonesia / PGI
17. Gulat = Persatuan Gulat Amatir Seluruh Indonesia / PGSI
18. Judo = Persatuan Judo Seluruh Indonesia / PJSI
19. Karate = Federasi Olahraga Karate-do Indonesia / FORKI
20. Kartu = Gabungan Bridge Seluruh Indonesia / GABSI21. Kempo = Persaudaraan Bela Diri Kempo Indonesia / PERKEMI
22. Kesehatan Olahraga = Kesehatan Olahraga Republik Indonesia / KORI
23. Liong & Barongsai = Persatuan Liong & Barongsai Seluruh Indonesia / PLBSI
24. Menembak = Persatuan Menembak dan BerburuIndonesia / PERBAKIN
25. Motor = Ikatan Motor Indonesia / IMI
26. Olahraga air = Persatuan Renang Seluruh Indonesia / PRSI
27. Olahraga Cacat = Badan Pembina Olahraga Cacat / BPOC
28. Olahraga KORPRI = Badan Pembina Olahraga Korps Pegawai Republik Indonesia / BAPOR KORPRI
29. Olahraga Mahasiswa = Badan Pembina Olahraga Mahasiswa Indonesia / BAPOMI
30. Olahraga Pelajar = Badan Pembina Olahraga Pelajar Seluruh Indonesia / BAPOPSI
31. Olahraga Sepeda = Ikatan Sport Sepeda Indonesia / ISSI
32. Olahraga Wanita = Persatuan Wanita Olahraga Seluruh Indonesia / PERWOSI
33. Panahan = Persatuan Panahan Indonesia / PERPANI
34. Panjat Tebing = Federasi Panjat Tebing Indonesia / FPTI
35. Pecak Silat = Ikatan Pencak Silat Indonesia / IPSI
36. Selam = Persatuan Olahraga Selam Seluruh Indonesia / POSSI
37. Senam = Persatuan Senam Indonesia / PERSANI
38. Sepak Takraw = Persatuan Sepak Takraw Seluruh Indonesia / PSTI
39. Sepakbola = Persatuan Sepak Bola Seluruh Indonesia / PSSI
40. Sepatu Roda = Persatuan Olahraga Sepatu Roda Seluruh Indonesia / PERSEROSI
41. Ski Air = Persatuan Ski Air Seluruh Indonesia / PSASI
42. Sport Dance = Ikatan Olahraga Dansa Indonesia / IODI
43. Squash = Persatuan Squash Indonesia / PSI
44. Taekwondo = Taekwondo Indonesia / TI
45. Tarung Derajat = Keluarga Olahraga Tarung Derajat / KODRAT
46. Tenis = Persatuan Tennis Lapangan Seluruh Indonesia / PELTI
47. Tenis Meja = Persatuan Tenis Meja Seluruh Indonesia / PTMSI
48. Tinju = Persatuan Tinju Amatir Indonesia / PERTINA
49. Wartawan Olahraga = Seksi Wartawan Olahraga Persatuan Wartawan Indonesia / SIWO PWI
50. wushu = Wushu Indonesia / WI

Sumber: Organisasi

Prime Minister Vladimir Putin’s pet dog gobbled up a special tea prepared for bosses of Russia’s ruling party.

While Putin discussed ways to help the local food industry, his favorite black Labrador Koni slinked into a room at his residence and tucked into delicacies prepared for leaders of his United Russia party.

“Koni ate everything,” said one of Putin’s astounded bodyguards.

Putin’s spokesman said Koni, who has the run of Putin’s Novo-Ogaryovo residence outside Moscow, had eaten some pastries, biscuits and jellied desserts.