- 245
- Ireland
- Volchelkin
[PS3]Grand Theft Auto V - Role Play Events
- Thread starter Vince
- 2,696 comments
- 145,991 views
Out Of Character (OOC)
Name: Shane Regan
Age: Twelve.
PSN: Shanerygan
Role Play experience: I have roleplayed a lot on many different forums, but have never roleplayed ingame before.
In Character (IC)
Name: Greg Peterson.
Age: Twenty-eight.
Job/Career/Money Source: Inheritance, Hitman/Vigilante.
Bio:
Greg Peterson, since a young age has been in love with the police. His father was a policeman, and an extremely rich, successful one. He sadly died in a gunfight when Greg was 15. His mother would never talk to him about his father, and passed away not long after. Greg vowed from then on to continue his fathers work. Little did he know, his fathers work wasn't all stopping criminals and helping citizens.
His father was corrupt. The FIB was corrupt. Who wasn't corrupt? They killed off all who tried to stop them, and covered them up. Thats how The Agency was formed.
The Agency is a group of ex-policemen turned vigilante hitmen. They spend their time hunting down corrupt FIB agents and criminals. If the FIB isnt going to do anything, The Agency will.
Personality:
Greg is a very determined, mentally scarred and furious person. His life is spinning fast out of control and he is hungry for retribution.
Photograph:
PS: Im not going to say I am the maturest around. I am a bit silly sometimes, but im mature when I need to be, especially around other people. Also, I really enjoy chicken nuggets, so thats a bonus.
Name: Shane Regan
Age: Twelve.
PSN: Shanerygan
Role Play experience: I have roleplayed a lot on many different forums, but have never roleplayed ingame before.
In Character (IC)
Name: Greg Peterson.
Age: Twenty-eight.
Job/Career/Money Source: Inheritance, Hitman/Vigilante.
Bio:
Greg Peterson, since a young age has been in love with the police. His father was a policeman, and an extremely rich, successful one. He sadly died in a gunfight when Greg was 15. His mother would never talk to him about his father, and passed away not long after. Greg vowed from then on to continue his fathers work. Little did he know, his fathers work wasn't all stopping criminals and helping citizens.
His father was corrupt. The FIB was corrupt. Who wasn't corrupt? They killed off all who tried to stop them, and covered them up. Thats how The Agency was formed.
The Agency is a group of ex-policemen turned vigilante hitmen. They spend their time hunting down corrupt FIB agents and criminals. If the FIB isnt going to do anything, The Agency will.
Personality:
Greg is a very determined, mentally scarred and furious person. His life is spinning fast out of control and he is hungry for retribution.
Photograph:
PS: Im not going to say I am the maturest around. I am a bit silly sometimes, but im mature when I need to be, especially around other people. Also, I really enjoy chicken nuggets, so thats a bonus.
- 245
- Ireland
- Volchelkin
Is there going to be an event on today? One was scheduled for forty minutes ago.
- 2,568
- Wonderland
- zyla-corps
- N/A
Out Of Character (OOC)
Name: zilla
Age: 4000
PSN: zylabob
Role Play experience: 351cid
In Character (IC)
Name: wilford brimley
Age: 65
Job/Career/Money Source: slashbuck entrepreneur for the greater good of diabeetus curing facilities
Bio (description of your characters past, present, and future goals):
Gotcha again, the big block Ford Super Duty 534 (8.8L) was the biggest from the factory (excluding crate motors) and was produced in large vehicles (like dump trucks etc)for a long time, from 1958-1981 and would eat a lot of diesels on the road for breakfast, and for a gas engine would likely compare to some of the smaller diesels of today (such as the 5.9L Cummins). These engines in the Marine version called the Seamaster were also offered with a factory twin turbo setup on top of the 500+ lb-ft of torque they were already producing. The 401, 477, and 534 big blocks were actually produced in the Plant 2 that produced 351 Cleveland engines. These engines were large, heavy, low speed, high torque motors. Most were installed in large industrial vehicles. All that torque was produced just off idle, similar the same way diesel engines lay down power.
Also, there was the Ford GAA Engine, 1,100ci, the original big block that powered Sherman Tanks (and was produced for 10+ years) that put down an astounding 1,050 lb-ft in torque and 500hp, and with a few simple mods (such as installing and MSD ignition system, and triple 4 barrel carbs and a tune up) will put down 1500+. Also the technology was seriously advanced as it was a full HEMI engine (yes before Chrysler made it popular), dual overhead cam, 32 valve, 4 valves per cylinder, aluminum block and heads, heads that flow rediculously well with valves and ports that would make any performance engine cry, dual carbs that sucked in 960+ cfm, dual magnetos, etc etc. Oh, and it's about the same size as a 460 and can be installed in just about any vehicle that had a 385 series engine in it (those are the 429's and 460's etc.) That was pretty high tech for the 1940s and 1950s. The engine also was a low compression engine, at 7.5:1, which was all it could handle with the 80 octane fuel that was produced back then. Up that now and turbo it (its been done, and twin turbos etc) and it will churn out a streetable and reliable 2,000+ lb-ft of torque all the way from idle to redline and do it with a grin with no stress on the engine. No transmission on the market today can handle that sort of power (stock anyways). Show me a factory GM or Chrysler engine that could match those numbers back then. That engine actually started as an airplane V12, producing 770+ horsepower and who knows what insane number of torque. There was no demand for that engine anymore so Ford chopped off 4 cylinders and made it a V8 for the Sherman tanks. It's been put in trucks, Mustangs and many other vehicles.
The 460 wasn't a performance engine stock really, it still made a lot of power but it's introduction came in at the wrong time much like the 351M and 400 engines that were based on 351 Clevelands...in fact one could argue that it is a tall deck Cleveland with a Windsor style crank....but its popular in hot rodding now. The 429 is the EXACT same thing, only difference being the crank to produce more stroke in the 460. They are identical. Ford offers Siamese bore reproduction aluminum blocks label A460 that can be built in the 600+ cubic inch range right on their website (along with NASCAR FR9 motors that replaced the 351 Windsors they used up until 2009 and many other engines that have not been produced as far back as the 1960s). Siamese bore engines just means that there is no water coolant passages between the cylinders allowing for a larger overbore (not possible with thin-wall cast blocks as previously built). In fact if you look at Toyota's NASCAR engine, its a CARBON COPY of a 351 Cleveland, and Chevy's LS series engines are based on Ford small blocks as well. Seriously, take a head off a LS engine bolt it on a old Ford block. Very very small changes...it almost works. It will even bolt up.
The 429 and the 460 are the same engine excluding cranks. There were other 429s, like the Boss 429 (very different), 429 Thunder Jet, 429 CJ and SCJ (difference between those 2 is forged internals). 429 PI's and 429 PC's etc. Those engines went in everything from large cars to trucks to whatever you wanted to drop them in. People can argue that some years made les power than others and they did, but there are many many stock engine dynos that show very high power outputs from some of these engines...
460s were put in literally everything a small block could have been in (for the most part). There was a rediculously large amount of vehciles they are installed in. There is millions of engines and blocks laying around waiting to be built up. Same goes for just about every other engine (with the exception of Clevelands and some FE engines etc). Some of those are getting tough to find but Ford has stepped up and started offering engine blocks that haven't been produced in 40 years on their Ford Racing website. If I wanted a Boss 351 engine and couldn't find a suitable block to start, I can literally get on their website and buy and BRAND NEW engine block, mind you this car was built for 2 years in very limited numbers and the 2 years had large differences, and I can build a Boss 351 motor like it just rolled out of the factory, only differences being parts made out of lightweight aluminum for performance reasons.
There were also 360s and 390s that were used which are part of the FE engines, which birthed the 427 and 428 engines.
The 351M and 400 were 335 series or 351 Cleveland based engines. They are identical to 351 Clevelands excluding small variances like the taller deck, poopy heads and Windsor crank parts like larger diameter main journals etc. The 400 has the largest stroke of any Ford small block. That engine is actually starting to gain popularity in the aftermarket worlds (as are 351Ms, same engine except for a crank difference) because of the large stroke, very few parts on that engine will make it a VERY stout performer. Since it used a Windsor style crank, before aftermarket took off for the Windsor engine and everyone was building Clevelands, people would shave down the counterweights on the 400's crank and throw them in Windsor engines along with 400 rods, making an old school style long rod stroker. With aftermarket today its costly and unnecessary however. I've actually built one of these motors and it was a nice performer.
They weren't designed to be more fuel efficient, they were designed to meet government emissions regulations, hence why most of the engines were strangled half to death in the 1970s and hardly made any power. This is partly why people thought those motors were boat anchors because there was no aftermarket support for them. That has since changed. They aren't quite as big as regular 351 Clevelands, Windsors (221, 255, 260, 289, 302, 351 etc) and 385 series engines (aka 429/460 etc) as far as aftermarket support but they are getting there slowly.
The V8 Ford Windsor motor family is considered by Ford enthusiasts to be one of the greatest and most successful engines produced by the Ford Motor Company. It is referred to as the Small Block Ford by major aftermarket auto parts companies, parts catalogs, on internet forums, and by Ford itself. Introduced in 1962 as part of Ford's "Total Performance" era, the Ford Windsor design succeeded the Ford Y-block engine family, rendering the latter obsolete for performance purposes.
The Windsor family evolved significantly during its 40-year history through technology, performance, and reliability enhancements. Engine displacement also increased from 221 cu in (3.6 L) up to 351 cu in (5.8 L). Engines and their components naturally vary between models and displacements. Despite this, however, many parts are interchangeable. For performance enthusiasts, this means that older motors can frequently be retrofitted with replacement or upgraded parts. An abundant supply of aftermarket parts also exists to fit a wide range of Windsor models.
These motors were originally produced at Ford's Windsor, Ontario engine plant, hence the Windsor designation. From 1969, though, all Ford small blocks (i.e., Windsors) were produced in Cleveland, Ohio. The mid-sized 335 "Cleveland" V8, introduced in 1970, was intended to replace the larger of the Windsor models. The Windsor, however, ended up outliving its replacement.
Ultimately, in 1991, Ford began phasing out the Windsor engine and replacing it with their new 4.6 L Modular V8 engine. In 1996, Ford replaced the 5.0 L (302 cu in) pushrod Windsor V8 with the Modular 4.6 L in the Mustang. Its use continued until 1997 in the F-150 pickup truck, and until 2001 in the Explorer SUV.
From the mid-1970s through the 1990s, the Windsor engine was also marinized for use in smaller recreational boats. As of 2008, Windsor engines, including the 5.8 L (351 cu in) and 5.0L 302, are still being manufactured; available as complete crate motors from Ford Racing and Performance Parts.
The small block Ford engine uses a thin-wall cast iron block with a separate timing chain cover, made from aluminum. This feature differentiates it from later Cleveland, or 351-series engines, that use an integrated timing cover, cast in the block. All Windsors use 2-valve per cylinder heads regardless of whether they are "2V", "4V", or fuel-injected models. The 2V & 4V designations referred to the number of venturi (or barrels) in the carburetor, not valves per cylinder. The valves are in-line and use straight 6-bolt valve covers. Another simple differentiation between the Small Block and "335" Cleveland series is the location of the radiator hose the Windsor routed coolant through the intake manifold, with the hose protruding horizontally, while the Cleveland had the radiator hose connecting vertically to the engine block. The Cleveland and later "Modified" engines used a canted valve design, allowing for larger valves within the same 4" bore. Something worth noting was the fact that the Ford Engineers designed the Cleveland heads with the same bore spacing and head bolt configuration making it possible (with some light machine work) to bolt Cleveland heads to the Windsor block and in 1969 they did just that creating the Boss 302.
The oil routing in the engine block is unique in that a third passage is drilled parallel to the tappet passages. This passage ensures that oil reaches the main and cam bearings before the tappets, reducing the likelihood of lubricant starvation of the bearings (unlike the 351 Cleveland and the 385 series). The tappets are fed from an inverted 'V' passage cast in the rear under the intake manifold that connects with this passage and is sealed with a steel cap. The third oil passage is visible from the rear of the block with the transmission components removed. It is under and slightly right of the right bank tappet passage. The tappets on the left bank are the farthest from the oil pump and are last to be pressurized by oil upon a dry start. This gives an impression that there is insufficient lubrication, but this is normal and the noise ceases after several seconds of operation.
With the exception of the 289 HiPo, Boss 302 and 351W, all connecting rods use the same 5/16 in. dia. bolts. The rod forgings had undergone some changes throughout its history. The 221, 260 and early 289 (C2OZ-A and C3AE-D) rods used an oil squirt hole to lubricate the piston pin and rings. The oil squirt hole was discontinued in 1964. The same forging continued to be used up to 1967 and all were the same length (5.155 in.). The 302 used a shorter beam (C8OE-A 5.090 in.) but used the same cap up to 1970. In 1971 the cap design was changed from flanged to flat (D1OE-A). This was changed back to the flange design in 1988 due to fatigue failures from increased power output of fuel injection and continued until the end of production. The 289 HiPo and Boss 302 were the same length (5.155 in) used heavier beam and cap forgings and 3/8 in bolts but were machined differently. The former used square head bolts and square cut and the latter were spot faced for 'football head' bolts.
221
The first engine of this family, introduced for the 1962 model year as an option on the Ford Fairlane and Mercury Meteor, had a displacement of 221 cu in (3.6 L), from a 3.5 in (89 mm) bore and 2.87 in (72.9 mm) stroke, with wedge combustion chambers for excellent breathing. An advanced, compact, thinwall-casting design, it was 24 in wide, 29 in long, and 27.5 in tall (610 mm × 737 mm × 699 mm). It weighed only 470 lb (210 kg) dry despite its cast iron construction, making it one of the lightest and most compact V8 engines of its class. Although all of the 1962 through 1964 221-289 engines used a five-bolt bell housing, the block mount pads varied in length between the 221, and the 260-289 motors requiring different motor mounts to be used.
In stock form it used a two-barrel carburetor and a compression ratio of 8.7:1, allowing the use of regular (rather than premium) gasoline. Valve diameters were 1.59 in (40.4 mm) (intake) and 1.388 in (35.3 mm) (exhaust). Rated power and torque (SAE gross) were 145 hp (108 kW) at 4,400 rpm and 216 lb·ft (293 N·m) at 2,200 rpm.
The 221 was dropped after the 1963 model year.
The second version of the Windsor, introduced during the middle of the 1962 model year, had a larger bore of 3.80 in (96.5 mm), increasing displacement to 260 cu in (4.3 L). Compression ratio was raised fractionally to 8.8:1. The engine was slightly heavier than the 221, at 482 lb (219 kg). Rated power (still SAE gross) rose to 164 hp (122 kW) @ 4400 rpm, with a peak torque of 258 lb·ft (350 N·m) @ 2200 rpm.
In 1962 and 1963 valve diameters remained the same as the 221, but starting in 1964 they were enlarged to 1.67 in. (42.4 mm) (intake) and 1.45 in (36.8 mm) (exhaust). Rated power was not changed.
In 1963 the 260 became the base engine on full-size Ford sedans. Later in the model year its availability was expanded to the Ford Falcon and Mercury Comet. The early "1964½" Ford Mustang also offered the 260, although it was dropped by mid-year, as did the 1964-1966 Sunbeam Tiger Mk I. The 1967 Sunbeam Tiger Mk II used the 289 CID V8 (see 289).
The special rally version of the Falcon and Comet and early AC Cobra sports cars used a high-performance version of the 260 with higher compression, hotter camshaft timing, and a four-barrel carburetor. This engine was rated (SAE gross) 260 hp (194 kW) @ 5800 rpm and 269 lb·ft (365 N·m) @ 4800 rpm.
Ford dropped the 260 after the 1964 model year.
The 289 cu in (4.7 L) Windsor was also introduced in 1963. Bore was expanded to 4.0 in (102 mm), becoming the standard bore for most factory Windsor engines. The 289 weighed 506 lb (230 kg).
In 1963 the 289 was available in two forms: with a two-barrel carburetor and 8.7:1 compression, (SAE gross) rated at 195 hp (145 kW) at 4,400 rpm and 258 lb·ft (350 N·m) at 2,200 rpm. The two-barrel 289 replaced the 260 as the base V8 for full-sized Fords. The second form was the K-code listed below, in 1963 it was available only in the Fairlane.
In 1964 with a four-barrel carburetor and 9.0:1 compression, rated at 210 hp (157 kW) at 4,400 rpm and 300 lb·ft (407 N·m) at 2,800 rpm was available in Mercury Comets.
1964 1/2 (Early 1965) Mustang 289 D-code 4V Engine - The D-code V8 Mustang engine with the Autolite four-barrel carburetor was a rare engine. It was only offered as an option in the 1964 1/2 (Early 1965) Mustangs dated March - September 1964. Some characteristics setting the rare engine apart from other earlier V8s include:
The air cleaner decal was black, white and red in color (rather than black and orange). It read 289 cubic inch 4-V premium fuel.
The timing chain cover had three variations:
an oil filler neck;
a hole for an oil filler neck with a plug in it;
no oil filler neck or oil filler hole.
All D Code engines used an aluminum water pump.
D Code 289s used an Autolite 4100 4V 1.08 Venturi carburetor.
D Code 289s had 5 bolt holes for attaching the bell housing (later engines had 6 bolts).
Early D Codes utilized a generator and later D Codes utilized an alternator.
Both 1963 and 1964 versions had a five-bolt bell housing pattern that was different from later six-bolt units (Mustangs switched bolt patterns around August 3, 1964).
For 1965 the compression ratio of the base 289 was raised to 9.3:1, increasing power and torque to 200 hp (149 kW) at 4,400 rpm and 282 lb·ft (382 N·m) at 2,400 rpm. The four-barrel version was increased to 10.0:1 compression, and was rated at 225 hp (168 kW) at 4,800 rpm and 305 lb·ft (414 N·m) at 3,200 rpm.
Engine specifications were unchanged for 1966 and 1967. In 1968 the four-barrel 225 hp (168 kW) engine was dropped, leaving only the two-barrel now reduced back to 195 hp (145 kW).The HiPo 271 H.P. engine was also dropped, making room for the new for 1968 302 V-8. 1968 was the last year of production for the 289 in the U.S.
The 289 was also the engine for the first Australian Ford Falcon GT, the XR Falcon GT.
Ford 289 K-code engine in a Shelby GT 350. Note that the radiator hose connects to the intake manifold, a telltale Windsor feature.
A high-performance version of the 289 engine was introduced late in the 1963 model year as a special order for Ford Fairlanes. The engine is informally known as the "HiPo" or the K-code (after the engine letter used in the VIN of cars so equipped). Oddly, this engine was introduced in 1963 as the only 289 engine available in the intermediate Fairlanes. Lesser powered cars had the 260 engine in that year. Starting in June 1964, it became an option for the Mustang. NOTE: K-code Mercury Comets were the 210 HP 4 bbl carb engine not the High Performance engine as the K-code Fords.
The HiPo engine was engineered to increase performance and high-RPM reliability over standard 289 fare. It had solid lifters with hotter cam timing; 10.5:1 compression; a dual point, centrifugal advance distributor; smaller combustion chamber heads with cast spring cups and screw-in studs; low restriction exhaust manifolds; and a bigger, manual choke 595 CFM carburetor (std 289-4V was 480 CFM). The water pump, fuel pump, and alternator/generator pulley were altered; fewer vanes, extra spring, and larger diameter respectively; to help handle the higher engine speeds. Even the HiPos fan was unique. Bottom end improvements included thicker main bearing caps and balancer, larger diameter rod bolts, and a hardness tested and counterweighted crankshaft, all for high-rpm reliability. The HiPo carried SAE gross ratings of 271 hp (202 kW) at 6,000 rpm and 312 lb·ft (423 N·m) at 3,400 rpm.
The HiPo engine was used in modified form by Carroll Shelby for the 1965-1967 Shelby GT350, raising rated power to 306 hp (228 kW) at 6,000 rpm through use of special exhaust headers, an aluminum intake manifold, and a larger carburetor. The Shelby engine also had a larger oil pan with baffles to reduce oil starvation in hard cornering. Shelby also replaced the internal front press-in oil gallery plugs with a screw-in type plug to reduce chances of failure.
From 1966 to 1968, Shelby offered an optional Paxton supercharger for the 289, raising its power (on Shelby GT350s) to around 390 hp (291 kW).
The K-code HiPo engine was an expensive option and its popularity was greatly diminished after the 390 and 428 big-block engines became available in the Mustang and Fairlane lines, which offered similar power (at the expense of greater weight) for far less cost.
Note that there was also a 302 cubic inch 335 Series engine "302 Cleveland" produced by Ford Australia for the Australian market
In 1968 the small block Ford was stroked to 3.0 in (76.2 mm), giving a total displacement of 302 CI (4,942 cc). The connecting rods were shortened to allow the use of the same pistons as the 289. It replaced the 289 early in the 1968 model year.
The most common form of this engine used a two-barrel carburetor, initially with 9.5:1 compression. It had hydraulic lifters and valves of 1.773 in (45 mm) (intake) and 1.442 in (36.6 mm) (exhaust), and was rated (SAE gross) at 220 hp (164 kW) at 4,600 rpm and 300 lb·ft (407 N·m) at 2,600 rpm. Optional was a four-barrel version rated at 250 hp (186 kW) at 4,800 rpm.
For 1968 only, a special high-performance version of the 302 was offered for the Shelby GT350. Its main features included an angled, high-rise aluminum or iron intake manifold, a larger Holley four-barrel carburetor, and bigger valves of 1.875 in (47.6 mm) intake and 1.6 in (41 mm) exhaust. It had a longer-duration camshaft, still with hydraulic lifters. The block was a high-strength, higher nickel content design made in Mexico. "Hecho en Mexico" casting marks are present in the lifter valley, and its main strength was the appearance of much larger and stronger two-bolt main bearing caps on the engine's bottom end. The heads had special close tolerance pushrod holes to guide the pushrods without rail rocker arms or stamped steel guide plates. The combustion chambers also featured a smaller quench design for a higher compression ratio and enhanced flow characteristics. Additionally, high flow cast exhaust manifolds similar to those on the 289 Hi-Po K-code engine further improved output. Heavy-duty connecting rods with high strength bolts and a nodular iron crankshaft were also included in this package. Rated power (SAE gross) was estimated at 315 hp (235 kW) at 6,000 rpm and 333 lb·ft (451 N·m) at 3,800 rpm. The package, which cost $692 (USD) including some other equipment, was not popular and did not return for 1969. This engine was not a factory engine. Rather, like all Shelby Mustang engines, it was modified by Shelby American in their capacity as a vehicle upfitter. This special engine is well documented in the Ford factory engine repair manual for 1968 Mustangs and Fairlanes. This engine block is considered the strongest production 302 block other than the Boss 302 and the Trans Am 302. The heavy duty Mexican 302 block was produced for several more years, and even showed up on Ford trucks and vans throughout the late 1970s and early 1980s.
Personality (Angry, depressed, obsessive, etc): dooofwoooot
Photograph (If available):
uuhhhhhhh.....uhhhhhhhhhhhhh...uuuuuhh.....uhhhhhhh..... you know...................have a good day.
Name: zilla
Age: 4000
PSN: zylabob
Role Play experience: 351cid
In Character (IC)
Name: wilford brimley
Age: 65
Job/Career/Money Source: slashbuck entrepreneur for the greater good of diabeetus curing facilities
Bio (description of your characters past, present, and future goals):
Gotcha again, the big block Ford Super Duty 534 (8.8L) was the biggest from the factory (excluding crate motors) and was produced in large vehicles (like dump trucks etc)for a long time, from 1958-1981 and would eat a lot of diesels on the road for breakfast, and for a gas engine would likely compare to some of the smaller diesels of today (such as the 5.9L Cummins). These engines in the Marine version called the Seamaster were also offered with a factory twin turbo setup on top of the 500+ lb-ft of torque they were already producing. The 401, 477, and 534 big blocks were actually produced in the Plant 2 that produced 351 Cleveland engines. These engines were large, heavy, low speed, high torque motors. Most were installed in large industrial vehicles. All that torque was produced just off idle, similar the same way diesel engines lay down power.
Also, there was the Ford GAA Engine, 1,100ci, the original big block that powered Sherman Tanks (and was produced for 10+ years) that put down an astounding 1,050 lb-ft in torque and 500hp, and with a few simple mods (such as installing and MSD ignition system, and triple 4 barrel carbs and a tune up) will put down 1500+. Also the technology was seriously advanced as it was a full HEMI engine (yes before Chrysler made it popular), dual overhead cam, 32 valve, 4 valves per cylinder, aluminum block and heads, heads that flow rediculously well with valves and ports that would make any performance engine cry, dual carbs that sucked in 960+ cfm, dual magnetos, etc etc. Oh, and it's about the same size as a 460 and can be installed in just about any vehicle that had a 385 series engine in it (those are the 429's and 460's etc.) That was pretty high tech for the 1940s and 1950s. The engine also was a low compression engine, at 7.5:1, which was all it could handle with the 80 octane fuel that was produced back then. Up that now and turbo it (its been done, and twin turbos etc) and it will churn out a streetable and reliable 2,000+ lb-ft of torque all the way from idle to redline and do it with a grin with no stress on the engine. No transmission on the market today can handle that sort of power (stock anyways). Show me a factory GM or Chrysler engine that could match those numbers back then. That engine actually started as an airplane V12, producing 770+ horsepower and who knows what insane number of torque. There was no demand for that engine anymore so Ford chopped off 4 cylinders and made it a V8 for the Sherman tanks. It's been put in trucks, Mustangs and many other vehicles.
The 460 wasn't a performance engine stock really, it still made a lot of power but it's introduction came in at the wrong time much like the 351M and 400 engines that were based on 351 Clevelands...in fact one could argue that it is a tall deck Cleveland with a Windsor style crank....but its popular in hot rodding now. The 429 is the EXACT same thing, only difference being the crank to produce more stroke in the 460. They are identical. Ford offers Siamese bore reproduction aluminum blocks label A460 that can be built in the 600+ cubic inch range right on their website (along with NASCAR FR9 motors that replaced the 351 Windsors they used up until 2009 and many other engines that have not been produced as far back as the 1960s). Siamese bore engines just means that there is no water coolant passages between the cylinders allowing for a larger overbore (not possible with thin-wall cast blocks as previously built). In fact if you look at Toyota's NASCAR engine, its a CARBON COPY of a 351 Cleveland, and Chevy's LS series engines are based on Ford small blocks as well. Seriously, take a head off a LS engine bolt it on a old Ford block. Very very small changes...it almost works. It will even bolt up.
The 429 and the 460 are the same engine excluding cranks. There were other 429s, like the Boss 429 (very different), 429 Thunder Jet, 429 CJ and SCJ (difference between those 2 is forged internals). 429 PI's and 429 PC's etc. Those engines went in everything from large cars to trucks to whatever you wanted to drop them in. People can argue that some years made les power than others and they did, but there are many many stock engine dynos that show very high power outputs from some of these engines...
460s were put in literally everything a small block could have been in (for the most part). There was a rediculously large amount of vehciles they are installed in. There is millions of engines and blocks laying around waiting to be built up. Same goes for just about every other engine (with the exception of Clevelands and some FE engines etc). Some of those are getting tough to find but Ford has stepped up and started offering engine blocks that haven't been produced in 40 years on their Ford Racing website. If I wanted a Boss 351 engine and couldn't find a suitable block to start, I can literally get on their website and buy and BRAND NEW engine block, mind you this car was built for 2 years in very limited numbers and the 2 years had large differences, and I can build a Boss 351 motor like it just rolled out of the factory, only differences being parts made out of lightweight aluminum for performance reasons.
There were also 360s and 390s that were used which are part of the FE engines, which birthed the 427 and 428 engines.
The 351M and 400 were 335 series or 351 Cleveland based engines. They are identical to 351 Clevelands excluding small variances like the taller deck, poopy heads and Windsor crank parts like larger diameter main journals etc. The 400 has the largest stroke of any Ford small block. That engine is actually starting to gain popularity in the aftermarket worlds (as are 351Ms, same engine except for a crank difference) because of the large stroke, very few parts on that engine will make it a VERY stout performer. Since it used a Windsor style crank, before aftermarket took off for the Windsor engine and everyone was building Clevelands, people would shave down the counterweights on the 400's crank and throw them in Windsor engines along with 400 rods, making an old school style long rod stroker. With aftermarket today its costly and unnecessary however. I've actually built one of these motors and it was a nice performer.
They weren't designed to be more fuel efficient, they were designed to meet government emissions regulations, hence why most of the engines were strangled half to death in the 1970s and hardly made any power. This is partly why people thought those motors were boat anchors because there was no aftermarket support for them. That has since changed. They aren't quite as big as regular 351 Clevelands, Windsors (221, 255, 260, 289, 302, 351 etc) and 385 series engines (aka 429/460 etc) as far as aftermarket support but they are getting there slowly.
The V8 Ford Windsor motor family is considered by Ford enthusiasts to be one of the greatest and most successful engines produced by the Ford Motor Company. It is referred to as the Small Block Ford by major aftermarket auto parts companies, parts catalogs, on internet forums, and by Ford itself. Introduced in 1962 as part of Ford's "Total Performance" era, the Ford Windsor design succeeded the Ford Y-block engine family, rendering the latter obsolete for performance purposes.
The Windsor family evolved significantly during its 40-year history through technology, performance, and reliability enhancements. Engine displacement also increased from 221 cu in (3.6 L) up to 351 cu in (5.8 L). Engines and their components naturally vary between models and displacements. Despite this, however, many parts are interchangeable. For performance enthusiasts, this means that older motors can frequently be retrofitted with replacement or upgraded parts. An abundant supply of aftermarket parts also exists to fit a wide range of Windsor models.
These motors were originally produced at Ford's Windsor, Ontario engine plant, hence the Windsor designation. From 1969, though, all Ford small blocks (i.e., Windsors) were produced in Cleveland, Ohio. The mid-sized 335 "Cleveland" V8, introduced in 1970, was intended to replace the larger of the Windsor models. The Windsor, however, ended up outliving its replacement.
Ultimately, in 1991, Ford began phasing out the Windsor engine and replacing it with their new 4.6 L Modular V8 engine. In 1996, Ford replaced the 5.0 L (302 cu in) pushrod Windsor V8 with the Modular 4.6 L in the Mustang. Its use continued until 1997 in the F-150 pickup truck, and until 2001 in the Explorer SUV.
From the mid-1970s through the 1990s, the Windsor engine was also marinized for use in smaller recreational boats. As of 2008, Windsor engines, including the 5.8 L (351 cu in) and 5.0L 302, are still being manufactured; available as complete crate motors from Ford Racing and Performance Parts.
The small block Ford engine uses a thin-wall cast iron block with a separate timing chain cover, made from aluminum. This feature differentiates it from later Cleveland, or 351-series engines, that use an integrated timing cover, cast in the block. All Windsors use 2-valve per cylinder heads regardless of whether they are "2V", "4V", or fuel-injected models. The 2V & 4V designations referred to the number of venturi (or barrels) in the carburetor, not valves per cylinder. The valves are in-line and use straight 6-bolt valve covers. Another simple differentiation between the Small Block and "335" Cleveland series is the location of the radiator hose the Windsor routed coolant through the intake manifold, with the hose protruding horizontally, while the Cleveland had the radiator hose connecting vertically to the engine block. The Cleveland and later "Modified" engines used a canted valve design, allowing for larger valves within the same 4" bore. Something worth noting was the fact that the Ford Engineers designed the Cleveland heads with the same bore spacing and head bolt configuration making it possible (with some light machine work) to bolt Cleveland heads to the Windsor block and in 1969 they did just that creating the Boss 302.
The oil routing in the engine block is unique in that a third passage is drilled parallel to the tappet passages. This passage ensures that oil reaches the main and cam bearings before the tappets, reducing the likelihood of lubricant starvation of the bearings (unlike the 351 Cleveland and the 385 series). The tappets are fed from an inverted 'V' passage cast in the rear under the intake manifold that connects with this passage and is sealed with a steel cap. The third oil passage is visible from the rear of the block with the transmission components removed. It is under and slightly right of the right bank tappet passage. The tappets on the left bank are the farthest from the oil pump and are last to be pressurized by oil upon a dry start. This gives an impression that there is insufficient lubrication, but this is normal and the noise ceases after several seconds of operation.
With the exception of the 289 HiPo, Boss 302 and 351W, all connecting rods use the same 5/16 in. dia. bolts. The rod forgings had undergone some changes throughout its history. The 221, 260 and early 289 (C2OZ-A and C3AE-D) rods used an oil squirt hole to lubricate the piston pin and rings. The oil squirt hole was discontinued in 1964. The same forging continued to be used up to 1967 and all were the same length (5.155 in.). The 302 used a shorter beam (C8OE-A 5.090 in.) but used the same cap up to 1970. In 1971 the cap design was changed from flanged to flat (D1OE-A). This was changed back to the flange design in 1988 due to fatigue failures from increased power output of fuel injection and continued until the end of production. The 289 HiPo and Boss 302 were the same length (5.155 in) used heavier beam and cap forgings and 3/8 in bolts but were machined differently. The former used square head bolts and square cut and the latter were spot faced for 'football head' bolts.
221
The first engine of this family, introduced for the 1962 model year as an option on the Ford Fairlane and Mercury Meteor, had a displacement of 221 cu in (3.6 L), from a 3.5 in (89 mm) bore and 2.87 in (72.9 mm) stroke, with wedge combustion chambers for excellent breathing. An advanced, compact, thinwall-casting design, it was 24 in wide, 29 in long, and 27.5 in tall (610 mm × 737 mm × 699 mm). It weighed only 470 lb (210 kg) dry despite its cast iron construction, making it one of the lightest and most compact V8 engines of its class. Although all of the 1962 through 1964 221-289 engines used a five-bolt bell housing, the block mount pads varied in length between the 221, and the 260-289 motors requiring different motor mounts to be used.
In stock form it used a two-barrel carburetor and a compression ratio of 8.7:1, allowing the use of regular (rather than premium) gasoline. Valve diameters were 1.59 in (40.4 mm) (intake) and 1.388 in (35.3 mm) (exhaust). Rated power and torque (SAE gross) were 145 hp (108 kW) at 4,400 rpm and 216 lb·ft (293 N·m) at 2,200 rpm.
The 221 was dropped after the 1963 model year.
The second version of the Windsor, introduced during the middle of the 1962 model year, had a larger bore of 3.80 in (96.5 mm), increasing displacement to 260 cu in (4.3 L). Compression ratio was raised fractionally to 8.8:1. The engine was slightly heavier than the 221, at 482 lb (219 kg). Rated power (still SAE gross) rose to 164 hp (122 kW) @ 4400 rpm, with a peak torque of 258 lb·ft (350 N·m) @ 2200 rpm.
In 1962 and 1963 valve diameters remained the same as the 221, but starting in 1964 they were enlarged to 1.67 in. (42.4 mm) (intake) and 1.45 in (36.8 mm) (exhaust). Rated power was not changed.
In 1963 the 260 became the base engine on full-size Ford sedans. Later in the model year its availability was expanded to the Ford Falcon and Mercury Comet. The early "1964½" Ford Mustang also offered the 260, although it was dropped by mid-year, as did the 1964-1966 Sunbeam Tiger Mk I. The 1967 Sunbeam Tiger Mk II used the 289 CID V8 (see 289).
The special rally version of the Falcon and Comet and early AC Cobra sports cars used a high-performance version of the 260 with higher compression, hotter camshaft timing, and a four-barrel carburetor. This engine was rated (SAE gross) 260 hp (194 kW) @ 5800 rpm and 269 lb·ft (365 N·m) @ 4800 rpm.
Ford dropped the 260 after the 1964 model year.
The 289 cu in (4.7 L) Windsor was also introduced in 1963. Bore was expanded to 4.0 in (102 mm), becoming the standard bore for most factory Windsor engines. The 289 weighed 506 lb (230 kg).
In 1963 the 289 was available in two forms: with a two-barrel carburetor and 8.7:1 compression, (SAE gross) rated at 195 hp (145 kW) at 4,400 rpm and 258 lb·ft (350 N·m) at 2,200 rpm. The two-barrel 289 replaced the 260 as the base V8 for full-sized Fords. The second form was the K-code listed below, in 1963 it was available only in the Fairlane.
In 1964 with a four-barrel carburetor and 9.0:1 compression, rated at 210 hp (157 kW) at 4,400 rpm and 300 lb·ft (407 N·m) at 2,800 rpm was available in Mercury Comets.
1964 1/2 (Early 1965) Mustang 289 D-code 4V Engine - The D-code V8 Mustang engine with the Autolite four-barrel carburetor was a rare engine. It was only offered as an option in the 1964 1/2 (Early 1965) Mustangs dated March - September 1964. Some characteristics setting the rare engine apart from other earlier V8s include:
The air cleaner decal was black, white and red in color (rather than black and orange). It read 289 cubic inch 4-V premium fuel.
The timing chain cover had three variations:
an oil filler neck;
a hole for an oil filler neck with a plug in it;
no oil filler neck or oil filler hole.
All D Code engines used an aluminum water pump.
D Code 289s used an Autolite 4100 4V 1.08 Venturi carburetor.
D Code 289s had 5 bolt holes for attaching the bell housing (later engines had 6 bolts).
Early D Codes utilized a generator and later D Codes utilized an alternator.
Both 1963 and 1964 versions had a five-bolt bell housing pattern that was different from later six-bolt units (Mustangs switched bolt patterns around August 3, 1964).
For 1965 the compression ratio of the base 289 was raised to 9.3:1, increasing power and torque to 200 hp (149 kW) at 4,400 rpm and 282 lb·ft (382 N·m) at 2,400 rpm. The four-barrel version was increased to 10.0:1 compression, and was rated at 225 hp (168 kW) at 4,800 rpm and 305 lb·ft (414 N·m) at 3,200 rpm.
Engine specifications were unchanged for 1966 and 1967. In 1968 the four-barrel 225 hp (168 kW) engine was dropped, leaving only the two-barrel now reduced back to 195 hp (145 kW).The HiPo 271 H.P. engine was also dropped, making room for the new for 1968 302 V-8. 1968 was the last year of production for the 289 in the U.S.
The 289 was also the engine for the first Australian Ford Falcon GT, the XR Falcon GT.
Ford 289 K-code engine in a Shelby GT 350. Note that the radiator hose connects to the intake manifold, a telltale Windsor feature.
A high-performance version of the 289 engine was introduced late in the 1963 model year as a special order for Ford Fairlanes. The engine is informally known as the "HiPo" or the K-code (after the engine letter used in the VIN of cars so equipped). Oddly, this engine was introduced in 1963 as the only 289 engine available in the intermediate Fairlanes. Lesser powered cars had the 260 engine in that year. Starting in June 1964, it became an option for the Mustang. NOTE: K-code Mercury Comets were the 210 HP 4 bbl carb engine not the High Performance engine as the K-code Fords.
The HiPo engine was engineered to increase performance and high-RPM reliability over standard 289 fare. It had solid lifters with hotter cam timing; 10.5:1 compression; a dual point, centrifugal advance distributor; smaller combustion chamber heads with cast spring cups and screw-in studs; low restriction exhaust manifolds; and a bigger, manual choke 595 CFM carburetor (std 289-4V was 480 CFM). The water pump, fuel pump, and alternator/generator pulley were altered; fewer vanes, extra spring, and larger diameter respectively; to help handle the higher engine speeds. Even the HiPos fan was unique. Bottom end improvements included thicker main bearing caps and balancer, larger diameter rod bolts, and a hardness tested and counterweighted crankshaft, all for high-rpm reliability. The HiPo carried SAE gross ratings of 271 hp (202 kW) at 6,000 rpm and 312 lb·ft (423 N·m) at 3,400 rpm.
The HiPo engine was used in modified form by Carroll Shelby for the 1965-1967 Shelby GT350, raising rated power to 306 hp (228 kW) at 6,000 rpm through use of special exhaust headers, an aluminum intake manifold, and a larger carburetor. The Shelby engine also had a larger oil pan with baffles to reduce oil starvation in hard cornering. Shelby also replaced the internal front press-in oil gallery plugs with a screw-in type plug to reduce chances of failure.
From 1966 to 1968, Shelby offered an optional Paxton supercharger for the 289, raising its power (on Shelby GT350s) to around 390 hp (291 kW).
The K-code HiPo engine was an expensive option and its popularity was greatly diminished after the 390 and 428 big-block engines became available in the Mustang and Fairlane lines, which offered similar power (at the expense of greater weight) for far less cost.
Note that there was also a 302 cubic inch 335 Series engine "302 Cleveland" produced by Ford Australia for the Australian market
In 1968 the small block Ford was stroked to 3.0 in (76.2 mm), giving a total displacement of 302 CI (4,942 cc). The connecting rods were shortened to allow the use of the same pistons as the 289. It replaced the 289 early in the 1968 model year.
The most common form of this engine used a two-barrel carburetor, initially with 9.5:1 compression. It had hydraulic lifters and valves of 1.773 in (45 mm) (intake) and 1.442 in (36.6 mm) (exhaust), and was rated (SAE gross) at 220 hp (164 kW) at 4,600 rpm and 300 lb·ft (407 N·m) at 2,600 rpm. Optional was a four-barrel version rated at 250 hp (186 kW) at 4,800 rpm.
For 1968 only, a special high-performance version of the 302 was offered for the Shelby GT350. Its main features included an angled, high-rise aluminum or iron intake manifold, a larger Holley four-barrel carburetor, and bigger valves of 1.875 in (47.6 mm) intake and 1.6 in (41 mm) exhaust. It had a longer-duration camshaft, still with hydraulic lifters. The block was a high-strength, higher nickel content design made in Mexico. "Hecho en Mexico" casting marks are present in the lifter valley, and its main strength was the appearance of much larger and stronger two-bolt main bearing caps on the engine's bottom end. The heads had special close tolerance pushrod holes to guide the pushrods without rail rocker arms or stamped steel guide plates. The combustion chambers also featured a smaller quench design for a higher compression ratio and enhanced flow characteristics. Additionally, high flow cast exhaust manifolds similar to those on the 289 Hi-Po K-code engine further improved output. Heavy-duty connecting rods with high strength bolts and a nodular iron crankshaft were also included in this package. Rated power (SAE gross) was estimated at 315 hp (235 kW) at 6,000 rpm and 333 lb·ft (451 N·m) at 3,800 rpm. The package, which cost $692 (USD) including some other equipment, was not popular and did not return for 1969. This engine was not a factory engine. Rather, like all Shelby Mustang engines, it was modified by Shelby American in their capacity as a vehicle upfitter. This special engine is well documented in the Ford factory engine repair manual for 1968 Mustangs and Fairlanes. This engine block is considered the strongest production 302 block other than the Boss 302 and the Trans Am 302. The heavy duty Mexican 302 block was produced for several more years, and even showed up on Ford trucks and vans throughout the late 1970s and early 1980s.
Personality (Angry, depressed, obsessive, etc): dooofwoooot
Photograph (If available):
uuhhhhhhh.....uhhhhhhhhhhhhh...uuuuuhh.....uhhhhhhh..... you know...................have a good day.
- 311
- United Kingdom
- GTDriver1230
I don't know if this has been suggested before but could we have (somewhere) the story of the entire RP?
It might be nice to look back at some of the events that has happened on the sessions.
It might be nice to look back at some of the events that has happened on the sessions.
I think it would be a good idea. It could help the newer people catch up and at the same time make a story that everyone can contribute to.
- 1,793
- Xanadu
I suppose that's a good idea, but I sure as hell don't want to be the one to type it up and keep it updated. If someone or wants to type it and keep it updated, I'd love to have it in the OP. But again, I don't want to be the one to handle typing the stories of everyone and keeping it updated. That's just too much work.
EDIT: Event will be at 3:00
EDIT 2: Or at the rate if this traffic 3:30
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Shanerygan
(Banned)
- 2
- Dublin
- Shanerygan
Out Of Character (OOC)
Name: Shane Regan
Age: Twelve.
PSN: Shanerygan
Role Play experience: I have roleplayed a lot on many different forums, but have never roleplayed ingame before.
In Character (IC)
Name: Greg Peterson.
Age: Twenty-eight.
Job/Career/Money Source: Inheritance, Hitman/Vigilante.
Bio:
Greg Peterson, since a young age has been in love with the police. His father was a policeman, and an extremely rich, successful one. He sadly died in a gunfight when Greg was 15. His mother would never talk to him about his father, and passed away not long after. Greg vowed from then on to continue his fathers work. Little did he know, his fathers work wasn't all stopping criminals and helping citizens.
His father was corrupt. The FIB was corrupt. Who wasn't corrupt? They killed off all who tried to stop them, and covered them up. Thats how The Agency was formed.
The Agency is a group of ex-policemen turned vigilante hitmen. They spend their time hunting down corrupt FIB agents and criminals. If the FIB isnt going to do anything, The Agency will.
Personality:
Greg is a very determined, mentally scarred and furious person. His life is spinning fast out of control and he is hungry for retribution.
Photograph:
PS: Im not going to say I am the maturest around. I am a bit silly sometimes, but im mature when I need to be, especially around other people. Also, I really enjoy chicken nuggets, so thats a bonus.
Sorry to bother... But still waiting approval/denial. Thanks.
- 1,793
- Xanadu
Better yet - why do you have 2 accounts? I know that on one account you were rejected for not including hardly anything. It's good that I'm seeing an improvement, but c'mon.
This is making very little sense to me. The only thing I notice, really, is that his parents are dead. His father was corrupt. How? The FIB was corrupt. How did that effect Greg's father if he's a simple police man? How did Greg go from being "in love with the police" to a hitman/vigilante? Who is "The Agency?" Are they Merryweather? Was Greg the one who founded the Agency? Yada yada. Normally I'd say "maybe I'm asking for too much detail" but this seems pretty random. I don't know where the Agency came from or who they are, or hardly anything else.Out Of Character (OOC)
Name: Shane Regan
Age: Twelve.
PSN: Shanerygan
Role Play experience: I have roleplayed a lot on many different forums, but have never roleplayed ingame before.
In Character (IC)
Name: Greg Peterson.
Age: Twenty-eight.
Job/Career/Money Source: Inheritance, Hitman/Vigilante.
Bio:
Greg Peterson, since a young age has been in love with the police. His father was a policeman, and an extremely rich, successful one. He sadly died in a gunfight when Greg was 15. His mother would never talk to him about his father, and passed away not long after. Greg vowed from then on to continue his fathers work. Little did he know, his fathers work wasn't all stopping criminals and helping citizens.
His father was corrupt. The FIB was corrupt. Who wasn't corrupt? They killed off all who tried to stop them, and covered them up. Thats how The Agency was formed.
The Agency is a group of ex-policemen turned vigilante hitmen. They spend their time hunting down corrupt FIB agents and criminals. If the FIB isnt going to do anything, The Agency will.
Personality:
Greg is a very determined, mentally scarred and furious person. His life is spinning fast out of control and he is hungry for retribution.
Photograph:
PS: Im not going to say I am the maturest around. I am a bit silly sometimes, but im mature when I need to be, especially around other people. Also, I really enjoy chicken nuggets, so thats a bonus.
- 311
- United Kingdom
- GTDriver1230
Thinking about it, I don't think a single person can do it since said person won't be on every lobby to date. I'd say that to make one big story, everyone could make a small summary of each character's story in each lobby then I can maybe bring it all together. I'm not sure if there's a character limit on here but should the story (start to) exceed the limit, it may go on another site that the OP links to.
- 245
- Ireland
- Volchelkin
I'm not sure if I could remember all of what David did in the previous events, but i'll definitely try. That is, if we go along with this idea.
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- 311
- United Kingdom
- GTDriver1230
Just to check, is there a lobby up right now?
- 245
- Ireland
- Volchelkin
Don't think so.
- 311
- United Kingdom
- GTDriver1230
Hmm okay. I'll wait around then and hopefully it will start sooner or later.
- 245
- Ireland
- Volchelkin
Is the event cancelled today, then?
- 245
- Ireland
- Volchelkin
Not yet.
- 245
- Ireland
- Volchelkin
No idea, actually.
- 311
- United Kingdom
- GTDriver1230
I'm guessing that it's due to the fact that we're heading towards Christmas so some might be busy preparing towards that. Having said that, I can also guess that events should start up again after Christmas.
- 1,793
- Xanadu
This. At 11, this morning, only 2 people were on that were members. Yesterday, 3. I assume everyone is just away for Christmas, so I haven't been pressuring the group to join.
- 2,964
- Buckinghamshire
- GTP_Snorevette
I'm not away for christmas but my PS3 has been refusing to connect to PSN (again). Yesterday I was online for a while and then my sister reset the router without telling me and I couldn't reconnect. 
- 5,398
- Buenos Aires
Do we need to have a mic or anything? If so, you may as well skip my application, lol.
Out Of Character (OOC)
Name: Lucas
Age: 21
PSN: clonosaurio
Role Play experience: None.
In Character (IC)
Name: Luke De Sanctis
Age: 23
Job/Career/Money Source: Possible street racer, previously Downtown Cab Company's best driver. Consistently praised for being a clean racer.
Bio (description of your characters past, present, and future goals): Born in Blaine Conuty, raised in Grapeseed, near the Alamo Bay. Developed an interest in cars as a small child. At 8, drove his first vehicle, a dirt buggie. At 10, rode a dirt bike. At 12, stole his first motorcycle from an unsuspecting neighbor who was on vacations. The motorcycle disappeared for five months before reappearing on December 25th that year, at said neighbor's garage. Moved to Los Santos County in his 15th birthday. Escaped from his house weeks later. Found sleeping under the Los Santos Highway, in La Puerta. Sent to live with his grandparents in Sandy Shores immediately. Developed a close connection with them, constantly running errands for them in their family estate wagon. Soon enough found himself making deliveries for the residents of Sandy Shores. Suspected of illegal deliveries during his tenure as a delivery-boy. No evidence found on the subject. Returned to Los Santos County after his grandmother died in a robbery, during which his grandfather killed the shooter and committed suicide. Following the incident, De Sanctis rarely speaks about his past and his personal life. After his parents divorced when he was 21, De Sanctis moved away from his mother's house, finding a job as a taxi driver for Downtown Cab Co.. Accused of running over a Vagos gang member while on night shift, trying to help a homeless man from being beaten to death, as stated in a letter found in his abandoned taxi. Is currently holder of a record three Employee of the Year awards. He also holds the record for winning Employee of the Year award with the less time spent on duty: two months. Has not been sighted since the incident by co-workers and family alike. Rumoured to be a street racer in Los Santos.
Personality (Angry, depressed, obsessive, etc): Twisted sense of humor. Easily upset. Obsessive to details that matter to him. Has been sighted parking parallel to the street when dropping off passengers, even if the situation doesn't demand it. Holds little respect for police, even less for criminals. Paranoid of suspicious drivers and persons around him. Manages to keep an unbeat behavior despite the aforementioned issues.
Photograph (If available): Here's where I'd put chicken nuggets, if I had any.
Out Of Character (OOC)
Name: Lucas
Age: 21
PSN: clonosaurio
Role Play experience: None.
In Character (IC)
Name: Luke De Sanctis
Age: 23
Job/Career/Money Source: Possible street racer, previously Downtown Cab Company's best driver. Consistently praised for being a clean racer.
Bio (description of your characters past, present, and future goals): Born in Blaine Conuty, raised in Grapeseed, near the Alamo Bay. Developed an interest in cars as a small child. At 8, drove his first vehicle, a dirt buggie. At 10, rode a dirt bike. At 12, stole his first motorcycle from an unsuspecting neighbor who was on vacations. The motorcycle disappeared for five months before reappearing on December 25th that year, at said neighbor's garage. Moved to Los Santos County in his 15th birthday. Escaped from his house weeks later. Found sleeping under the Los Santos Highway, in La Puerta. Sent to live with his grandparents in Sandy Shores immediately. Developed a close connection with them, constantly running errands for them in their family estate wagon. Soon enough found himself making deliveries for the residents of Sandy Shores. Suspected of illegal deliveries during his tenure as a delivery-boy. No evidence found on the subject. Returned to Los Santos County after his grandmother died in a robbery, during which his grandfather killed the shooter and committed suicide. Following the incident, De Sanctis rarely speaks about his past and his personal life. After his parents divorced when he was 21, De Sanctis moved away from his mother's house, finding a job as a taxi driver for Downtown Cab Co.. Accused of running over a Vagos gang member while on night shift, trying to help a homeless man from being beaten to death, as stated in a letter found in his abandoned taxi. Is currently holder of a record three Employee of the Year awards. He also holds the record for winning Employee of the Year award with the less time spent on duty: two months. Has not been sighted since the incident by co-workers and family alike. Rumoured to be a street racer in Los Santos.
Personality (Angry, depressed, obsessive, etc): Twisted sense of humor. Easily upset. Obsessive to details that matter to him. Has been sighted parking parallel to the street when dropping off passengers, even if the situation doesn't demand it. Holds little respect for police, even less for criminals. Paranoid of suspicious drivers and persons around him. Manages to keep an unbeat behavior despite the aforementioned issues.
Photograph (If available): Here's where I'd put chicken nuggets, if I had any.
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- 245
- Ireland
- Volchelkin
Oh, by the way, is the date in the roleplay the same as IRL? Like, it's the 23rd of December today, so would it be the 23rd in the roleplay?
EDIT: Nevermind.
EDIT: Nevermind.
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