How Today Is Going

Today is pretty good so far and I wish I knew what was going through there mind because they wasn't thinking..............

Today's day

well i am here and tired and bored so far so we will see how this morning goes

HERE

WELL I AM HERE AND TIRED

WELL if ..............

I am here, its been so long since the last time WE (AS A CLASS) HAVE DONE ANYTHING ON HERE !!!!!!!!!!!!!!!!!!!

Today's day

Well I am here today

Chevys: S-10 History

Introduced as a response to the success of Japanese pickups at the start of the 1980s, the Chevrolet S-10 quickly became a prime competitor in the compact pickup truck segment. Affordable and highly configurable, it was an everyman's truck, meeting the needs of anyone who didn't need the towing and payload capacities of a full-size pickup.

During the S-10's 23-year lifespan, there were two generations. Most used-vehicle shoppers will be looking at the second generation. Alas, we were never particularly impressed with this S-10, finding it to be inferior to competing small trucks from Dodge, Ford, Nissan and Toyota.

Most Recent Chevrolet S-10
The second-generation Chevrolet S-10 was produced from 1994-2004. It was offered in regular, extended and (later on) crew cab bodies with short and long beds. The Sportside bed arrived in 1996 along with the optional three-door access cab. The ZR2 package was available on regular-cab short-bed models (it was available with the extended cab in 1995), as was an SS package that included a high-output V6, sport suspension and alloy wheels.

The boulder-crawling ZR2 package added some machismo to the S-10 that the regular and LS versions lacked. ZR2 S-10s featured larger off-road tires, tougher suspension components and standard four-wheel drive.

The S-10 extended cab model was offered with a third-door access panel on the driver side that aided loading cargo, pets or an unfortunate passenger into the rear compartment with its fold-down jump seat. This third door tended to rattle on broken pavement, though.

The 1994-'97 S-10 featured a standard 2.2-liter four-cylinder engine on rear-wheel-drive models that made 118 horsepower. Optional with 2WD and standard with 4WD was a 165-hp 4.3-liter V6. The high-output V6 put out 195 hp. These V6s were upgraded in 1996 to provide more horsepower and torque. Transmission choices included a five-speed manual or a four-speed automatic.

Safety was never a point worthy of applause for the Chevrolet S-10, and the early years of this generation were light on safety equipment. Rear antilock brakes were standard, but four-wheel ABS was optional on four-cylinder models and standard with the V6. (All S-10s had four-wheel ABS after 1996.) A driver airbag became available in 1995, but there was no passenger protection until the 1998 update. For this reason, and the shabby interior, we'd steer clear of these early second-generation S-10s.

This S-10 underwent a midlife freshening for '98 that saw more aggressive front styling and an improved interior with dual airbags. The S-10 Xtreme that debuted in 1999 was the street-oriented counterpart to the ZR2. It was offered only in rear-wheel drive with a 2-inch-lower ride height. It also added a body-color grille and bumpers, full ground effects with wheel flares, the sport suspension and 16-inch aluminum wheels. The only other major change for this S-10's run was 2001's new four-door crew cab model with five-passenger capacity.

The Chevy S-10 was loaded with value and versatility for the compact pickup truck buyer, but we were never thrilled with it. The revised interior featured good ergonomics, but the materials were low rent, and the driver sat low, facing a tall steering wheel and dash. The S-10's tendency to squeak and rattle didn't provide the feeling of brawny quality we'd like from a pickup. Nor did lousy crash test scores provide the feeling of invincibility one expects from a pickup. In a comparison test we conducted for 2001, the S-10 finished fifth out of five trucks. Production soldiered on until 2004, at which point Chevy replaced the S-10 with the all-new Colorado.

Previous Chevrolet S-10 Models
The original Chevy S-10 was built from 1982-'93. This S-10 was also available in extended and regular cab styles, with the latter available in two wheelbases. It, too, was available with four- and six-cylinder engines, although the 2.5-liter four-banger made only 105 horsepower.

Today's day

Well today is going pretty good so far and is hoping to do something this weekend with my buddys

Chevys: S-10 History

                         First Generation
                                    1982
The S-10 was introduced by Chevrolet and replaced the Isuzu-built Chevy LUV
Rod linkage style clutch on manual trannies.
Available engines included
an 84 HP / 101 TQ 1.9L 2 bbl carburated 4 cyl (Vin A)
a 110 HP / 148 TQ 2.8L 2 bbl carburated V6 (Vin B).
1983An extended cab model and the Insta-Trac 4x4 system were introduced.
Available engines included
an 84 HP / 101 TQ 1.9L 2 bbl carburated 4 cyl (Vin A)
an 83 HP / 108 TQ 2.0L 2 bbl carburated 4 cyl (Vin Y)
a 58 HP / 93 TQ 2.2L Diesel 4 cyl (Vin S)
a 110 HP / 148 TQ 2.8L 2 bbl carburated V6 (Vin B).
1984A heavy-duty suspension and off-road package was introduced.
Hydraulic style clutch introduced.
Available engines included
an 84 HP / 101 TQ 1.9L 2 bbl carburated 4 cyl (Vin A)
an 83 HP / 108 TQ 2.0L 2 bbl carburated 4 cyl (Vin Y)
a 58 HP / 93 TQ 2.2L Diesel 4 cyl (Vin S)
a 110 HP / 148 TQ 2.8L 2 bbl carburated V6 (Vin B). 
                                   1985
GM discontinued the 2.0L engine in the S-Series and replaced it with the 2.5L
Available engines included
an 84 HP / 101 TQ 1.9L 2 bbl carburated 4 cyl (Vin A)
a 58 HP / 93 TQ 2.2L Diesel 4 cyl (Vin S)
a 92 HP / 132 TQ 2.5L "Iron Duke" TBI 4 cyl (Vin E)
a 110 HP / 148 TQ 2.8L 2 bbl carburated V6 (Vin B).
1986GM discontinued the 1.9 Liter 4 CYL and the 2.2 Liter 4 CYL.
The 2.8 received Throttle Body Injection (TBI).
GM redesigned the interior of the S-Series.
Available engines included
a 92 HP / 134 TQ 2.5L "Iron Duke" TBI 4 cyl (Vin E)
a 125 HP / 150 TQ 2.8L TBI V6 (Vin R).
1987The 2.8L was converted to serpentine belts.
Available engines included
a 92 HP / 134 TQ 2.5L "Iron Duke" TBI 4 cyl (Vin E)
a 125 HP / 150 TQ 2.8L TBI V6 (Vin R).
1988GM introduced the 4.3 Liter V6.
Available engines included
a 92 HP / 134 TQ 2.5L "Iron Duke" TBI 4 cyl (Vin E)
a 125 HP / 150 TQ 2.8L TBI V6 (Vin R).
a 150 HP / 230 TQ 4.3L TBI V6 (Vin Z).
1989Rear wheel anti-lock brakes introduced.
An electronic instrument cluster, a new speedometer and transfer case were also introduced.
A rare version of the S-10 called the Cameo, was introduced.  2198 were produced.
Available engines included
a 92 HP / 134 TQ 2.5L "Iron Duke" TBI 4 cyl (Vin E)
a 125 HP / 150 TQ 2.8L TBI V6 (Vin R).
a 160 HP / 230 TQ 4.3L TBI V6 (Vin Z).
1990The 5spd manual tranny and the 2.5L 4 cyl were improved.
The standard equipment was increased.
Available engines included
a 105 HP / 135 TQ 2.5L "Iron Duke" TBI 4 cyl (Vin E)
a 125 HP / 150 TQ 2.8L TBI V6 (Vin R).
a 160 HP / 230 TQ 4.3L TBI V6 (Vin Z).
1991Exterior facelift that includes a new grille, fresh trim and restyled wheels debuted early in 1990.
4WD models get the 4.3-liter V6 as standard equipment.
Durango trim is dropped.
Available engines included
a 105 HP / 135 TQ 2.5L "Iron Duke" TBI 4 cyl (Vin A or E)
a 125 HP / 150 TQ 2.8L TBI V6 (Vin R).
a 160 HP / 230 TQ 4.3L TBI V6 (Vin Z).
1992Base EL model can be equipped with four-wheel drive.
Baja package dropped.
Front bucket seats are redesigned, integral head restraints are added.
Extended Cabs can be equipped with leather seats.
New speedometer and four-spoke steering wheel are installed.
Premium sound system with CD player is added to options list.
4wd models can be equipped with an electronic-shift transfer case.
Available engines included
a 105 HP / 135 TQ 2.5L "Iron Duke" TBI 4 cyl (Vin A)
a 125 HP / 150 TQ 2.8L TBI V6 (Vin R).
a 160 HP / 230 TQ 4.3L TBI V6 (Vin Z).
1993In 1993 they changed the grill slightly.
The 4spd 4L60-E Electronic version of the TH700-R4 was introduced.
The 4.3L received a balance shaft to help control vibration in the engine.
The Cameo were dropped.
Available engines included
a 105 HP / 135 TQ 2.5L "Iron Duke" TBI 4 cyl (Vin A)
a 125 HP / 150 TQ 2.8L TBI V6 (Vin R).
a 165 HP / 235 TQ 4.3L TBI V6 (Vin Z).

Today's day

I'm at school after a full weeekend of everything and tired still sorta

Chevys: 1970 1/2 - '81 Camaro History

    Second Generation (1970½-1981)

Though it didn't make it to market until February of 1970, the second-generation 1970½ Camaro would be in production 12 years. The second-generation Camaro's styling was inspired by Ferrari and was also bigger, heavier and no longer available as a convertible. And as the 1970s progressed, it would grow less powerful, succumbing to the pressures of tightening emissions regulations and a fuel crisis.
Still based on the Nova, the new Camaro was engineered much like its predecessor in that it still used a unibody structure with a front subframe, leaf springs in the back and A-arms up front for suspension. Those A-arms were freshly designed and the steering gear moved from the back to the front of the front axle, but otherwise the basic mechanical pieces were familiar.
Also familiar were most of the engines. The 155-horsepower 250-cubic-inch six was now the Camaro's base engine, followed by the who-cares 200-horsepower 307, the lowliest of V8 offerings. A 250-horsepower two-barrel 350 effectively replaced the 327. Order the SS package and the 350 earned a four-barrel carb and additional compression to reach 300 horsepower. Moreover, SS buyers could pay even more and get a 350- or 375-horsepower 396 big-block V8.
As before, the Camaro was offered with Rally Sport or Super Sport equipment or both. The Rally Sport package featured a unique front-end appearance with a split front bumper and a center grille cavity encircled in rubber. The SS again had heavier-duty suspension and the "SS" logos.
The star 1970½ Camaro was again the Z/28, now powered by a 360-horsepower high-compression "LT-1" 350. Unlike the high-revving 302 used in the first Z/28s, the LT-1 was easy-going in everyday traffic, still revved with enthusiasm and was now available with an automatic transmission. Car and Driver's test had the '70½ Z/28 ripping to 60 mph in 5.8 seconds and running through the quarter-mile in 14.2 seconds at a full 100.3 mph, though the drivers still found it lacking in bottom-end power.
But the glory days of the LT-1 would last just that one year. With emissions regulations growing tougher, GM dropped compression ratios across the board for 1971 and also adopted "net" alongside "gross" power ratings for its engines (by '72, all engines were only net rated). For the 250-cubic inch inline six, the power rating dropped from 155-gross to 110-net horsepower. For the LT-1, the drop was a 30-horsepower plunge down to a 330 horsepower gross and 275 horsepower net. Otherwise, the '71 barely changed from the '70½ model; high-back bucket seats were new, and the rear spoiler on Z/28s was now a larger three-piece unit.
The 1972 Camaro changed mostly in the engine bay where the horsepower devastation continued. The LT-1 could now only poke out 255 horsepower (net) and the most robust big-block (still called a 396, but in reality a 402) was making just 240 net horsepower.
In 1973 the bumpers were slightly revised and the horsepower drain continued with the base six now making an utterly lame 100 net horsepower and the L82 only 245. The big-block was off the option sheet altogether. In place of the Super Sport was the "Type-LT" Camaro, which bundled a slew of luxury options into one cohesive package.
To meet new bumper regulations, the 1974 Camaro was redesigned with thick aluminum bumpers front and rear. The one-and-only grille (the Rally Sport option vanished) was now shovel-shaped and the rear taillights wrapped into the fenders. But there were no changes to the available engines and trim levels.
With unbelievable shortsightedness, Chevy killed the Z/28 and pared the engine selection down to just three catalyst-equipped lumps for 1975 — the 250-cubic-inch six now rated at 105 horsepower, a two-barrel 350 V8 making a pathetic 145 horsepower and a four-barrel version of the same engine rated at a meager 155 horsepower.
Distinguishing the '75 from '74 was a new rear window that wrapped down into the roof sail panels. Also new for '75 was a "Rally Sport" package that consisted of two-tone paint and some tape stripes.
For no apparent reason, the '75 Camaro sold well, so there were few changes to the 1976 model. An aluminum panel between the taillights was now used on the Type-LT, power brakes were finally standard and cruise control was a new option. The two-barrel 350 was killed in favor of an even-crummier two-barrel 305 producing 140 horsepower while the four-barrel 350 now whacked out a still-inexcusable 165 horsepower.
When the 1977 Camaro appeared, there were again few changes (intermittent wipers anyone?), but in the middle of the year, the Z/28 returned as a separate model whose concentration was now on handling and appearance. And the new Z/28 did handle well, even if it only had 170 horsepower aboard from the same 350 four-barrel V8 offered in other Camaros (up 5 horsepower from '76). The '77 Camaro was thoroughly lackluster, but with Ford foisting the hideous Mustang II upon America, for the first time, more Camaros (198,755) were sold than Mustangs (161,654).
Daring to mess (however lightly) with success, Chevrolet equipped the 1978 Camaro with a new nose that put the big bumpers under soft plastic. Five models were now offered (sport coupe, Rally Sport, Type-LT, Type-LT Rally Sport and Z/28), and translucent T-tops were a new option. The Z/28's full-disco body package (with front fender vents and a fake hoodscoop) was supported in '78 with a revised version of the 350 V8 now rated at a better-but-still-weak 185 horsepower.
Though almost a carryover from '78, the 1979 Camaro would prove the most popular one yet. The Type-LT vanished in favor of a new trim level called Berlinetta, but the engines were all unchanged, even though power ratings were rattled a bit in contending with emissions requirements (Z/28 output dropped to 175 horsepower for 49-state cars). The most substantial change to the '79 Camaro was a new instrument panel with more contemporary instrumentation and better control placement. Chevy sold a stunning 282,571 Camaros during the 1979 model year — a number it would never top.
Looking to improve fuel economy, Chevy mangled the Camaro's engine lineup for 1980 while leaving the rest of the car pretty much alone. A new 115-horsepower 229-cubic-inch V6 (basically a small-block V8 with a pair of cylinders hacked off) — or, in California, a 110-horsepower 231-cubic-inch V6 replaced the ancient inline six, and a new 267-cubic-inch two-barrel version of the small-block V8 debuted, rated at a laughable 120 horsepower. On the positive side, output of the Z/28's 350 grew to 190 horsepower, except in California where buyers got a 155-horsepower 305-cubic-inch V8 mated to a mandatory three-speed automatic. Caught in a fuel crisis, Camaro sales nose-dived to 152,005 during the 1980 model year.
The antiquated platform of the second-generation Camaro had run its course by the 1981 model year. With a new engine control computer aboard, all engines were now certified for all 50 states, but output on the Z/28's 350 dropped to 175 horsepower. The Rally Sport died (again) and the '81 Camaro lineup consisted of three well-defined models: base sport coupe, Berlinetta and Z/28. Those three model names would survive to see 1982, but not much else.
www.edmunds.com/chevrolet/camaro/history.html

Chevys: '67-'69 Camaro History

First Generation (1967-1970)

Just as the first Mustang was based on Ford's compact Falcon, so the first 1967 Camaro was based on Chevy's compact Nova. However, it was based on the upcoming redesigned '68 Nova and therefore more robust than a comparable '67 Nova.
The basic engineering of the Camaro was a unibody structure from the windshield and firewall back, with a separate steel rail subframe for everything up front. Double A-arms made up the independent front suspension while the solid rear axle was suspended by semi-elliptical leaf springs. As was typical of standard-equipped vehicles at the time, braking was by four drums, the steering was slow and manual, and Chevy's rugged 230-cubic-inch straight six poked out an optimistically rated 140 horsepower while twisting a three-speed manual transmission.
The base $2,466 '67 Camaro sport coupe was lean and aggressive, as was the convertible. Adding substance to that appearance was done either by picking or combining individual options or trim packages called RS and SS.
Buyers could opt for a larger 250-inch version of the six making 155 horsepower, a 210-horsepower 327-cubic-inch small-block V8 fed by a two-barrel carb, that same V8 with a four-barrel carb and a higher compression ratio was rated at 275 horsepower, or two versions of the 396-cubic-inch big-block V8 making either 325 or 375 horsepower. Those engines could be lashed to a series of wide- or short-ratio three- or four-speed manual transmissions, or one of two automatics: the slushy two-speed Powerglide or outstanding three-speed Turbobydramatic.
The Rally Sport (RS) appearance package brought deluxe interior trim and hidden headlights with it, and the high-performance Super Sport (SS) package had its own distinct decoration (including a domed hood with simulated vents, "bumble bee" stripes encircling the nose and the iconic SS badges), a heavy-duty suspension and larger D70-series tires on 14-inch wheels. Beyond that, the SS-350 model also offered a new 350-cubic-inch small-block V8 rated at 295 horsepower — Chevy's first 350. The Rally Sport and Super Sport packages could also be ordered together to form the most lavishly equipped Camaro of them all, the RS/SS. And it was an RS/SS convertible powered by a 396 that Chevy provided as pace car for the 1967 Indianapolis 500.
Almost outside the regular Camaro line was the race-oriented Z/28. Introduced in December 1966, the Z/28 was powered by a special high-compression 302-cubic-inch V8 whose displacement was achieved by matching the short-stroke crank of the 283-cubic-inch version with the big-bore block of the 327. Rated at 290 horsepower and built to rev, the radical powerplant was matched to a more aggressive suspension.
How did the first Camaro perform? Car Life magazine's test of an SS-350 had it completing the quarter-mile in 15.8 seconds at 89 mph while Motor Trend reported that its SS-350 did the same trick in 15.4 seconds at 90 mph.
Thanks to "Astro Ventilation," General Motors eliminated the side vent wing windows on the 1968 Camaro and also added federally mandated side marker lights and a revised base grille). Mechanically, the most significant change was the adoption of staggered rear shocks (one in front of the rear axle, one behind) to counteract wheel hop under hard acceleration.
While the 1969 Camaro's structure and mechanical elements were virtually unchanged from the '68 model, new fenders, door skins, rear quarter-panels, grille and taillights gave the car a wider, lower appearance. A redesigned dash and more comfortable seats made it more livable, too. But it was the staggering array of available performance equipment that marks 1969 as the greatest model year for Camaros.
On the yawn side, a new low-performance 200-horsepower 307-cubic-inch small-block (a 327 crank in a 283 block) supplemented the low-performance 327 and a new 255-horsepower 350 replaced the better-performing 327. On the yeow side, Chevy produced its second Camaro Indianapolis 500 pace car and offered replicas of the white RS/SS convertible with orange stripes and orange houndstooth upholstery to the public (the actual pace car was powered by a 396, but most of the replicas had 350s). In addition, two radical Camaros were produced in extremely limited numbers under special Central Office Production Orders (COPO) 9560 and 9561.
The COPO 9561 was a basic Camaro sport coupe stuffed with 427 cubic inches of all-iron big-block making 425 horsepower. Most of the 1,015 COPO 9561s were delivered to Pennsylvania's Yenko Chevrolet for conversion into that dealership's signature Camaro. Even rarer was the COPO 9560 featuring the legendary all-aluminum ZL-1 427 also rated at 425 horsepower. Only 69 of the ZL-1s were built, and because of their rarity, tremendous output and relatively low weight, they are today considered the quickest and most valuable Camaros ever built.
Sales of the 1969 models extended into the winter of 1969 and early 1970; some of these lingering '69s may have been titled as 1970 models, leading to some confusion.
found on = www.edmunds.com/chevrolet/camaro/history.html -

Today's day

Todays day is pretty good and is going good right now and hopefully for the rest of the day

Why I hate Mondays

Monday I'm tired from whatever I did over the weekend and I don't wanna go anywhere. Its just a tired day and its not usual good unless you make it but thats always how mondays usual go. But this is mostly why I hate Mondays soo much because i'm tired and don't wanna go anywhere ...and everyone else is the same way

Today's day

I'm here after a long weekend and ots of fun at the house

Today day

well today ight but it got a long way to go before it gets better

weekend

my week end was pretty good got some stuff done to my truck and went places to and got to drive to some places

Arizona Shooting

This was just terrible what had happened and then he smiled ..........comeon that is just crazy. He has this laughter like it was the best joke he had ever heard but it was just pitty. This was just wrong to even think that this could be thought of. He is a crazied person his just not right in his head and should be left in jail in the crazy house

FRIDAY

It's finally friday and we get to go home today !!!!!!!!!!!Soo ready for the weekend !!!!!

Chevys: 57 Chevy History

'57 Chevy is the nickname of the 1957 Chevrolet, introduced September, 1956 by General Motors. It was available in three series models: the upscale Bel Air, the mid-range "two-ten", and the "one-fifty". A two-door station wagon, the Nomad was produced as a Bel Air model. An upscale trim option called the "Delray" was available for two-ten 2-door sedans. It is a popular and sought after classic car. These vehicles are often restored to their original condition and sometimes modified. The car's image has been frequently used in toys, graphics, music, movies and television. The '57 Chevy is an auto icon.

History : Chevys the K5 Blazer

                       The K5 Blazer was the smallest full size SUV version of the General Motors C/K Trucks family. Introduced to the Chevrolet line in 1969, the full-size Blazer was replaced in 1995 by the Chevrolet Tahoe. In 1970, GMC introduced its own model of the truck, called the Jimmy, which lasted until the 1992 GMC Yukon. Both were based on the short wheelbase trucks and were available with either rear-wheel drive or four-wheel drive. The Blazer's long wheelbase relative (with an integrated rear body, and doors for 2nd row passengers) is known as the Chevrolet Suburban.
                    The K5 Blazer and Jimmy had "full convertible" removable tops until 1975. In 1976, GM introduced a half-cab design that was less prone to leaks and slightly safer in a roll-over. These half cabs are convertible starting at a few inches behind the driver/passenger doors all the way back to the tailgate. In 1992, the Blazer was redesigned completely and no longer had a removable top.
                     Smaller models, the S-10 Blazer and S-15 Jimmy, were introduced alongside these trucks in 1983. The original Blazer and Jimmy remained in production until 1991; 1992 saw the introduction of a new K1500 Blazer (and the rebadged GMC Yukon) on the GMT400 platform. After 1994, the Blazer was renamed the Chevrolet Tahoe and it was offered in a two Door model up until 1999. After that it was offered only with four passenger doors.

Today's day : well i'm here

i'm here today but i really just here hanging on by threads ........

Something that people don't notice about me is ......

that I have worked on cars for alot of my life and that know alot about working on and fixing cars. I can find out what wrong with a car and fix the problems usaul if I have the tools to fix the problem because some new cars that have computers that I have to have a OBD-II computer adn i do have one that aceepts some model cars.

How Today Is Going

Today is going good for right now and hopeful gets better

This Week ENd

this should be a pretty good wekend if everything works out

Chevys: Chevy 2 and Nova History

Introduction: The Chevrolet Nova SS represented Chevrolet's entry into the compact budget muscle car battle. The Nova SS began life in 1962 as the meek Chevy II but was soon made into a legitamate giant killer in 1964 with the availablity of its first V8. It would soon adopt all the engines available in the Camaro including the mighty 375bhp 396 V8. This all added up to the ultimate sleeper, as well as the true reflection of budget performance.
The Chevrolet Chevy II was introduced in 1962 as a budget vehicle with a more conventional front engine, rear drive layout than the unusual Chevrolet Corvair. The Chevrolet Nova was the more upscale trim of the Chevy II. The first engines were definitely not sporty, a weak 194 I6 with 120 bhp. A 327 V8 engine swap was technically made available in the mid year as a dealer installed option, but the option added another 75% to the car's price and was not very popular.

Chevys : Impala History

   Since when it was first introduced in 1958, the Impala has become more than just a car... its unique combination of style, performance and value made it go off-the-charts as a favorite for millions of Americans. In fact, with sales in excess of 12 million from 1958 to 2002, more American households chose Impala as their car than any other full-size car in the history of the automobile. The Chevrolet Impala is often credited with starting the muscle car era. Born as Chevrolet's top of the line model, the Impala quickly became the symbol for performance in the early sixties and introduced Chevrolet's signature "SS" brand of performance. The Impala SS was available only from 1961-1969 and from 1995-1996. Although smaller, lighter automobiles would later eclipse it, the Impala still remains the performance car of choice for those that like big cars.

Blog

In this class doing this blog thing

Class setting up blogg

set up this new blogg