Issuu on Google+

HRM1216

WILD WIDEBODY

CAMARO

HOT ROD VIPER TAKES ON PIKES PPEAK EAK

$699 AMC IN TRANS-AM // HOT ROD VIPER AT THE PEAK // CHEAP TURBOS REVEALED

TURBO KITS

POWERFUL. UNRULY. UNSAFE?

SOME PARTS ARE AWESOME OTHERS ARE DOWNRIGHT TERRIBLE HOT ROD TELLS THE FULL STORY

HRM1216

// THE SAGA OF AMC’S TRANS-AM TEAM // ALLISON V12-POWERED MARATHON BOAT // THE ’67 FAIRLANE FORD COULD HAVE BUILT // BUILD A BLOW-THROUGH CARB—CHEAP! WILDEST CAMARO

AMAZON TURBOS

NOVA RESCUED

LOST JJUNKYARDS

H HEMI SWAP HELP

DECEMBER 2016


EVERYTHING YOU NEED IS EVERYTHING WE’VE GOT

Chevrolet Performance is a proud sponsor of the Hot Rod Engine Masters Challenge

Green-light your project car with parts, components, and accessories from Chevrolet Performance. Designed, engineered, tested, and backed by Chevrolet,* our extensive portfolio of factory-engineered crate engines, transmissions, vehicle-specific parts, and powertrain components is sure to heighten the personalization, performance, and capability of your Chevrolet. FOR OUR COMPLETE PERFORMANCE PARTS COLLECTION, VISIT CHEVROLET.COM/PERFORMANCE *Some accessories are from an independent supplier. GM-licensed and associated accessories are covered under the accessoryspecific manufacturer’s warranty and are not warranted by GM or its dealers. GM is not responsible for the safety or quality of independent supplier alterations. ©2016 General Motors. All rights reserved. The marks appearing in this ad are the trademarks or service marks of GM, its subsidiaries, affiliates, or licensors.


ENGINES Get moving with an impressive lineup of engines from Chevrolet Performance. From small- and big-block V8s to LS-series and Connect & Cruise packages—which include engine, transmission, and other key components—you’ll find engines that adhere to the same rigorous standards as production-vehicle parts.

TRANSMISSIONS Shift gears with confidence and get the power to the ground with a range of factoryengineered transmissions perfectly paired to the torque output of your engine.

VEHICLE-SPECIFIC PARTS From the all-new 2016 Camaro to the track-bred Corvette Z06 and tough-as-nails Silverado, Chevrolet Performance offers an array of vehicle-specific parts to enhance the performance and style of your ride.

COMPONENTS A powerful engine and transmission are just part of the equation. To get your car moving and complete your project, Chevrolet Performance offers a wide variety of vehicle components to finish the job right.


HOTROD.COM EVERY DAY

52

64

ON THE COVER: The cheap turbo has swept the hot rodding world like wildfire. These budgetfriendly boost-adders make power like you can’t believe, and it’s about time HOT ROD got ahold of one of these snails to bring you the whole story. Photography by Jorge Nuñez.

18 84

74

100 90

Contents

52] Allison V12-Powered Marathon Boat 64] The Facts About Cheap Turbo Kits 10] Land-Speed Racing Is a Good Kind of Slow 74] Build a Blow-Through Carb on the Cheap 12] The Rear-Engined Funny Car’s Beginning and End 83] Making Friends in Rush-Hour Traffic 14] HOT ROD Through the Years 84] Stance/Proportion Musts For Your Next Project 16] Barn-Find Cars—and Train Stations? 86] Testing Proper Brake-System Pressure 18] Roadster Shop Builds a Wild, Widebody Camaro 90] HOT ROD Rescues a Power-Robbed Nova, Pt. 3 26] HOT ROD Viper Takes on Pikes Peak 100] Can You Fit a Hemi? We Measured For You! 34] The ’60s Competition Fairlane Ford Should’ve Built 106] Cool Parts For Your Ride 42] The Saga of AMC’s Trans-Am Championship 113] Freiburger’s World

CONNECT WITH US: HOTROD@HOTROD.COM


Since when are you the sit-at-home type? Get out there and show us what you’ve got with the BFGoodrich® g-Force™ COMP-2™ A/S. It’s our best ultra-high performance all-season tire ever.

BFGoodrichTires.com/C2AS

© 2016 MNA, Inc. All rights reserved.


“D

RAG RACING IS A COMBINATION OF MANY THINGS — HOBBY, RECREATION, BIG BUSINESS, SCIENCE, CHALLENGE, AND CRUSADE.

HOT ROD MAGAZINE EDITOR 1949-1960

The Countdown to the Championship Is On! OCT. 13 - 16

OCT. 27 - 30

NOV. 10 - 13 (Except Texas)

TV Schedule (All times subject to change) Dallas FS1 LIVE: Sunday 10/16/2016 Finals - 2:00 PM - 5:00 PM ET / 11:00 AM - 2:00 PM PT

BUY TICKETS at NHRA.com/tickets, or call 800-884-NHRA

Las Vegas FS1 LIVE: Sunday 10/30/2016 Finals - 4:00 PM - 7:00 PM ET / 1:00 PM - 4:00 PM PT Pomona FS1 LIVE: Sunday 11/13/2016 Finals - 4:00 PM - 7:00 PM ET / 1:00 PM - 4:00 PM PT

THRILL•SEEKER ENTER FOR A CHANCE TO WIN A VIP NHRA FAN EXPERIENCE FOR TWO WITH DON SCHUMACHER RACING AT THE 2017 WINTERNATIONALS IN POMONA, CA. ®

Visit www.goodyearwinningrecordsweeps.com to enter by 11/28/16. NO PURCHASE OR PAYMENT OF ANY KIND NECESSARY TO ENTER OR WIN. A PURCHASE/PAYMENT WILL NOT INCREASE YOUR CHANCES OF WINNING. Open to legal residents of the 50 US/DC, 21+. Void elsewhere and where prohibited. Begins 9/30/16 at 12:00:01 a.m. EDT and ends at 11:59:59 p.m. EDT on 11/28/16. GRAND PRIZE (1): Trip for two to a VIP Experience with the Don Schumacher Racing Team in CA. ARV: $6,000. FIRST PRIZES (10): Elite Goodyear Prize Pack. ARV: $100 each. SECOND PRIZES (20): Goodyear Prize Pack. ARV: $50 each. Odds of winning depend on the number of eligible entries received. See Official Rules at goodyearwinningrecordsweeps.com for details. Sponsor: The Goodyear Tire & Rubber Company, 200 Innovation Way, Akron, OH 44316. Goodyear.com ©2016 The Goodyear Tire & Rubber Company. All Rights Reserved. NHRA, the NHRA logo and WINTERNATIONALS are registered trademarks of the National Hot Rod Association and used with permission. All rights reserved.


EDITORIAL Network Content Director Douglas R. Glad Editor-in-Chief Evan Perkins Managing Editor Phil McRae Senior Technical Editor Marlan Davis Senior Editor Thom Taylor Feature Editor Brandan Gillogly Video Host & Producer Mike Finnegan Tech Center Manager Calin Head ART DIRECTION & DESIGN Creative Director Edwin Alpanian Assistant Art Director Jonathan Gray Assistant Art Director Steve Hernandez ON THE WEB CarCraft.com CircleTrack.com ClassicTrucks.com HOTROD.com MoparMuscleMagazine.com MuscleCarReview.com StreetRodderWeb.com MANUFACTURING OPERATIONS VP, Manufacturing Operations Greg Parnell Archivist Thomas Voehringer SUBSCRIPTION SERVICES Email hotrodmagazine@emailcustomerservice.com, call 800/800-4681 (386.447.6385 international), or write to Hot Rod, P.O. Box 420235, Palm Coast, FL 32142-0235. Please include name, address, and phone number on any inquiries. For change of address, six weeks’ notice required. Send old as well as new address to HOT ROD, P.O. Box 420235, Palm Coast, FL 32142-0235. Occasionally our subscriber list is made available to reputable firms offering goods and services we believe would be of interest to our readers. If you prefer to be excluded, please send your current address label and a note requesting to be excluded from these promotions to TEN: The Enthusiast Network, LLC, 831 S. Douglas St., El Segundo, CA 90245, Attn: Privacy Coordinator. Canada Post: Return undeliverable Canadian addresses to IMEX Global Solutions, P.O. Box 25542, London, ON N6C 6B2. ADVERTISING INFORMATION Please call HOT ROD Advertising Department at 310/531-9183. Related publications include Car Craft, Circle Track, Classic Trucks, Engine Masters, Hot Rod Deluxe, Mopar Muscle, Muscle Car Review, and Street Rodder. Reprints: For high-quality custom reprints and eprints, please contact The YGS Group at 800.290.5460 or TENreprints@theygsgroup.com. Back issues: To order back issues, visit TENbackissues.com. Any submissions or contributions from readers shall be subject to and governed by TEN: The Enthusiast Network’s User Content Submission Terms and Conditions, which are posted at http://enthusiastnetwork.com/submissions/. Copyright 2016 by TEN: The Enthusiast Network Magazines, LLC. ALL RIGHTS RESERVED PRINTED IN THE U.S.A.

ADVERTISING General Manager Jeff Dahlin Associate General Manager Brian Cox Advertising Operations Manager Christy Tryon Advertising Coordinator Patty Ludi General Manager’s Assistant Mimi Hirata To advertise on this magazine’s website, or any of TEN: The Enthusiast Network’s other enthusiast sites, please contact us at AM-advertising@enthusiastnetwork.com WEST Los Angeles: 831 S. Douglas St., El Segundo, CA 90245; Mark Dewey; Scott Timberlake; 310.531.9900 Irvine: 1821 E. Dyer Rd., Suite 150, Santa Ana, CA 92705; 949.705.3100 EAST New York: 261 Madison Ave., 6th floor, New York, NY 10016; Jim Keplesky, 212.915.4000 NORTH Detroit: 4327 Delemere Court, Royal Oak, MI 48073; Joe Didato, 248.594.2542 MIDWEST Chicago: Jen Wittman, 310.531.9896 SOUTHEAST Brit White, 813.675.3479 SOUTHWEST Glenda R. Elam, 626.695.5950 TEN: THE ENTHUSIAST NETWORK, LLC Chairman Peter Englehart Chief Executive Officer Scott P. Dickey Chief Financial Officer Bill Sutman President, Automotive Scott Bailey EVP/GM, Sports & Entertainment Norb Garrett Chief Marketing Officer Jonathan Anastas Chief Commercial Officer Eric Schwab Chief Creative Officer Alan Alpanian EVP, Operations Kevin Mullan VP, Editorial & Advertising Operations Amy Diamond SVP/GM, Performance Aftermarket Matt Boice VP, Financial Planning Mike Cummings SVP, Automotive Digital SVP, Aftermarket Automotive Content SVP, In-Market Automotive Content SVP, Digital, Sports & Entertainment SVP, Digital Advertising Operations SVP, Marketing

Geoff DeFrance David Freiburger Ed Loh Greg Morrow Elisabeth Murray Ryan Payne

CONSUMER MARKETING, ENTHUSIAST MEDIA SUBSCRIPTION COMPANY, INC. SVP, Circulation Tom Slater VP, Retention & Operations Fulfillment Donald T. Robinson III


STARTING LINE

Salt-Flat Racing Happens at a Different Pace I’ve spent a good chunk of my life and career around drag racing, but this summer—for the first time—I spent seven days on the salt for the famed SCTA Speed Week at Bonneville. This was the first time the salt had been good enough to support racing in three years, and the pent-up energy in the pits from racers hell bent to test the boundaries of speed was palpable. People were so happy just to be back. From my quarter-mile frame of reference, the pace of Speed Week is decidedly different. It’s… slower. Longer runs make for a longer return road, and the distance from the pits to the starting line is pretty big, too. The general expansiveness of the place certainly slows down the pace, but it’s more than simply a time or distance thing. There is a certain relaxed vibe that permeates the landspeed-racing culture that simply isn’t found in any other form of motorsports I’ve encountered. It’s refreshing. Drivers and crews seemed at ease, even when things broke, and there wasn’t the mad thrash to get things repaired—like, yesterday. I saw teams sit around the

car to assess, diagnose, and theorize solutions to breakdowns— bench-racing ideas to make their rides go faster. That isn’t to say guys don’t wrench their you-know-whats off, as some of these teams work their hands to the bone, changing engines, transmissions, and accomplishing every other trackside fix imaginable—all the while getting covered with two kinds of salt: the stuff that oozes from your pores in the 90-plus-degree desert air and the kind that comes from the track surface and attaches itself to virtually everything you own. Because of the way SCTA structures Speed Week, qualifying and record runs happen on the racer’s time, albeit with a mandatory impound in between. There’s no mad rush to make qualifying or get the car fixed between elimination rounds. There are simply seven days on the salt: seven glorious days to push for immortalization in the record book—your legacy written in salt. It seems a strange anecdote to say land-speed racing is slow. But, in the very best way, it is. hHOTROD.COM/Evan-Perkins

CONNECT WITH US: HOTROD@HOTROD.COM 10 HOTROD.COM/2016/DECEMBER/

IN MY OPINION Where Are the kids? I spent a week at Bonneville for SCTA Speed Week and didn’t see many youngsters on the salt. Hmmmm, how can we get the kids into landspeed racing? Driving Projects Are More Fun My 1971 C10 is the most fun project I own. Not because it’s the fastest or best looking, but because it’s always ready to go for a drive. Quick, weekend upgrades have kept it on the road, me behind the driver seat, and garnered an ever-evolving appreciation for the truck. Salt Gets Everywhere Brandan Gillogly warned me that salt from Bonneville gets everywhere. He was right. Every morning I find a new, salty snowball on my driveway despite pressure-washing the undercarriage of my daily driver— twice. Dare to Be Different I promised to bring the Dare to Be Different section back to HOT ROD. It takes a few months to do that, but I’m overwhelmed by how many awesome, crazy rides we’ve already found!

hHOTROD.COM/B O O CO /Brandan-Gillogly

S Speed Week at Bonneville is my B favorite event of fa tthe year, second would have to w be b Drag Week™. Both are filled B with w hundreds of o competitors who w are out there for fo nothing more than the spirit of t competition. c

hHOTROD.COM/Elana-Scherr

I missed Freiburger, so I jumped in the Opel and drove over to Roadkill.com to make sure you get even more wrenching and daily driver stories.

hHOTROD.COM/Thom-Taylor

While at the Woodward Dream Cruise in Detroit, the car getting by far the most attention was a nice Batmobile clone.


INTRODUCING THE CLUB FOR ALL THINGS HOT ROD! Basic Membership includes: i Annual digital subscription to HOT ROD magazine available on any device, any time, anywhere! i Members-only discounts on other hot rod fueled magazines. i Access to a nationwide network of discounts that let you save hundreds of dollars a month on partners in categories like: 5ihcach]jYFYghUifUbhgGdcfh]b[;ccXgHfUjY` ;]Zh7UfXg9`YWhfcb]Wg9bhYfhU]baYbh5B8ACF9! i VIP benefits exclusively for The Hot Rod Club members. i Members-only content and early access to stories and projects from the HOT ROD magazine staffers.

Platinum Membership includes:

BECOME A CHARTER MEMBER TO START YOUR BENEFITS TODAY!

i All the great benefits of the basic level. i Annual PRINT subscription to HOT ROD magazine. i Access to the HOT ROD Archives, with more than 65 years of HOT ROD magazine!

JOIN TODAY! CALL 1-855-346-8763 OR LOG ON TO CLUB.HOTROD.COM


WHERE IT ALL BEGAN

The Beginning of the End of the Rear-Engine Funny Car

12 HOTROD.COM/2016/DECEMBER/


Behold the best great attempt at what has become the archetype for Top Fuel dragsters: the rear-engine race car. HOT ROD related Tom McEwen’s catastrophic Lions crash in a rear-engine Barracuda a few years back; it flew, you know, like an airplane. But that didn’t stop racers from continuing to tickle the rear-engine Funny Car paradigm. “Big” Jim Dunn and Joe Reath had Woody Gilmore construct this ’Cuda Funny Car in late-1971. Dunn was well aware of the idiosyncrasies, shall we say, of rear-engine floppers having crewed on Doug Thorley’s Javelin I, witnessing driver Bob Hightower flip over backward launching at Irwindale in 1969. Gilmore built that car, too, so everyone involved knew the spookiness factor. Still, it was met with great success in Top Fuel, keeping the driver out of harms way to boot. Why shouldn’t it work in Funny Car? Over its two-year run, the ’Cuda sported different-length spoilers both front and rear, as well as several air-intake methods, including different roof-mounted scoops and later through both sides of the windshield. Gilmore and Dunn also experimented with adding weight to the front to keep it from experiencing the same fate as Thorley’s Javelin. It won best engineered at Lions Drag Strip’s Grand Premiere in 1972, but almost flipped over in the lights. A couple of runnerup wins at regional tracks and an NHRA Division 7 win at Bonneville Raceway led to its triumphant Funny Car win at Ontario’s 1972 NHRA SuperNationals. Running a 392 Hemi, Dunn switched between a direct-drive with a reverser and a two-speed, due more to the match-race need for a reverser versus the performance of direct-drive. Its best time was a 6.44 e.t. It won a number of races in 1973, before Dunn reverted to a conventional Funny Car layout for 1974. Speaking to National Dragster’s Phil Burgess, he said, “You had to be a real chicken. The car would go straight as an arrow four runs in a row, and then on the fifth run, that son of a bitch would turn left—four runs, and it would turn right. It was like a go-kart; my feet were on the front axle. It was scary. It did things for no reason with no warning.” This reporter once spoke to Top Fuel driver Connie Kalitta about this, and he said in a front-engine Funny Car, the driver sits in the middle and feels the car telegraphing when it’s about to get out of shape. With a rear-engine car, he feels the driver is too far forward to feel the telegraph, and when he does sense the car getting out of shape, it already is. Featured prominently in the movie Funny Car Summer, there has never been another rear-engine Funny Car national event winner before or since. hHOTROD.COM/Thom-Taylor

HOTROD.COM/2016/DECEMBER/ 13


RODDIN’ @ RANDOM

HOT ROD Archives

The HOT ROD Archives

1996 20 YEARS AGO

December 1996 (140 pages, $3.25): Petersen’s ad guys hit a couple of grand slams here, beginning with a three-page Craftsman spread printed on the backside of this fold-out cover. They sold Dodge a special Dakota insert that unfolded as eight color ad pages, immediately followed by a perforated postcard enabling readers to enter a sweepstakes. Perhaps coincidentally, the cover car is the Sidewinder roadster concept of a new—surprise—Dodge Dakota. Four months of drifting without an editor ended with the return of Ro McGonegal, a former HRM, Car Craft, and Motor Trend staffer (whose byline still appears in several of our sister titles).

1976

40 YEARS AGO

December 1976 (128 pages, $1.25): While our focus was finally returning to performance, this package brought coverage of two advertiser-sponsored van buildups: Coca-Cola’s Denimachine (Part 4: Line your walls with Levi’s!) and BFG’s Future Shock (Part 5: Install three bubbling water columns!). The pictured 258-inch Chevy pushed Jerry Kugel’s featured 1929 highboy to 234 mph and Bonneville’s D/Fuel Roadster record. Publisher Holly Hedrich devoted his column to Linda Vaughn’s last laps as Miss Hurst Golden Shifter. Celebrity spokesman Bill Cosby starred in a two-page Ford parts ad. HOT ROD Mart offered Tech Editor C.J. Baker’s 1968 454 Chevelle for $4,000; a 327-powered 1955 Chevy, $1,350; a 1970 Boss 302, $4,500; a 429 1971 Mach I, $2,850; and a 1969 Six-Pak 440 Road Runner (“a collector’s item”), $3,000.

60 YEARS AGO

1956 14 HOTROD.COM/2016/DECEMBER/

ITED UNLIM E ARCHIV ! ACCESSry issue

ge of eve r Every pa me One, Numbe lu o V ce n si 8) can bem4 19 . n a One (J latinu nline by P T viewed o mbers of the HO e m l leve n up at ig S . b lu ROD C tRod.com. Club.Ho

December 1956 (76 pages, 25¢): The cover story promoted an episode of The Life of Riley entitled “Juvenile Delinquent.” William Bendix (left) and Wesley Morgan (right) costarred in the popular TV comedy. Cameo appearances were made by HOT ROD and Editor Wally Parks. Rather than proclaim any one hottest “Hot One for ’57,” Tech Editor Racer Brown praised unprecedented new-car performance across all makes. Racer also guided readers through the 17 stages of modification needed to increase a stock Mercury V8 from 312 ci and 177 hp to 342 ci and the “honest” 303 hp recorded on Edelbrock’s dyno. hDave Wallace


©2016 Edgewell

A SHOWDOWN FOR SKIN SUPREMACY

®

FREE YOUR SKIN®

The new Schick Hydro® is designed like no other razor to knock out irritation. Its protective gel reservoir delivers 40% less friction than a lube strip.* So leave your face undefeated with Schick Hydro. *Average vs. Quattro Titanium lube strip


RODDIN’ @ RANDOM

TOUGH

Clear, Serious Strength

Automotive Archaeology Train Station in the Junkyard?!

EPOXY

For the Toughest Jobs on Planet Earth®

www.gorillatough.com ©2016 The Gorilla Glue Company

Ryan Brutt

Sometimes you get lucky and two worlds collide. In addition to traveling the country hunting old Detroit iron, I’m also into everything from steam to streamliner diesel trains—especially old/abandoned train lines and equipment. Following up on a lead, I ended up at a private yard that included an old railroad right-of-way and even the station! The owner allowed me to walk around and photograph the place. He walked me through one of the old barns where there was an old 1950s Ford truck and a first-gen Firebird reposing in wooden stalls. But the old train station was in the yard. When the railroad line was discontinued,

the owner bought the line next to his property, including the station, and expanded around it. At the time the line was pulled up, the owner got the job of scrapping it out, which is why piles of old railroad signals and more are littered around the place. One of the most unique and interesting vehicles in the whole place wasn’t even a muscle car or hot rod. Instead, it was a late1970s Dodge crew-cab, ramp truck! This thing was decked out with Hemi-orange paint and a 440 under the hood. It had to have been someone’s serious race truck. If anyone knows this truck’s history, email me at TheAutoArchaeologist@yahoo.com. hRyan Brutt


R

E S T O R I N G

A

M E R I C A N

H

I S T O R Y

“Hello, I just wanted to give praise to your company and the great job you do. In a world that seems to lack in customer service, as well as a complete business plan, your company is head and shoulders above the rest. Being a long time car restorer, tech advisor and a shop supervisor, it is a pleasure to deal with a company of your quality. Through the years I have tried other companies but your company is the best... Once again thanks for providing a great service to the car hobby.” Brent B. — Iowa

Make your dream happen. 4 LOCATIONS NATIONWIDE • HUGE IN-STOCK INVENTORIES 24/7 PHONE SUPPORT • LOW SHIPPING RATES

65-73 MUSTANG

67-73 COUGAR

67-81 FIREBIRD / TRANS AM

79-04 MUSTANG

67-81 CAMARO

64-87 CHEVELLE MALIBU / EL CAMINO

48-96 F-SERIES TRUCK

66-96 FORD BRONCO

64-72 GTO / TEMPEST / LEMANS

47-98 CHEVROLET C/K - 1/2 TON TRUCK

55-57 THUNDERBIRD

FREE

Parts Catalogs Call 24/7

Restoration/Performance Parts & Accessories

800-874-7595

VISIT US AT WWW.NATIONALPARTSDEPOT.COM

4 LOCATIONS WALK IN HOURS Mon. - Fri. 8am-7pm Sat. - Sun. 9am-5pm

FLORIDA DEPOT 800-874-7595 900 SW 38th Ave Ocala, FL 34474

MICHIGAN DEPOT 800-521-6104 2435 S Haggerty Rd Canton, MI 48188

N CAROLINA DEPOT 800-368-6451 7000 MacFarlane Blvd Charlotte, NC 28262

Copyright © 2016 by National Parts Depot, All Rights Reserved

CALIFORNIA DEPOT 800-235-3445 1376 Walter St #1 Ventura, CA 93003


Roadster Shop’s Widebody 1970 Camaro Track Weapon

Brandan Gillogly

hHere’s a trend we can get behind. Take a car that’s already low and wide, make it even lower and wider, give it supercar levels of naturally aspirated power, a suspension that can put it to use, and more Hoosier race rubber than you can scrape off all four lanes at zMAX Dragway. That was the basic formula the Roadster Shop used to build “Rampage,” a 1970 Camaro, in its Mundelein, Illinois, shop. Here’s how it went down.

CONCEPT

The path that led to the Rampage Camaro began years ago when Roadster Shop co-founder Jeremy Gerber had an idea for a “wicked widebody” car. Jeremy selected a second-generation Camaro because

18 HOTROD.COM/2016/DECEMBER/

Robert McGaffin

it wasn’t quite as blasphemous to cut one up as opposed to a moreiconic 1969 Camaro or Mustang SportsRoof. Artist Chris Gray put the idea to paper as a line drawing, not much more than a sketch. It was everything Jeremy had envisioned. “I had a look, we just had to build it,” Jeremy told us. A repeat Roadster Shop customer caught a peek at the sketch and it inspired him as well. Chris soon had a full rendering completed, with aerodynamic upgrades and the proper stance. He was sold. It was time to get things moving.

DONOR

The 1970 Camaro SS that would be Rampage rolled into the Roadster Shop looking ratty—but intact—and remarkably straight. It sat


[While it features thousands of fabrication hours, the donor car’s roof, quarters, and doorskins remained intact. The Roadster Shop’s Chad Glashagel led the build with Joe Matgnani supplying his talents during both fabrication and assembly.

in the desert heat for years, the top half of the car orange from rust blooming through the sunbaked paint. Disassembly showed the floorpan was in a similar condition, with just a bit of rust. The floor could have been salvaged for a restoration, but that was not what was in store for Rampage. After returning from the mediablaster, steel tubing was used to reinforce the body, and the floorpan, inner rear wheeltubs, and trunk bulkhead were cut out.

CHASSIS AND SUSPENSION

With the car reduced to a shell, it was moved to the chassis table so the rendering could take shape. Ride height was visualized by placing the tires under what was left of the Camaro’s body. With ride height

set with a minimum 4 inches of ground clearance and a slight rake of ⁄4 inch from front to rear, a custom chassis was built using CNC-cut sheetmetal that was boxed to form a rigid foundation for the suspension. The construction method is the same they use for building a regular full-length Camaro chassis. It allows for incredible strength while letting the main framerails integrate into the rocker panels for an efficient use of space. A rollcage was designed to fit tight to the A-pillar and C-pillar, with a rear main hoop that ties the lower framerails into the rear frame kickup and extends all the way back to form the mount for the rear wing. During fabrication, the entire body could be lifted off the cage, allowing full access to TIG-weld each joint. Engineer Michael O’Brian used Solidworks to develop many of 3

HOTROD.COM/2016/DECEMBER/ 19


RAMPAGE

01 02

03

04 01] Sitting only 4 inches off the ground, Rampage uses air jacks to lift up for tire changes at the track. The flare design came from Chris Gray’s initial rendering. 02] The interior is bright and uncluttered, featuring a pair of suede-covered Racetech seats with harnesses, a Motec C185 dash, and billet shifter and rear brake lever. 03] A 740hp LS7 from Thomson Automotive uses 180-degree headers for a sound reminiscent of a flat-plane-crank V8, only meaner. They just don’t make flat-plane-crank V8s this big. Heat extractors use massive ducts to get the air heated by the radiator out of the engine compartment and reduce the possibility that air can build up under the front of the car and produce lift. The ducts stay in place, mounted to the radiator shroud, and fit into matching openings in the hood. 04] The aluminum plenums for the Harrop intake were fabricated by the Roadster Shop.

20 HOTROD.COM/2016/DECEMBER/

05] The position of the Penske coilovers reduces unsprung mass and allows for easy adjustment. A major benefit to using modern design and production techniques is the repeatability. CAD design and CNC machining means the suspension that would have been full custom and one-off is now easily reproduced. The rocker arms for the suspension are now in production at the Roadster Shop.

the new bits of the chassis, including the cantilever rear suspension with inboard coilovers using billet-aluminum rocker arms machined in-house by the Roadster Shop. The front suspension also uses cantilever coilovers with a bellcrank mounted to a custom pedestal that ties into the forward bars from the rollcage. The location of the coilovers means less unsprung mass, and a further benefit for better packaging of the

05 enormous front tires, with more than 35 degrees of steering angle. The car’s overall width is 81 inches, front and rear, as measured from the tires. The 18x12- and 19x12-inch wheels, front and rear, wear 345/35/ZR18 and 345/35ZR19 Hoosier R6 tires, respectively. A slightly less aggressive street tire is also an option, and


RAMPAGE

01 01] The wing’s position was established early in the build process, with two tall screwjacks holding the massive rear wing in place while a piece of oriented strand board stood in to make a template for the vertical plates of 1⁄2-inch aluminum that would eventually mount the wing permanently. The two aluminum plates mount to the car through the rollpan and directly into tubing at the rear of the rollcage.

02

04

02] Virginia International Raceway is the car’s home track. A map is printed on the carbonfiber dash as a helpful reminder. 03] The roof-mounted scoop leads to this simple overhead vent panel.

03

04] A Braile lithium-ion battery is mounted where the glovebox would be. It’s much lighter than a lead-acid battery of the same amperage.

05

05] Rear suspension brackets and cantilever rocker arms are also production pieces. Note again that shock changes can happen without crawling under the car. 06] Tilton brake and clutch pedals link to a Tilton master cylinder mounted on the firewall. There’s no carpet on the interior—just painted, bead-rolled sheetmetal, some grip tape, and quilted heat-insulation pads.

that drops the width 1 inch per side for an overall width of 79 inches—still as wide as a fullsize truck. As aggressive as it looks, Rampage still uses the same geometry as the Roadster Shop’s production Fast Track suspension, just with more track width. To compensate for the added width, custom control arms were built using 0.090-wall chrome-moly tubing, but their mounting points are the same as off-the-shelf Roadster Shop control arms. Technically, Rampage could be converted to stock Camaro width by removing its flares and swapping on new control arms and a more conservative wheel and tire package.

22 HOTROD.COM/2016/DECEMBER/

DRIVETRAIN

Thomson Racing Engines supplied an LS7 that runs on pump gas and puts out an impressive 740 hp. The 427ci V8 was mounted 5 inches farther back in the chassis than normal and uses a Harrop individual throttle-body cross-ram intake manifold with twin custom-fabricated plenums that use ducting to pull cool air from the car’s leading edge. To cope with the tremendous cornering forces the wide Hoosiers are capable of, a Dailey billet dry-sump pump was tasked with oiling the bearings and valvetrain. Almost as important as Rampage’s performance was its sound. The shallow

06


NETWORK IF IT ISN’T HERE, IT ISN’T HAPPENING

MORE THAN

MORE THAN

36,000 ARTICLES

100,000 IMAGES

2,500,000 MONTHLY VISITORS

9,700,000 FACEBOOK FOLLOWERS

HOTROD.COM


RAMPAGE

[The hood, fenders, nose, and rear decklid are made by Anvil. Like the flares, they’re made from carbon fiber.

[Corvette/Cadillac-style, pressure-sensitive door handles are accessed through a notch below the C-pillar. Interior switches are mounted to the rollcage door bars.

[The rear wing is high enough to be in clean air that’s not influenced by the rest of the car body, while low enough to look right.

pan as well as the suspension design helped free up room to build a 180-degree header system that has a pair of primary tubes from each bank cross under the engine. The primary tubes meet at Burns stainless 4-into-1 collectors and were made to be as equal in length as possible for efficient scavenging. Behind the LS7 is a Tilton bellhousing that mounts a five-speed Jerico roadrace dogbox transmission at an angle for improved ground clearance. It’s yet another packaging trick and allows the exhaust to run underneath the transmission and driveshaft. The kickup at the rear of the frame houses the 9-inch Ford centersection of the independent rear suspension that uses Fast Track geometry and C6 Corvette knuckles. The 3.50:1 ring and pinion and Wavetrac limited-slip are from C&R Racing and have been treated to a polishing process that reduces stress and heat. In addition, the dif-

24 HOTROD.COM/2016/DECEMBER/

ferential is cooled via an internal pump that carries gear oil to a cooler mounted in the trunk that routes air through the quarterpanel. On the opposite side is an identical cooler for the transmission.

BODY

With the rear wheels and tires mounted at the proper track width, new upper fenderwells were welded into the factory quarterpanels and inner wheeltubs were bolted in. The Roadster Shop has the fabrication talent to build aluminum fender flares, but this car is meant to be used on the track. Rather than spend dozens of man-hours replacing a flare in the event of a missed apex or any other track incident, a more advanced technique was used to create carbon-fiber flares. A carbon-fiber Rally Sport front clip from Anvil was bolted on and the entire driver side of the car was masked off in

[In the trunk is a Fuel Safe fuel cell. The filler neck leads to the top of the driver quarter-panel.

preparation. CNC-cut wheel arches were tack-welded to the frame table at the appropriate width and a framework of metal strips and masking tape made a foundation for expanding foam that was sculpted to the proper shape for the flares. Once the shape was right, a skim coat of body filler was used to get the proper smoothness before it was primered and sanded. Similarly, front and rear splitters were mocked up using MDF and flexible metal mesh. Those, too, were covered in sandable body filler to get a smooth finished buck. Having only designed one half of the car’s flares, two 3-D scanners were brought in to create digital representations of the


[Performance Friction brakes on all four corners use a Bosch stand-alone antilock braking system. Note the cage is tied into the A-pillar and the windshield header with dimple-died sheetmetal panels.

[Track testing helped the Roadster Shop team learn a lot about Rampage’s aero package. The wing is a definite help on faster tracks, providing the massive Hoosier tires with much-needed downforce. Just imagine an entire fleet of widebody cars like Rampage wheel-to-wheel at a modern Trans-Am race

flares. Using Solidworks, the 3-D scans were tweaked slightly and then mirrored to create a 3-D model of the passenger-side flares. Those models were used to machine wooden plugs. Starting with massive chunks of wood made up of layer upon layer of crisscrossed 2x4s glued together, a CNC mill machined exact reproductions of the flares. From those plugs, molds were made. Now, if Rampage needs replacements, the Roadster Shop can just pull another set out of the mold. Of course, there was still a lot of custom work in steel and aluminum, including the bezel around the custom grille. Also, the Roadster Shop cut out the tailpanel and taillight bezel, replacing it with a smooth piece that is uniformly recessed behind the end of

the fenders. The bottom edge of the panel resembles bumperettes that have been fully integrated with the body. During fabrication, the bumperettes were actually built as a full-width, uninterrupted panel before the recessed flat was added. For all intents and purposes, it looks like a license-plate mount, although the exhaust placement might make that a bit impractical.

AERO

A lot of ponycar and muscle-car builds with a Pro Touring slant tend to focus on autocross driving that doesn’t involve speeds high enough to make aerodynamics important. Rampage is meant for bigger and faster venues, with VIR as its home track.

[The front splitter was fabricated starting with an MDF buck that was then used to build a mold for the final part in carbon fiber.

[There’s a lot of adjustability in the wing, and a few degrees make a lot of difference.

With the car on a fast track, the suspension shined. “The biggest thing we learned is aero.” Jeremy said, and the increased speed the car saw during initial testing provided plenty of information on how to position the front splitter and rear diffuser as well as the rear wing.

HOTROD.COM/2016/DECEMBER/ 25


Chasing the SUMMIT

[You can see how close the factory splitter gets to the ground as the HOT ROD Special churns through the switchbacks leading up to the tree line.

hThe sun rose with the growing volume of idling race cars. At 4:30 a.m., the cold mountain forest was lit by a patchwork of headlights and trailer-mounted flood lamps as teams unpacked their hill-climb machines. The HOT ROD Special team had already been awake for nearly three hours as they unloaded a 2016 Dodge Viper ACR, the HOT ROD Special, for qualifying at the 100th anniversary of the Pikes Peak International Hill Climb (PPIHC). Even though it was a rookie entry at PPIHC, this particular ACR was the same unit that stole 13 production-car track records last year—it was battle-proven. Still, our crew chief, SRT Motorsport Engineer Tom O’Dell, still eyeballed every detail of Thursday morning’s prep from dipstick to lug nut. Though we had a permission slip from SRT for the ACR, O’Dell was there on vacation time and so was Rob Jones, one of Fiat Chrysler Automotive’s (FCA) calibrations engineers. Jones monitored the ACR’s vitals on a laptop as it came up to temperature

26 HOTROD.COM/2016/DECEMBER/

14,115 Feet, 156 Corners, and Only One Shot to Get it Right Phillip Thomas

Larry Chen, Lindbergh Nguyen, Ray Brock, and Phillip Thomas

ahead of the morning’s runs. Teammates Bill Cuttitta, Barry Miles, and Dave Zelkowski swapped on a fresh set of Kumho V720s while Kelly Holshue of Kumho Tire checked the pressures. Our hot shoe, Kevin Wesley, and his father, Bill, were in the trailer. Wesley was relaxed, breathing on an oxygen supply, as even the trees are struggling for breathable air at this altitude. This was Thursday, our third day on the mountain during practice week. Practice days took the entire 12.42-mile course and split it into three sections: upper, middle, and lower. This allowed the 100 total competitors (about one-third are motorcyclists), their crews, spectators, and media to divide and conquer the mountain one piece at a time. The race course ran from the 9,400foot start line to the Pikes Peak summit at 14,115 feet. PPIHC is the race. Pikes Peak, “the mountain,” is its own character. Chiseled from the earth during some great expansion of universe, Pikes Peak was first put on the map by Lt. Zebulon Montgomery Pike, who

found the hill in 1806. Like a handful of racers every year, Pike didn’t make it to the top. Ill prepared for the climb and massive snow coverage, he was forced to end his expedition before the top. For us, failure was not an option. One hundred years after Spencer Penrose threw his first hill climb to showcase the thennew Pikes Peak Highway, we were there to showcase Dodge’s factory “race car” in one of the most restrictive classes: Time Attack 2 (TA2). This showroom-stock class meant the only modifications to the ACR were the Bad Boyzz Garage–built tubular headers, which were backed by a stockappearing, straight-pipe exhaust. The addition of an FIA Rally–style rollcage ensured Wesley was well-secured as he reached for the clouds. Everything else was in the details: the factory-spec, 10-way, double-adjustable coilovers were fine-tuned for the winding mountain highway, the ECU recalibrated for the new exhaust, and additional data loggers were installed to monitor Kevin’s runs.


[Tire warmers preheated our Kumho V720s during the cold race-day morning. They’re basically electric blankets that heat the tire carcass, bringing grip sooner.

Qualifying was important, ensuring us an earlier slot on race day with the added benefits of cooler temperatures, which brought the obvious performance advantages. More importantly, it increased our chances of making a run in good weather, as conditions on the mountain tend to worsen later in the day. Wesley knew this as he slipped into the ACR’s cockpit. Our main target was the 2016 Acura NSX driven by PPIHC veteran Nick Robinson. The twin-turbo, hybrid-electric, all-wheel-drive sports car was a perfect archrival to our naturally aspired, 8.4L, V10 hammer. To say it all came together is an understatement; in the first run, we were ahead of Robinson’s NSX by 7-plus seconds, and our second run was even better. Not only had we qualified first in TA2 but we beat David Donner’s previous TA2 qualifying record by nearly a half-second, with his Porsche 911 Turbo S running a 4:17.950 to Wesley’s 4:17.537. This placed us 17th overall for race day.

O’Dell—who, save for a few sly winks and jokes, is best described as stoic—actually kissed Wesley on the cheek during breakfast at our postrace HQ, the Western Omelet. There was an extra dose of excitement from the team that morning, as a major hurdle had been crossed It was decided Friday’s practice run would be a one and done, as neither Wesley nor O’Dell wanted to risk anything happening to the ACR, such as a puncture or sleight of judgment. One pass was made in order to stay qualified, and then we packed up. Friday evening we parked the ACR in downtown Colorado Springs for the PPIHC Fan Fest—a celebration of the hill climb deep in the heart of the town that’s hosted it for the last century. The mountain was overlooking us with heavy storms at the summit, but it was hardly noticeable from all the craziness in the streets. An estimated 30,000 fans descended into downtown to check out a host of PPIHC vehicles, drivers, teams, vendors, and motorcycle stunt shows.

This was the first time the outside world really became aware of PPIHC’s presence, and they ate it up. After a week hiding in the dark mornings, it was nice for everyone to have a chance to de-stress without the threat of an alarm clock looming in a few hours. Posters, T-shirts, and babies were signed for glory, and practically everyone loved the ACR. Of course, the best part was hearing how psyched qualifying spectators were about the V10’s open-pipe wail. Saturday was the proverbial calm before the storm. The only task for the team was to give the ACR a bath, nut-and-bolt the chassis to put an eyeball on every component, and then drop it off on the mountain. However, Wesley began to suffer from a fever with roll call in roughly 12 hours. One lesson learned with using oxygen long-term is the need to have it humidified. We suspected the constant use of pure oxygen throughout the week dried out Wesley’s sinuses. Hindsight is 20/20, but the team took care of the car while Wesley slept.

HOTROD.COM/2016/DECEMBER/ 27


CHASING THE SUMMIT

RACE DAY

01 02

Clock alarms blared at 1 a.m. Sunday, as the shrilling piezo speakers told us to “Get out of here!” We arrived at the pit spot by 3 a.m. and soon rolled the car out of the trailer to start prep. If there was any stress, the team didn’t show it. Tom was quiet, using every sense (even his sixth one) to oversee the ACR’s prep. Wesley slept in the truck, working off the last few degrees of his fever. Everything at that point was about taking care of the car. Even the generator-powered lights were sacrificed so the tire warmers could be plugged in. Jones, being the detailoriented guy that he was, laid out the cables and control boxes in a symmetrical pattern. “You want the driver to walk up and think he’s a rock star,” he said. “Confidence comes from the details, too.” After all the details were checked, the team began to settle down and the sun was creeping above the trees. “I thought I would sleep, but I feel too much like a kid,” said Holshue as she came back to the trailer from a round of sightseeing. Race day was truly special, as the forest had been invaded by

01] The sun rose over our pits every morning as we began prepping the HOT ROD Special Viper ACR.

03

02] Dave Zelkowski and Bill Cuttitta at Devil’s Playground during Wednesday’s practice section, with Kevin ready in the driver seat. A fresh set of Kumho V720s were bolted on and scrubbed in for this run. 03] The HOT ROD Special winding up the mountain during Wednesday’s cold uppersection practice near Boulder Park. 04] Tom O’Dell is a character, to put it mildly. Here he is showing Kevin Wesley his affection after we received confirmation that Kevin and the HOT ROD Special Viper ACR reset the Time Attack 2 qualifying record.

04

28 HOTROD.COM/2016/DECEMBER/


THE 2016 CHARGER, CHALLENGER AND DUR A NGO.

DODGE.COM

DODGE IS A REGISTERED TRADEMARK OF FCA US LLC.


CHASING THE SUMMIT

HOT ROD’S EARLIER PPIHC ATTEMPTS HOT ROD has been to the mountain before, bringing HOT ROD Specials to PPIHC in 1957 and 1958. Ray Brock followed Jerry Unser in 1957, who drove a factory-supercharged, 300hp, 312ci, “F-Code” Y-block 1957 Ford to victory in the Stock class with a 15:39.2 on the all-dirt course. He would return in 1958 with the same car, but rolled on the last day. Ak Miller took First Place in the Sports Car class during the 1958 PPIHC in his homebuilt HOT ROD Special: a tubechassis machine utilizing 1956 Chevrolet coil-spring front suspension with an early Ford rear axle and a Hilborn-injected 1957 Chevy 340 backed by a Corvette fourspeed. He ran 15:23.7, winning by less than 2 seconds.

[The HOT ROD Special team brings the Viper ACR to the start line on race day. It’s hard not to feel like a rock star when approaching the line due to the wealth of spectators and media crowding the staging lane.

[Jerry Unser finished first in the Stock Class in 1957 with a 1957 Ford powered by the 312ci, factory-supercharged, F-Code, Y-block V8. He suffered overheating issues early in the run, but was able to keep it bolted together until the finish line. Sounds familiar, right?

[The 2016 HOT ROD Special Viper ACR team, from left to right: Bill Cuttitta, Rob Jones, Barry Miles, Kevin Wesley, Tom O’Dell, Bill Wesley, Kelly Holshue, and Dave Zelkowski.

[Under the hood of Jerry Unser’s 1957 Ford was the NASCAR-ready, F-Code Y-block. With 312 ci, it produced around 300 hp, providing the umph needed to battle the Rochester fuel-injected Chevrolets.

[Ak Miller’s HOT ROD Special was loosely based on a Ferrari Monza body, but sported a mixture of early Chevrolet and Ford parts underneath.

30 HOTROD.COM/2016/DECEMBER/

candy-colored race cars and their vestigial tow rigs. Cowboy coffee and charcoalgrilled breakfast were the go-to for a mob of exhausted PPIHC racers and crew. This was the first time all week the entire racing field had been collected in one place, which gave the morning a true homecoming feel. The race-day format ran the motorcycles first and then the cars, in their respective overall orders. Unfortunately, several redflag delays in the motorcycle class pushed our start back until nearly 11 a.m. There was no real warning when our time came. Once we saw our fellow qualifiers firing up, the team went into action. Zelkowski turned on the oxygen while Jones did his last systems check via laptop, and Holeshue finalized tire pressures. Wesley slid into the car with the help of O’Dell and Mr. Wesley. There wasn’t a lot of talk; the team was operating on pure momentum. Rolling the ACR up to the starting line was otherworldly; the road was flanked by

some of the larger teams’ pits, with dozens of crazed fans parting like the Red Sea around the HOT ROD Special as it burbled and barked to the line. Communication between team members became nonverbal, with the expressions on everyone’s faces displaying an intense energy and kinship that’s only formed in the seconds leading up to a run. Wesley readied the ACR, clearing out the pipes with a few quick revs. The starting official confirmed Wesley was ready by a simple thumbs-up and then began the Tag Heuer 10-second countdown clock. Wesley held a steady rpm until the green flag dropped and then launched the ACR purposefully, with minimal wheelspin. There was a 50-yard run up to the official start where the race clock began, and just a few yards beyond that, Wesley disappeared from view, the howl of the V10 fading in the distance. The team huddled around the timing tent, watching section times (which do not coincide with the practice section place-


Unbeatable Value. Summit Racing Equipment is the source for parts, tools, and accessories for everything hot rod, and more. Plus, you’ll get unbeatable service, expert tech advice, 24/7 ordering, and fast shipping. Millions of Parts. One Source. SummitRacing.com

Phantom Series Coil-Over Kits

Universal Welding Cart

Billet Serpentine Kits

64cc Aluminum Cylinder Heads for Small Chevy

Keyword: AAX Phantom Kit

Keyword: APT Cart

Keyword: AAY Serpentine

Keyword: SUM 64cc

as low as $460.44 kit

APT-8202 $72.97 each

as low as $1,255.50 kit

as low as $1,049.97 assembled, pair

Digital 1200 Battery Charger

Series ZX3 Custom-Order Wheels

Gen-II Heater

Hidden Hinge Door Hinges

Keyword: ULT Digital 1200

Keyword: FGM ZX3

Keyword: VTA Gen-II 3-Speed

Keyword: EMS Hidden

ULT-150-34178 $199.97 each

as low as $1,057.50 each

VTA-506101 $229.97 each

as low as $52.00 pair

Ignition Coil Covers

Universal Hot Rod Exhaust System Kits

Polyurethane Body Mount Bushing Sets

GM 383 C.I.D. 430HP Stroker Base Dressed Crate Engine with Aluminum Heads

Keyword: CYM Coil Covers

Keyword: BOR Rod

Keyword: ENS Body Mount Set

Keyword: MLL 383 430HP Carb

CYM-LSC-01-B $225.00 pair

as low as $586.99 kit

as low as $32.97 set

MLL-BP38313CTC1 $4,595.00 each

UNBEATABLE SERVICE, TECH ADVICE, SATISFACTION, AND SELECTION.

Call by 10 pm EST: In-Stock Parts Shipped That Day! 1.800.230.3030

Tech: 1.330.630.3030

Int’l: 1.330.630.0230

SCode: 1612HR • Prices subject to change without notice. Please check SummitRacing.com for current pricing. Typographical, description, or photography errors are subject to correction. Some parts are not legal for use in California or other states with similar laws/regulations. Please check your state and/or local laws/regulations. © 2016 AUTOSALES, INC.

FIND IT AT


CHASING THE SUMMIT

01 ment) on a flat-screen television. Section 1 looked good with a 1:51.181 and so did section 2 with a 2:31.661. Both of those times would put us ahead of the NSX, which ran a few cars behind us, but things began to look worrying in section 3. Tom could see the car was slowing, and by the third section, which is above the tree line, the ACR’s times started falling off pace. The delivery of section times was sporadic, and each update felt like hours. When section 4 posted, it was similarly worrying—though, seeing fresh time is a promise of progress, an assurance that Wesley was still hustling safely up the mountain. Finally, the total time flashed on screen: 10:39.964—not what we had expected, but he made it. It wasn’t long before Jones received a text from Wesley: The car had overheated. That was all we knew before losing signal. The crew returned to the trailer in a hurricane of emotions. They were excited, and while off pace, it was a good time—but how did it overheat? The question resonated all afternoon, while Tom and Jones continued to brainstorm scenarios for the overheating as Kevin sat on the summit with the other racers for the rest of the day, waiting for the race to end. When Wesley came down the mountain, the fans were flanking all sides of the roadway to celebrate with the drivers as they passed. Then, you could hear the ACR huffing on five cylinders. It was not happy and struggled to climb to the pit area. The lack

32 HOTROD.COM/2016/DECEMBER/

of oxygen, combined with the lack of firing holes, forced the team to help push the car up to its parking spot. Wesley got out, clearly exhausted and displeased, but calm. “I don’t like to come back yelling about the car, acting angry,” Wesley later said. “It just does nothing for anyone.” Jones immediately hopped into the Viper with his laptop and started digging through a myriad of diagnostic screens to identify the problem. “It pegged 240 at Glen Cove, but I decided right then and there to run it until it popped,” Wesley said. “I was determined to either make it to the summit on whatever was left, or leave it on the mountain.” Neither O’Dell nor Jones disagreed. Eventually, Jones traced the misfire to a blown fuse for a circuit that fed the ECU power. Two main power feeds bring electrons to the ECU, and each feed essentially powers one side of the engine. The popped fuse meant the passenger-side cylinder bank simply turned off with less than 2 miles to the finish. However, the cause of the overheating was not apparent in the data. The team discussed a slew of possibilities while loading the trailer—everything from the thin air, to the (class-required) stock radiator size, to a voodoo curse. Heat management is one of the toughest aspects of prepping a car for PPIHC because of the “thin” air, and it bit us on the mountain. Unless we had rented the entire mountain before the race, there was zero chance to do a full pull up the hill. The suspected engine-

compartment issue was heat buildup in the vehicle as it ran harder and longer than ever before into ever-thinning atmosphere. That night, official results came down from PPIHC: The HOT ROD Special placed second in TA2, just 10 seconds behind Robinson and the Acura NSX. Our rookie team had a podium finish in one of the most difficult races in the world, even with half an engine! By PPIHC standards, it was a respectable success. The mountain is a place that tests everything and everyone to their limits, and it will send you downhill in crushing defeat without so much as a glimpse of the summit. For any rookie team to enter and walk right into contention is a huge undertaking. The simple fact Wesley and his volunteer crew (Cuttitta, Miles, and Zelkowski) have been racing buddies for more than 20 years added to the success; at no time did these guys let the pressure and stress of the mountain sheer their close-knit teamwork. The role of a crew is to keep their driver out of the mix and mayhem as much as possible so that he or she can focus on the job at hand. “In the end, we were still able to place second in a fabulous automobile that really deserved the win,” Wesley said. “I really can’t say enough about everyone on the crew, and the support we received from all of our partners—SRT, Kumho, VP Racing Fuels, and Bad Boyzz Garage—was second to none. If it wasn’t for all of the hard work and dedication to this event, we would have


02

never even had a chance to make a respectable showing.” 2017 is still undecided, but there’s a chance the HOT ROD Special will return. And listen to former HOT ROD Editor Ray Brock’s advice when he covered the effort in 1958: Take your vacation about two weeks before the end of June and get up at four o’clock with us to go racing—we guarantee that you won’t be spending a lot of time in the night clubs.

03

01] Kevin passing spectators at Devil’s Playground after the race. Fans line up along the road for most of the trip downhill, giving drivers high-fives and celebrating. The road is wet from the sleet and rain that hit the mountain toward the end of the race. 02] The HOT ROD Special Viper ACR poised at the start line, ready to take on the mountain. From left to right, Kale Eickhoff (HOT ROD videographer), Dave Zelkowski, Rob Jones, Bill Wesley, and PPIHC’s Marla Goettsche Wiseman.

[Just below Devil’s al’s Playground, Jess Ne 1971 Plymouth ’Cuda looked at home on the mountain, and We that’s because it is. covered his previous Vintage Class win in of the Dec. 2012 issue HRM, and he won it again in 2016.

03] The extensive cage work may look intrusive, but once strapped in, it hides well out of the driver’s sight lines. 04] Coasting downhill after the top-section practice on Wednesday, following Nick Robinson’s Time Attack 2 2016 Acura NSX.

SEE THE ACTION! To watch the HOT ROD Special climb the mountain in full anger, head over to HOTROD.com.

04 HOTROD.COM/2016/DECEMBER/ 33


Black Ops This Fairlane Is the 1960s Race Car That Could Have Been Thom Taylor Wes Allison


hOne of the best things about hot rodding is that you can take the road less traveled. If you’re crafty, with a good imagination, you can combine that with a car considered less desirable and end up with something more appealing than your typical Mustang/ Camaro/’Cuda build, just because it’s not “typical.” While we love all the ponycars and they are the most popular platform to build your dream on, they’re abundant at places like Power Tour® all the way to the local cruise-in.

To be fair, the 1966 and 1967 Fairlanes are not a bad start at all. We often wonder why certain great project candidates like the ’Lane aren’t more popular. But you have to go well beyond the effort you’d put into a popular pony to get the same rubbernecking recognition. Combined with the excellent execution of every last design detail by Steve Strope’s Pure Vision shop in Simi Valley, California, this uncommon project was predestined to be something special.


BLACK OPS

This was as much an art project with a neat-o factor as it is a contemporary build.” “

— Steve Strope

[The 1966–1967 Ford Fairlanes have been somewhat overlooked as fodder for hot rod projects, and as a result, they are still easy to slide into—well, at least they were before everyone got their first look at Ed Chalupa’s 1967 “Black Ops.”

[What appears to be a flat spoiler is actually a working air brake. Note the arm that is actuated by compressed air when activated. A bit of overkill, but fun nonetheless.

[The Evod-made wheels mimic Lamborghini Miura wheels, yet look like they could have been period Halibrand road wheels. The color is similar to the Dow-7 finish Halibrands came with new and is a recent Nissan color.

Strope created a scenario for what Ford engineers might have built to test various speed parts and combinations that may or may not have been legal in either NASCAR or NHRA racing venues. Imagine this engineering group was called the “Black Ops” at Ford’s racing skunkworks in 1967; this is Strope’s modern interpretation of that story line. These imagined scripts help Strope keep within a certain theme and context. The Fairlane started as a nice stock specimen two years ago when Ed Chalupa from Plano, Texas, first brought it into Pure Vision (PV). Ed knew he wanted a single overhead cam (SOHC) 427 Ford engine and Top Loader combo, and it just so happens that Ed Pink Racing Engines, which helped Ford work out the gremlins in Ford’s SOHC drag-racing program back in the day, is not too far away in Van Nuys, California. So that became an easy-to-acquire—if not somewhat costly—engine choice. To cram the wide SOHC “Cammer” into the relatively narrow confines of most intermediate Fords of the 1960s and 1970s means dealing with those intrusive shock towers. That, and you’re faced with a unibody and subframe arrangement that begs for something stronger once you put in 482 ci of SOHC.

First, PV reworked the towers outward, giving them the appearance of stock sheetmetal, yet gaining vital space for the wider-thanmost SOHC. Using a new Dynacorn reproduction 1967 Mustang floorpan to piece into the existing sheetmetal, a new trans tunnel and portions of the firewall were created—again, to give the appearance of being stock Fairlane (or at least stock Ford). These mods offered much-needed clearance for the mechanicals. An example of the sleight of hand is the location and surrounding sheetmetal of the fruit jar master cylinder for the hydraulic clutch, which has been relocated inward, but looks like it’s factory stock. Rear framerails were fabbed to gain tire clearance and 4x6-inch rails were structurally tied into the rockers, which capture the front subframe, essentially forming a full-frame Fairlane. With a strong foundation, PV went with torsion bar front and rear suspension, harkening back to NASCAR days of yore. Schroeder Racing torsion bars were hidden in torsion tubes within the framerails up front. They spring Global West tubular A-arms with adjustable strut rods, custom antidive JRI shocks, and 2-inch-drop Fatman Mustang spindles. Out back, a triangulated four-link was fabbed using Heidts

36 HOTROD.COM/2016/DECEMBER/


The Ultimate Source for Mustang News and Reviews

Mustang-360.com


BLACK OPS

01 components. A Speedway Engineering Championship quick-change rear-end was chosen, utilizing JRI shocks with Schroeder Racing torsion bars suspended from the rollbar tubing and links passing through the framerails. At the ends are late-1960s Lincoln disc brakes in front and Mustang disc brakes out back—a combo used in Trans-Am racing in the 1969–1970 period. The 15-inch Evod wheels, which copy

Lamborghini Miura knock-off wheels, display a Dow-7-like gold finish, similar to what Halibrand mags came with new, wrapped with Goodyear G7 6.0x15-inch fronts and 8.0x15-inch rears. If you’re building a Ford of this era, there is nothing more impressive or significant than the storied 427 SOHC—as rare as you can get. Luckily, reproduction parts are readily available. Frank Housowitch at Ed Pink Racing Engines masterfully built this all-aluminum

02 03

01] Simple fabbed aluminum spoiler and Nissan “Alloy Orange” gold accents combined with the blue-scream 1960s NASCAR, but with a twist. With the right tweaks, creativity, and craftsmanship, you can too. 02] What passes for stock ’Lane is actually custom sheetmetal-fabbed shock towers that needed to be seriously cut back to make room for the wide SOHC. Typical of all big-cube engine installs in Fords of this era, Ford did a similar mod itself for Boss 429 Mustangs. 03] This is the air cylinder for the air brake under the smoothly finished Chrysler Surf Blue finish. 04] There’s a lot going on here. The Schroeder torsion bars and links are attached to the rollbar structure, which is tied to the Pure Vision fabbed rear frame. The fuel cell is from Fuel Safe. Tucked under the package shelf is the battery. Everything is finished off in Chrysler Surf Blue.

04 38 HOTROD.COM/2016/DECEMBER/


EMBER 31, 2016

OFFER VALID OCTOBER 1 - DEC

FOR INFORMATION, VISIT EDELBROCK.COM/PROMO FREE CATALOGS: 800-386-8326 • TECH LINE: 800-416-8628, 7am-5pm PST. M-F. FOLLOW US ON: THESE PARTS LEGAL FOR USE ON PRE-POLLUTION CONTROLLED VEHICLES ONLY.

PASSION FOR PERFORMANCE ©2016 EDELBROCK, LLC.


BLACK OPS

[The crown jewel of the project is the Ed Pink Racing Engines 482ci Ford SOHC featuring the one-off, NASCAR-type “bath tub” intake holding four Holley two-barrel carbs with LeMans float bowls. Though the unusual intake reduces output, it definitely has the late-1960s NASCAR vibe.

[The early Shelby Cobra badge helps to carry the 1960s Ford Racing theme throughout the Fairlane.

40 HOTROD.COM/2016/DECEMBER/

Robert Pond reproduction block and heads utilizing PV’s custom intake that looks very much like the Chrysler Hemi NASCAR bathtub intake, with four Holley two-barrels that feature LeMans float bowls. Topping the carbs are PV-hewn air cleaners that are similar to the oval big-block units. A Joe Hunt magneto handles spark, and Aron Cranford built the headers that look a lot like the 4-in-1 Holman-Moody NASCAR headers. Bore and stroke are 4.20 inches. A Scat crank spins Carrillo rods and CP pistons. Compression is a mild 9.7:1 to handle pump gas. Up top the ports were massaged by Frank before a Comp cam, T&D rockers, and Ferrea valve trio finish off the heads. The 427 spins a 1960s-vintage Top Loader wide-ratio four-speed, a big-spline unit, to handle lots of torque. It’s mounted in what looks like a stock saddle, which was grafted into the ’Lane’s trans tunnel from the Dynacorn Mustang floor. C&R Radiator built the radiator, with a PV flat-panel shroud that helps pull in air. The exhaust was also created by Cranford but is not typical round tubing. It looks like bent flat-oval tubing, but is actually bent tubing split in half with flat stock welded to the top and bottom, creating the oval look. A subtle look that is not so simple to make. All of the bodywork and paint was handled by Mick’s Paint in Pomona, California. The rear wheel openings were raised 2 inches and slightly narrowed, while the fronts were slightly reworked for tire clearance. Shaved door handles now feature NASCAR-like door releases, and the bumpers were slightly narrowed and tucked in. Chrysler “Surf Blue” covers inside and outside, with a periodNASCAR Fairlane stripe flowing from hood to deck. The Nissan “Orange Alloy” gold rockers and interior accents match the wheels. Inside, PV built the rollbar and reworked the dash and gauge


[The GTS-Classics seat frames and door panels are covered in black leather by Eric Thorsen. The stock Fairlane steering wheel tops an ididit column. The gauges are Speed Hut guts, font and pointer design are by Redline Gauge Works, which also assembled the final products. Reactor Watch applied the luminescent “Weatherdark” material that glows in the dark. Blue LEDs add atmosphere, while the foam-backed rubber flooring is Dyna Deck material.

inserts following the NASCAR theme. A stock 1967 Fairlane steering wheel tops the ididit steering column. The seat frames are from GTS-Classics in Texas, wrapped in black leather by Eric Thorsen Upholstery in Agoura Hills, California. Belts are from Fred Crow with the tags removed. The flooring is called Dyna Deck, which is a foam-backed black rubber. Thorsen beveled the edges and then sewed it together just like you would a regular woven carpet. The gauges are a collaboration of PV, Redline Gauge Works, Speed Hut, and Reactor Watches. The trunk is smoothed off in the same finish as the body, featuring the Schroeder torsion bar arrangement, battery, and custom Fuel Safe fuel cell. With so many period-correct nods to Ford’s 1960s racing heritage, this is truly the car that could have been—but wasn’t. Until now, of course.

HOTROD.COM/2016/DECEMBER/ 41


The Unbelievable Story

of How AMC Won a Trans-Am

Championship

From Ramblers and Marlins to Winning Trans-Am in This David and Goliath Contest Thom Taylor HOT ROD Archives hIn September 1967, American Motors Corporation (AMC) had no performance parts, no performance engineering group, no racing group, no engine-development program, and absolutely no plan for what it was about to embark on. With only months left before the introduction of the company’s AMX and Javelin ponycars, AMC decided the best way to market them was to enter into Trans-Am road racing, NASCAR, and Pro Stock drag racing. Let’s just say it was highly optimistic AMC believed it could dive into any form of racing, as it was the manufacturer of sensible, compact cars and a few other things like Marlins. Look it up if you don’t know about Marlins. They were the little Wisconsin car company that could, as long as it didn’t involve speed, racing, performance, or impressing your friends at the local Psycho Taco. Chrysler, Ford, and GM were all heavily involved in different fac-

42 HOTROD.COM/2016/DECEMBER/

ets of racing for years to help market their cars. Their participation in Trans-Am—a production-based, road-racing series based on intermediates powered by small-blocks less than 305 ci—was a given, as it had quickly ramped up in popularity. But AMC appeared to be delusional; the company had nothing to prepare it for a head-on assault in any racing against its domestic rivals. Jim Jeffords was contracted by AMC to prepare two Javelins for the 1968 Trans-Am series. Jeffords came up primarily through racing Corvettes—having started Nickey Chevrolet’s racing efforts— then after retiring from driving in 1960, transitioned to become Elkart Lake, Wisconsin’s Road America director. Jeffords wanted Ronnie Kaplan to do the heavy lifting. As CEO of Ronnie Kaplan Engineering (RKE) in Elk Grove, Illinois, Kaplan both drove and then developed race cars ranging from NASCAR to the Mexican


[Peter Revson in the backup car ahead of Sam Posey in the 1970 Challenger at Laguna Seca. As a side note, the reason the Challenger’s top is black is that after an initial SCCA inspection found the top had been acid dipped, Dodge gave Posey’s team permission to cut the top off of a new Challenger sitting at a local Monterey dealership in order to race.

Road Races and Sebring Corvette SCCA winners in 1961 and 1963. Accessing AMC’s lack of everything, he wisely said no. He was then pursued by AMC for weeks in countless meetings and phone calls before receiving free reign to, among other things, use aftermarket parts; the only AMC performance parts that existed, which AMC would assign production part numbers to; and to receive an assist from AMC engineering when needed. This was important because Trans-Am was based on production cars and parts, which meant there couldn’t be aftermarket performance components, to a certain extent. Anything developed for the racing enterprise would need factory part numbers, with all the complication and red tape this added, as this was a giant company making lots of parts. Kaplan signed a one-year contract and soon got the good news that AMC had already hired drivers Peter Revson and

George Follmer, two talented, versatile racing champions. RKE’s first step after delivery of three Javelins was stiffening the unibody by welding all of the sheetmetal panels, as they came from the factory spot-welded. Then Kaplan added stiffeners and the SCCA-approved rollcage that even tied into the top, as operating doors was a Trans-Am requirement. Stock suspensions were allowed only minimal changes, resulting in the “dealer-installed” Javelin Handling Package of heavier springs, a sway bar, a track bar, and heavyduty shocks that were traded for Koni adjustable coilovers for racing. With a 305ci engine-displacement cap, Kaplan was stuck with AMC’s Gen II 290ci small-block as the only eligible engine. Rules wrangling soon allowed over-boring cylinders, achieving close to maximum allowable displacement. With no time to develop an engine program, RKE contracted Traco Engineering in Culver City,

HOTROD.COM/2016/DECEMBER/ 43


HOW AMC WON A TRANS-AM CHAMPIONSHIP

02

01 03 California, to build two 304.6ci, single-four-barrel engines. Dyno’d at 380 hp, they were down 100 hp from the competition. Transmissions were standard Borg-Warner wide-ratio T10 four-speeds. Close-ratio gears were preferred, so transmission cases were machined to accept T10-M close-ratio gears. Testing commenced at Riverside Raceway in February 1968 to prepare for the Sebring 12-Hour Race in March. AMC couldn’t make the first race in the series, the 24 Hours of Daytona. At Sebring, the two Javelins qualified at 3.07.2 and 3.04.4, quicker than the previous year’s top qualifying time of 3.10. Follmer fell out after 6 hours with a broken valve, but Revson placed 12th. A new rule allowed dual carbs right before the race, which handicapped the AMC single-carb effort since they couldn’t fashion an intake manifold in that short amount of time, but by the following race in May at New Mannford, Oklahoma, a 2x4-barrel crossram intake had been developed at Edelbrock. Here Follmer’s bold red, white, and blue Javelin came in second and Revson’s placement was reduced to fourthafter a protest. Still, the Javelin Racing Team was in the hunt with just a few months worth of development time—an amazing feat. At Mid-Ohio, the Javelins placed one/two on the pole,

44 HOTROD.COM/2016/DECEMBER/

04

with testdriver John Martin filling in for Follmer, who was testing Can-Am cars. Revson came in third, with Martin exiting early with a blown engine. By the finish of the July 21 Les Trois Heures Du Circuit in Quebec, Canada, AMC was ahead of Ford in the manufacturers’ points race: 40 points to 37 points. Strange “dealer-installed” parts were being assigned AMC part numbers as racing continued. One was a front-suspension crossmember that allowed for bolting on a Ford Mustang suspension, which featured the antidive characteristics that Javelin suspensions lacked. Also, a front spindle became available that accepted Lincoln disc brakes, which Ford was using in Trans-Am for their superior cooling properties. In analyzing the 290ci engines, Kaplan wanted a bit more stroke, but the blocks didn’t allow for any more throw. Working with the AMC foundry, retired 290-engine

designer Dave Potter came up with a plan. First, 11⁄16 inch was added to the decks, requiring spacers for the intake manifolds. Then the foundry devised a way to cast the bottom end of the 390ci block, which used four-bolt mains, to the top of the 290, which only had room for two-bolt mains. The two combined changes allowed the use of longer, standard Chevy connecting rods. By the last race of the season in October in Kent, Washington, the Javelin team was the only factory-sponsored team to finish all 12 of the SCCA races, never winning a race, but placing second six times and third and fourth twice each. However, Mark Donohue and the Chevy Camaro were dominant, winning 10 of the 12 races, leaving AMC’s tremendous efforts in the shadows. Manufacturer points were Chevy 90 points, Ford 59 points, and AMC 51 points. When you factor in that AMC was only organizing its Trans-Am plans

05

01] Ron Grable leading the pack in his 1969 Kaplan-prepped Javelin at Riverside in October 1969. Immediately after this race, Kaplan was out at AMC as they got friendlier with Penske. 02] Testing at Elkhart Lake in July 1971 after winning the race there the previous week. 03] Mark Donohue at speed at Laguna Seca for the opening of the 1970 Trans-Am season. Parnelli Jones in his Mustang won this race. 04] This shot in the Lime Rock, Connecticut, pits in 1971 gives a good view of the high ducktail Penske Racing started using on the Javelins in 1970 to increase downforce. Donohue and the Javelin would go on to win this race, the first race of the Trans-Am season. 05] The wretched 1961 Rambler American was usually what one conjured up when thinking American Motors. With the introduction of the Javelin and AMX in 1968, AMC needed to find a way to make you forget about these vile appliance-like vehicles. They chose Trans-Am racing as one way to do it.


AUTOMOTIVE LUBRICANTS WITH

THE POWER TO PROTECT No. 105 Motor Assembly Grease • The Original Prelube for Installed Engine Parts. • Prevents “Dry Start” During Initial Start Up.

Chain & Cable Fluid - Penetrating Oil • For Chains, Cables and General Lubrication. • Also For Metalworking, Sawing, Tapping, Grinding.

Spray Lube `A´ White Lithium Grease • Sprays Like a Fluid, Congeals To A Grease. • For Locks, Latches, Hinges, Tools and More.

Gear Shield Extra Heavy • Heavy-Duty, Extreme Pressure Lubricant. • For Gears, Bushings, Jack Screws, Fifth Wheels.

Biodegradable Penetrating Oil • ECO-Friendly, Bio-Based, Multi-Purpose Lubricating Oil. • For Tools, Locks, Latches and General Lubrication. • Displaces Moisture and Will Deliver a “Wet Start.”

SYNXTREME HD-2 Grease • 100% Synthetic, Calcium Sulfonate Complex Formula. 1/*,*&/%&HUWLÀHG:KHHO%HDULQJ &KDVVLV/XEH

To Learn More About Lubriplate Lubricants Call 800-733-4755 or visit www.lubriplate.com Also Available At:

Newark, NJ 07105 / Toledo, OH 43605 / 800-733-4755 Online Webstore: www.lubriplate.com / Visa / MC / AmEx

for store locations CARQUEST.com


HOW AMC WON A TRANS-AM CHAMPIONSHIP

02

01 03 one year earlier and had kept the purse strings drawn tight, this was a major accomplishment that gave AMC management a reason to continue funding the fairy-tale outcome. Things would be much different for the new season. For 1969 the Javelin bodies were shipped to RKE with reinforcements and other extraneous bits already omitted at the factory. The bodies were sent to Chem-Tech in California for acid dipping, even though this was not allowed by the SCCA. It seems they didn’t enforce this rule much. But things were about to get difficult. Tensions between Jeffords and Kaplan were heating up, and both Revson and Follmer were gone—Revson being fired by Jeffords before the end of the 1968 season and Follmer having been wooed away by Ford. Kaplan went to AMC management and gave them a Jeffords-or-me ultimatum. Jeffords was soon out. Then a driver shuffle disrupted the season, with testdriver John Martin taking one of the seats, then Lothar Motschenbacher and Trans-Am veterans Bob Tullius and Ron Grable in the second car for

46 HOTROD.COM/2016/DECEMBER/

part of the season. In later races, Jerry Grant replaced Martin, but none of these changes could stop the dark cloud following the Javelin Racing Team. One of the bright spots in the early stages of the 1969 racing program was a new block that promised to help road-racing applications. It started with changing the engine cores to now reduce deck height. Then forged cranks, rods, and pistons were sent raw to Kaplan, where they machined them to their own specs. This new engine’s specs were sent to AMC for homologation, per SCCA rules. Also a new Edelbrock cross-ram manifold accepting two Holley Dominator carbs topped off the effort. Then it was off to the Michigan International Speedway season opener. Arriving a day late with three entries, things already started badly and got worse. During the race, Martin’s car blew an engine and Grable’s dropped a driveshaft. Tullius finished the race in back of the pack. Then the SCCA discovered the new engine had not been homologated—it was a lapse at the AMC mothership. Team Javelin would have to revert to the previous year’s engines for the rest

01] A quick fuel stop at the 1970 race at Laguna Seca. Donohue was on Parnelli’s heels throughout the entire race, even leading at one point, but ultimately came in second to Parnelli. Still, it showed that Penske’s Javelins were going to be in the hunt—or so everyone thought. 02] Donohue at speed at Lime Rock, Connecticut, in May 1971. 03] This is a nice pit shot of Peter Revson in the No. 9 backup car at Riverside in 1970. Revson DNF’d with Donohue coming in third. He was never happy about being the backup car, which meant if Donohue blew an engine, he would take over for Revson at the next pit stop.

of the season, with the SCCA keeping a close eye on them for any further cheating. Even with the SCCA dogging them, Team Javelin tried using fiberglass quarters in an illegal attempt to lighten the car. When the SCCA guys strolled into the pits with a magnet, steel quarters were quickly fastened to the chassis. The best the team could muster for the entire 1969 season was a Fourth Place finish at the opener at Michigan, another Fourth Place at Quebec, and a Fifth Place at Mid-Ohio. Donohue again won the season for Chevy with six victories, with the manufacturers’ points standings being Chevy 78 points, Ford 64 points, Pontiac 32 points, and AMC 14 points. At that final race at Riverside, Kaplan was let go. AMC grimly assessed their future racing ambitions.

PENSKE AND DONOHUE TAKE OVER Chevrolet and Roger Penske Racing, with driver Mark Donohue, had won back-toback Trans-Am championships, so you would think things between them would be lollipops and rainbows, but such was not the case. In Donohue’s book “The Unfair Advantage,” it was revealed that Chevrolet Racing’s Vince Piggins and Penske didn’t get along and also that Chevy was being stingy with development money and invoking a mess of red tape for much of what Penske needed. In addition, Ford’s racing manager, Homer Perry, had insulted Penske during a protest meeting, saying if it weren’t for Chevy building the cars, Penske would be a loser. Penske was


YOU HAVE MODIFIED EVERY SYSTEM IN YOUR VEHICLE FOR PEAK PERFORMANCE.

Why are you overlooking the lifeblood? Royal Purple’s High Performance Street (HPS) motor oil provides your engine with the ultimate performance and protection it needs. HPS is formulated with our proprietary Synerlec additive technology to provide unmatched film strength and performance.

PERFORMANCE ADVANTAGES + Up to 25% more Zinc / Phosphorus anti-wear

additives than OE licensed oils + 3x the film strength to maintain a fluid

film in areas of high load + No API chemistry restrictions 1986

2016

royalpurple.com


HOW AMC WON A TRANS-AM CHAMPIONSHIP

[A dejected and tired Donohue with team owner Roger Penske after losing the final race of the 1970 season to Parnelli Jones and Ford at Riverside’s Mission Bell 200.

greatly offended because he and Donohue felt their own hard work, testing, developing, and spending lots of Penske’s own money, created a championship racing team for himself and Chevrolet. He didn’t realize some perceived him as a rich kid using Chevy’s resources to make himself look good. It was obvious that AMC would drop Kaplan, and it appears Penske initiated talks with AMC before the end of the season. He owned quite a few Chevy dealerships, so it was a bit dicey to be considering jumping manufacturers, but that’s what happened. With AMC offering Penske $2-million for the season, a deal was struck and the Trans-Am championship team two years running was now racing Nashes! Penske was so determined to win that there was no Second Place finish bonus in the contract with AMC. When the news was announced at a press conference, Penske predicted the Javelin team would win at least 7 of the 12 races—a risky

48 HOTROD.COM/2016/DECEMBER/

thing to be offering up having not so much as touched a Javelin race car. Penske was establishing how deep his determination was to win, even bringing back Peter Revson to race the second Javelin behind Donohue. Selling off virtually all of the AMC equipment, cars, and backup parts as unusable, Penske wanted to start fresh. He kept one car for testing to determine a baseline. They found that, among other unspecified problems, there was virtually no suspension travel; the cars raced practically 100 percent on the bumpstops. Don Cox came with Penske from Chevy and immediately started on a new suspension. Retired AMC engineer Don Porter was retained, this time by Penske to help in developing special AMC engine components. Traco was contracted to build all of the engines for the 1970 season. Donohue said, “We saw the Javelin project as the ultimate challenge.” Cox designed the entire rear end, which included the housing, axles, full-floating hubs,

spool, linkage to locate the rear, and the brakes. But he added a twist: he “gronked” the rear end. Gronking is adding camber in the rear wheels by bending the housing; in this case, by adding 1 degree of camber, with the wheel bearings pressed into the housing crooked. Unfortunately, in testing the bent rear tore up axle splines, so back to the drawing board Cox went, adding Olds Toronado front-wheeldrive U-joints. In testing at Sebring, they determined with either the gronked or conventional rear it made no difference in lap times, so the gronking experiment was abandoned. One happy outcome during development was using Girling disc brakes with Lincoln rotors. Cox devised a simple system for removing the rotors as quickly and easily as the brake pads. This played hell with the competition because they would watch the Javelin team change out rotors extremely fast, while it took away costly time in the pits for them to do the same. They never did figure out what Pen-

ske had done. Comprehensive aerodynamics testing was conducted, which not only aided the 1970 cars but also the heavily face-lifted 1971 models still being finalized for production. Many improvements befell the 1970 AMC line, with one being the Gen III improvements of increased deck height for all three engines made. The 290 increased displacement to 304, the 343 increased to 360 using the 304’s stroked crank, and the 390 increased to 401 ci. They also “dog-legged” all heads, which aided in better exhaust flow. The intake bolt pattern was altered, which helps in identifying Gen III intake manifolds today. What Traco did with this improved line of engines was to destroke a Gen III 360, making comparable power to a then-current 302 Chevy at 430 hp. But engine failures plagued early testing and right into the season’s first race. Testing on the dynos yielded no problems, but without warning, engines would fail on the track. Oil starvation


[Peter Revson in the fray at Laguna Seca in April 1970.

was the culprit, but the team could not pin down the cause. Team Javelin DNF’d the first race at Laguna Seca, then the second race was canceled. For the third race at Lime Rock, both cars DNF’d again, and the jeers from Parnelli Jones and Ford about “winning seven races” became louder. What was discovered through testing was the combo of hard breaking going into corners starved the oil pump immediately, stacking oil into the valve cover. Extensive testing at Elkhart Lake involved numerous engine builders creating myriad oil pans with trick baffles, swinging oil pumps, and trap doors hinged on bearings. From these tests, external drain backs were found to be a marginal improvement. Then it was discovered Ford actually used external oil pumps in addition to the stock pump. Since there were no rules forbidding this, Team Javelin started

using a dual-pickup pump with the secondary pickup scavenging oil from the uphill side of the pan. In all, the team lost 23 engines. More problems were around the corner. At Bryar in New Hampshire, they finished in Second and Third Place. At Bridgehampton, AMC scheduled a meeting with Penske after the race. Donohue won that race under rainy conditions. At the meeting, AMC management said they were there to cancel the contract with Penske, but since they won the race, they decided to wait and see. What a close call. Going from hero to zero, one of the Javelins lunched an engine during practice at Donnybrooke, and Donohue blew the other one 20 laps into the race. This time it was found that the strain of the dual-pickup pump was wearing out the drive gears on the cam, affecting the distributor running off of the same gears, which was throwing off timing.

[In the pits at the Mission Bell 250 at Riverside with Grable’s Javelin in the foreground and Jerry Grant’s behind. Grant DNF’d early with engine problems, while Grable came in sixth, not nearly good enough to save Kaplan’s AMC team.

As the cars got further into a race, the ignition would start to retard, sometimes leading to backfiring and a definite lack of power. The answer was drilling new oil passages to feed oil to the gears. In the end, Team Javelin would win three races—not seven. But AMC was in for 1971, so two of the three Javelins were sold to Roy Woods’ team, and Penske started to work on the newly re-skinned 1971 Javelins. Over the winter they did development work on the front suspension and brakes, as well as trying to squeeze more power from the engines at Traco. Then Donohue said, “We went back to the shop, started with a new bare chassis tub, and built a new car as perfectly as we knew how.” One welcome Trans-Am rule change, initiated by Penske, was to allow dry-sump oil systems. Any lingering problems from

oil gremlins would forever be a thing of the past for Team Javelin. Donohue won the first race at Laguna, then lost the next two to Follmer. Donohue went on to win the next six races in a row, clinching the Trans-Am championship. But there was a difference in the 1971 season. The other manufacturers decided the incessant rule changes doubled the price to play each year, and it became too costly for the marketing shine. AMC was in it alone, and their backing and Penske’s knowledge for what it took to win gave Team Javelin a commanding edge, but the dynamics of previous years were gone. The hollow victory in 1971 was the end of AMC’s TransAm assault, but Team Penske and AMC were not done racing. In 1972, AMC contracted Penske to compete in NASCAR, but that’s another story for another time.

HOTROD.COM/2016/DECEMBER/ 49


33-1/2"

14-1/2"

$219.99

16999

comp at

$

$14999

339 $469

comp at

289 99 99

$ $269

comp at

99 99 99

179

$

On All Hand Tools

399 $752.99 comp at

299 99

99

VALUE

1645 12 TON SHOP PRESS

$

$

9999

4999 $

$

comp at

$85.99

5999

Customer Rating

ITEM 6034 67338 shown

WHEEL DOLLIES3

9

99 12 $18.98 comp at

$

$ 99

Customer Rating

ITEM 46163 shown 69649/61878/61837

99 16 $29.99 calling 800-423-2567. Cannot or HarborFreight.com or by LIMIT 6 - Good at our stores or coupon or prior purchases after 30 days from original be used with other discount Offer good while supplies last. Non-transferable. Original day. purchase with original receipt. through 2/7/17. Limit one coupon per customer per Valid coupon must be presented.

comp at

$

$1199

ITEM 93068 shown 69590/61910/62447

ALERT SYSTEM

SAVE 60%

Customer Rating

PON WOWWIRSUPELEERSSCOU SECURITY

SAVE 47%

MECHANIC'S SHOP TOWELS PACK OF 50

LIMIT 5 - Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot be used with other discount or coupon or prior purchases after 30 days from original purchase with original receipt. Offer good while supplies last. Non-transferable. Original coupon must b t d V lid th h 2/7/17. Limit one coupon per customer per day.

R PE ON SU UP CO

At Harbor Freight Tools, the “comp at” price means that the same item or a similar functioning item was advertised for sale at or above the "comp at" price by another retailer in the U.S. within the past 180 days. Prices advertised by others may vary by location. No other meaning of "comp at" should be implied. For more information, go to HarborFreight.com or see store associate.

calling 800-423-2567. Cannot or HarborFreight.com or by LIMIT 5 - Good at our stores or coupon or prior purchases after 30 days from original be used with other discount Offer good while supplies last. Non-transferable. Original day. purchase with original receipt. through 2/7/17. Limit one coupon per customer per Valid d. presente be coupon must

SAVE 41%

• 1500 lb. capacity

PON WOW SUP2 ERPIECCOU E VEHICLE

calling 800-423-2567. Cannot or HarborFreight.com or by LIMIT 5 - Good at our stores or coupon or prior purchases after 30 days from original be used with other discount Offer good while supplies last. Non-transferable. Original day. purchase with original receipt. through 2/7/17. Limit one coupon per customer per Valid esented b t m coupon

SAVE $ 13499 $79 comp at $179

Customer Rating

ITEM 33497 60604 shown

SAVE $60

LIMIT 5 - Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot be used with other discount or coupon or prior purchases after 30 days from original purchase with original receipt. Offer good while supplies last. Non-transferable. Original coupon must be presented. Valid through 2/7/17. Limit one coupon per customer per day.

$119.99

88999

5999

comp at

$

• 3-1/2 Pumps Lifts Most Vehicles • Weighs 34 lbs.

ITEM 69252/68053/62160 62496/62516/60569 shown

Customer Rating

RAPID PUMP® 1.5 TON ALUMINUM RACING JACK

R PE ON U P S U CO

WOW SUPER COUPON • Pair of arbor plates Included

• HarborFreight.com • 800-423-2567

LIMIT 5 - Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot be used with other discount or coupon or prior purchases after 30 days from original purchase with original receipt. Offer good while supplies last. Non-transferable. Original coupon must be presented. Valid through 2/7/17. Limit one coupon per customer per day.

$

$

SAVE $453

ITEM 61256 61889 60813 shown

12,000 LB. ELECTRIC WINCH WITH REMOTE CONTROL AND AUTOMATIC BRAKE Customer Rating

• 700+ Stores Nationwide • Lifetime Warranty

LIMIT 4 - Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot be used with other discount or coupon or prior purchases after 30 days from original purchase with original receipt. Offer good while supplies last. Non-transferable. Original coupon must be presented. Valid through 2/7/17. Limit one coupon per customer per day.

• Includes ram, hook and chain

SAVE $169 ITEM 69512 61858 69445 shown

1 TON CAPACITY FOLDABLE SHOP CRANE

Customer Rating

R PE ON SU UP CO

$

$

ITEM 63079/69729/63080/69676 shown ITEM 69675/69728/63090/63089 Customer Rating CALIFORNIA ONLY

R PE ON SU UP CO

• 100% Satisfaction Guaranteed • Over 30 Million Satisfied Customers • No Hassle Return Policy

LIMIT 5 - Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot be used with other discount or coupon or prior purchases after 30 days from original purchase with original receipt. Offer good while supplies last. Non-transferable. Original coupon must be presented. Valid through 2/7/17. Limit one coupon per customer per day.

33"

LIMIT 3 - Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot be used with other discount or coupon or prior purchases after 30 days from original purchase with original receipt. Offer good while supplies last. Non-transferable. Original coupon must be presented. Valid through 2/7/17. Limit one coupon per customer per day.

$19.97

SAVE $179

4000 PEAK/ 3200 RUNNING WATTS 6.5 HP (212 CC) 70 dB GAS GENERATORS Noise Level

R PE ON ER SU UP SUP QUIET CO

$

ITEM 90899 shown 98025/69096

7 FUNCTION DIGITAL MULTIMETER

WITH ANY PURCHASE

LIMIT 1 - Cannot be used with other discount, coupon or prior purchase. Coupon good at our stores, HarborFreight.com or by calling 800-423-2567. Offer good while supplies last. Shipping & Handling charges may apply if not picked up in-store. Non-transferable. Original coupon must be presented. Valid through 2/7/17. Limit one FREE GIFT coupon per customer per day.

LIMIT 7 - Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot be used with other discount or coupon or prior purchases after 30 days from original purchase with original receipt. Offer good while supplies last. Non-transferable. Original coupon must be presented. Valid through 2/7/17. Limit one coupon per customer per day.

$

comp at

$ 99

5 99

8

Tools and welding supplies sold separately.

METRIC ITEM 42305/69044/63171

SAVE $70

SAVE 70%

SAE

ITEM 69043/63282/42304 shown

9 PIECE FULLY POLISHED COMBINATION Customer Rating WRENCH SETS

R PE ON SU UP CO

Limit 1 coupon per customer per day. Save 20% on any 1 item purchased. *Cannot be used with other discount, coupon or any of the following items or brands: Inside Track Club membership, Extended Service Plan, gift card, open box item, 3 day Parking Lot Sale item, automotive lifts, compressors, floor jacks, saw mills, storage cabinets, chests or carts, trailers, trenchers, welders, Admiral, Badland, Bremen, CoverPro, Daytona, Diablo, Doyle, Earthquake, Franklin, Grant’s, Hercules, Holt, Jupiter, Lynxx, Maddox, Portland, Predator, Quinn, Stik-Tek, StormCat, Union, Vanguard, Viking. Not valid on prior purchases. Non-transferable. Original coupon must be presented. Valid through 2/7/17.

ANY SINGLE ITEM

OFF

Customer Rating

ITEM 62275 61705 shown

SUPER COUPON

FREE 20%

SUPER COUPON

YOUR CHOICE

WELDING STORAGE CABINET

SUPER COUPON

WOW

We have invested millions of dollars in our own state-of-the-art quality test labs and millions more in our factories, so our tools will go toe-to-toe with the top professional brands. And we can sell them for a fraction of the price because we cut out the middle man and pass the savings on to you. It’s just that simple! Come visit one of our 700+ Stores Nationwide.

How Does Harbor Freight Sell GREAT QUALITY Tools at the LOWEST Prices?

QUALITY TOOLS LOWEST PRICES EVERYDAY Item 62429 shown

SAVE

39

YOUR CHOICE

$

99 SAVE comp at 59% $5999$98.62

Customer Rating

ITEM 60637/61615 95275 shown

B. PANCAKE

ITEM 69269/97080 shown

A. HOT DOG

3 GALLON, 100 PSI OILLESS AIR COMPRESSORS

comp at

1499 $20.26

1199

18999 $399.99

• 704 lb. capacity

LIMIT 5 - Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot be used with other discount or coupon or prior purchases after 30 days from original purchase with original receipt. Offer good while supplies last. Non-transferable. Original coupon must be presented. Valid through 2/7/17. Limit one coupon per customer per day.

$

comp at

Customer Rating

ITEM 69397 63308/61427 95272 shown

16999

SAVE $230 $

TOOL CART

R PE ON SU UP 30", 5 DRAWER O C

LIMIT 4 - Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot be used with other discount or coupon or prior purchases after 30 days from original purchase with original receipt. Offer good while supplies last. Non-transferable. Original coupon must be presented. Valid through 2/7/17. Limit one coupon per customer per day.

$

$

SAVE 40%

R 4-1/2" ANGLE GRINDER PE ON ITEM 95578 SU UP Customer Rating 69645/60625 shown O C

LIMIT 4 - Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot be used with other discount or coupon or prior purchases after 30 days from original purchase with original receipt. Offer good while supplies last. Non-transferable. Original coupon must be presented. Valid through 2/7/17. Limit one coupon per customer per day.

B

R PE ON SU UP A O C

LIMIT 8 - Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot be used with other discount or coupon or prior purchases after 30 days from original purchase with original receipt. Offer good while supplies last. Non-transferable. Original coupon must be presented. Valid through 2/7/17. Limit one coupon per customer per day.

$ 99 $ 99 comp at 73% 5 $14.97

3

SIZE ITEM MED 62434/62426 62433/62428 LG X-LG 62432/62429 YOUR CHOICE

R PE ON SU UP MECHANIC'S O C Customer Rating GLOVES


LOT 62627 68424 shown

$259.99

9999

comp at

$

• 700 ft. lbs. max. torque • 6 lbs. Custome R ing

GOOD

3-spe dial re

99

$309.99

129

comp at

$

1/2" ALUMINUM PRO

LOT 62835

MODEL EQ12C

BETTER

• 800 ft. lbs. max. torque • 5 lbs.

1/2" COMPOSITE PRO

LOT 62891

Ultra silent handle exhaust keeps debris away from operator

BEST

MODEL EQ12 X T

• One handed push button forward/reverse • Composite construction st art technology

1/2" COMPOSITE PRO EXTREME

SAVE $40

SAVE $355

PRICE

$

99

99

- Franklin Larksville, PA

"100 LBS. MORE TORQUE AND CHEAPER "

Customer Rating

$139.99

comp at

LOT 63064

4.8"

SUPER COMPACT! EXTREME POWER! ULTRA-LIGHTWEIGHT AND QUIET 1/2" STUBBY AIR IMPACT WRENCH

• 550 ft. lbs. max. torque • 2.7 lbs. lightweight design • Best power-to-weight ratio on the market

14999

$

WEIGHT

TORQUE

810

4.8 LBS.

FT. LBS.

505

MODEL MG725

LIMIT 3 Good at our stores, HarborFreight.com or by calling 800-423-2567. Cannot be used with other discount or coupon or prior purchases after 30 days from original purchase with original receipt. Offer good while supplies last. Non-transferable. Original coupon must be presented. Valid through 2/7/17. Limit one coupon per customer per day.

ANY PRODUCT

$

20 OFF

SUPER COUPON

$

90 dB SOUND LEVEL 103 dB

4.4 LBS.

1000

FT. LBS.

BEATS

Snap-on

THE WORLD'S BEST IMPACT WRENCH SEE FOR YOURSELF - 90 DAY RISK FREE TRIAL

LIFT HEIGHT

CAPACITY

23"

3 TON

PRICE

JACK

LIMIT 3 Good at our stores, HarborFreight.com or by calling 800 423 2567. Cannot be used with other discount or coupon or prior purchases after 30 days from original purchase with original receipt. Offer good while supplies last. Non-transferable. Original coupon must be presented. Valid through 2/7/17. Limit one coupon per customer per day.

ANY

REG. 199999 PRICE

$

179 99 NOW $

LOT 63183

3 YEAR WARRANTY

MODEL DJ3000

19999 $

90 DAY SK FREE TRIAL

49999

3-1/2" CLEARANCE 3-1/2"

23"

2 TON

20 OFF

$

MODEL FJ200

Snap-on

SUPER COUPON

$

Snap-on

• Knurled handle grip to prevent slipping and provides traction for greasy hands • Non-marring foam handle bumper prevents damage to vehicle finish • Easy access grease fittings in left arm, handle socket and front wheels

BEATS

3 TON PROFESSIONAL SUPER DUTY STEEL JACK


HOT ROD’s

Sea Monster The Crazy Saga of the Winningest Marathon Boat in History Thom Taylor

Alex Wong and the HOT ROD Archives

hIf you’re wondering why HOT ROD is featuring a boat, here are two reasons for starters: 1) It’s powered by a 1,600 lb-ft of torque, 12-cylinder Allison monster and 2) HOT ROD Magazine sponsored this for four years when it competed in 1960s marathon racing. Now that we’ve got your attention, we’ll let “Cream Puff” owner and restorer John Fell from Yorba Linda, California, start this off: “I raced crackerboxes for 10 years and said I’d never build another dang boat, and then I thought, ‘Wait, nobody is driving an Allison-engine boat down the river, and there I was into another boat project.” This

52 HOTROD.COM/2016/DECEMBER/

was back in the early 1990s. If that sounds cockeyed, understand that John’s body and brains have been pounded from racing boats a bit too much. Or maybe it’s just boat-owner logic. “My buddy, Mike Leach, was looking for the ‘Super Cinders’ marathon boat, and that triggered me to look for Cream Puff from the early 1960s period of California marathon boats because it had a lot more press, won a lot more races, and had this Allison for power.” Allison. As in 1,710ci, Allison-powered World War II P-38, P-40, and early P-51 Mustang fighter planes. They used to dump these war-


surplus, 12-cylinder monsters in boats, drag cars, and land-speed racers in the 1950s because they were cheap, exotic, powerful, intimidating, and aircraft mechanics were still around who knew how to make them run. And when you look at that gleaming hunk of metal and aluminum, don’t you also want one for your next project? Cream Puff was built in 1961 for the Unlimited class of inlandlakes marathon racing, which was popular in California in the 1950s and 1960s at Salton Sea, Parker Dam in Arizona, Clear Lake above Santa Rosa, and Lake Berryessa located between Santa Rosa and

Sacramento in Northern California. The Salton City 500 was billed as the Indianapolis 500 of endurance boat racing, and it was a sledgehammer on boats. Says John, “Can you imagine trying to drive one of these things for 500 miles—you’d be peeing blood for a week!” Then he adds, “It was the 1960s, people were nuts back then.” In 1964, 189 boats entered the race, but incredibly, only seven finished after more than seven hours of running the 4-mile course. Blown engines, damaged hulls, fried V-drives, and an infinite amount of mishaps were common. It

HOTROD.COM/2016/DECEMBER/ 53


HOT ROD’S SEA MONSTER

attracted all the speed crazies, as well as an estimated 50,000 spectators. Names like Mickey Thompson, Parnelli Jones, A.J. Foyt, drag racer Tommy Ivo, and other IndyCar drivers got seat time in these floating, flying missiles. Even astronauts Gordon Cooper and Gus Grissom and actor Lon Chaney Jr. piloted them. Rudy Ramos was the “son” part of Rayson-Craft, along with his father, Raymond. They owned an aluminum casting plant in Gardena, California, and in the back of the shop Rudy built RaysonCraft pleasure boats and an occasional race boat. At its peak in the 1960s, Rayson-Craft cranked out more than 250 boats per year. But Rudy’s pleasure was racing in marathon boat races, and after winning the 1961 Salton City 500 with an 18-foot Rayson-Craft flat-bottom powered by a Keith Black 392ci Chrysler Hemi, with codriver and money buddy Ed Olson, he knew bigger was better when

54 HOTROD.COM/2016/DECEMBER/

it came to marathons. Boat racers ran Allison engines in unlimited hydroplane divisions successfully in the 1950s, so it was a natural place to seek more torque and horsepower. Ramos created this 20-foot V-bottom to handle both an Allison and the Salton Sea, and fashioned his V-drive with the help of Casale Engineering’s Ernie Casale, the innovator of V-drives then and even today. Casale fashioned this massive, 300-pound, 18-degree splitcase gearbox. The V-drive plate it attaches to is ¾-inch thick steel. The prop shaft is a stout 11⁄4 inches and the whole assembly is waterjacketed for cooling, utilizing a separate dry-sump oiling system. HOT ROD Magazine sponsored it, featured it in the Feb. 1965 issue, and ran a monthly boat-racing column fueled by staffer Eric Rickman’s interest in all things boat-related. Problems plagued Cream Puff during its early gestation through 1963 because of its habit of wandering on the water. Hull and boatracing technology was in its infancy, and even today, boat racers continually tweak and modify their boats as evolution continues. With traditional V-bottom boats, the hull is V’d, incorporating lifting strafes that channel water back against the water’s surface, lifting the boat. Less hull in the water means less drag, so you go faster. Additionally, fins located toward the back help to keep the boat straight. Since the 5,200-pound craft had none of these advances, the hull skidded on the water, unable to go straight. It was essentially uncontrollable. Over two years, Ramos experimented to find fixes. First skin fins, or skags, were attached toward the cavitation plates that settle the boat and help it point straight. Then he ran 1-inch square aluminum stringers along the chine, stabilizing the boat, with the added benefit of keeping water out of the interior as water was pushed away rather than its earlier tendency of curling water up into the boat at speed. Once Ramos worked out the demons, Cream Puff dominated the water, easily winning the 1964 Lake Berryessa Six-Hour marathon in


HOT ROD’S SEA MONSTER

[Flanking each side of the engine are 60-gallon aluminum fuel tanks that John had Imco Products in Chandler, Arizona, make to replicate the originals. Photographer Alex Wong captured the contemporary images of Cream Puff at its home on Lake Nacimiento, California.

April, running 10 mph faster than the competition—at half-throttle. When the Salton City 500, with its $6,600 First Place purse, came around Veterans Day weekend in 1964, Ramos was 20 mph faster than the competition and finished 11⁄2 hours ahead of the Second Place finisher. The longer hull and Allison engine combo pushed the art of marathon racing beyond everyone’s expectations. For good measure in 1965, Ramos and Olson repeated the win in Cream Puff, but soon after, the American Power Boat Association outlawed anything Allison. This necessitated Ramos’ switch to twin, front-to-back 427 Ford FE engines for the next couple years. By then, hull designs were changing and engine performance was ratcheting upward with big-block Chevys and 426 Hemis appearing when there hadn’t been any, so Cream Puff eventually got dumped behind a trade school in Gardena, forgotten for 25 years until John dragged it home in 1991. Says John, “Rudy knew I was looking for it and had the gearbox, or V-drive, which was the key to doing this. I paid Rudy a few grand for the V-drive and got the boat for free. He also had a few other bits and pieces, so that was a good start.” What kind of shape was it in? Says John, “When I found it, it was lying on the ground painted powder blue with a rattle can, with swarms of mosquitos flying around from standing water inside. It was horrific. When I brought it home, my wife screamed, ‘You have stupid stamped on your forehead!’” But there were silver linings. Though the hull is wood-constructed, a 4-ounce fiberglass skin protected it. And the mahogany wood deck was buried in fiberglass, too. Says John, “It was in remarkable condi-

tion. All we did was sand the fiberglass, then lay down another thin fiberglass matte.” It was also built like Noah’s Ark. The bottom keel is 2 inches thick, with four full-length stringers supporting a 5⁄8-inchthick floor. It would have had to sink, been cut up with a chainsaw, or burned up to destroy it. Besides critters, there were some steering bits and motor plates for the FEs remaining. And, of course, John had that V-drive, so all that was left to do was round up an Allison aircraft engine, convert it to Weber carbs, restore the hull, and it would be rooster tails and margaritas frolicking on the gleaming mahogany deck at the river, right? John contacted HOT ROD staffer Gray Baskerville, who kindly sought out photos of Cream Puff for reference from the HOT ROD archives. Then he started scrounging for parts and the elusive Allison engine. Says John, “I didn’t have any money, so I was trading and gathering for over five years before I started restoring it. I was buying junk Webers from VW guys and trading aluminum castings for parts.” By the early 1990s, the likelihood of finding one of these WWII artifacts was like finding the lost city of Atlantis. Continues John, “I didn’t know anything about Allison engines, but an engine is an engine, right? I tracked down the original from Cream Puff, but it was tied up in some probate deal in Seattle—Seattle was a major center for these unlimited boat racers. Eventually, I found two engines in Mesa, Arizona, from a guy restoring P-51s, so I bought those two for $3,000. I tore one down and thought, ‘Man, I’m in way over my head.’ There were a bunch of special tools I would need that only the

Can you imagine trying to drive one of these things for 500 miles— you’d be peeing blood for a week!” — John Fell “

56 HOTROD.COM/2016/DECEMBER/


HOT ROD’S SEA MONSTER

[The cockpit is faithfully restored with switches to the left of the steering wheel for turning on the magnetos and the starter, while the knobs you see on the right of the wheel are for turning on the fuel pump—and the large one for turning on the bilge pump, which was usually open for the duration of racing.

WWII mechanics had—they don’t remake old aircraft tools.” Allison engines are in some ways like motorcycle engines—just a whole lot larger. These single-overhead behemoths have a crankcase that splits lengthwise down the crankshaft and weigh more than 1,000 pounds. The cylinders are in a cylinder block with six cylinders each that are close to 5 feet long, with 6-inch bore spacing and 51⁄2-inch bores. The fork and blade connecting rods are more than 16 inches long and travel in 6-inch strokes. There are four canted, sodium-filled valves per cylinder, and the cast rocker arms have huge rollers that are a work of art. The heads and cylinders are one unit, like an Offenhauser IndyCar engine. And there’s dual everything—ignition, magneto, batteries, and distributor. The dry-sump lubricating system alone incorporates an 18-gallon tank. They were made to stay in the air and not kill our boys while being shot at. “To load that up, you’ve got the pistons on the crank and you drop that into the case upside-down, then you roll the whole thing over,” John says. “Now you’ve got to get the block over the pistons, and they are all at different heights, and you’ve got to compress the rings, too. Basically, everything is screwed up about assembling them.” He says the weak link for these monsters is the electronics: “The plug gap is only 0.019, because if it gets any bigger, it won’t spark.” Among John’s many Allison discoveries was where and how the components were made. For the war effort, all civilian manufacturing ceased and different companies were tasked with producing components or assembling whole planes, tanks, and more. General Motor’s assembly plant in Indianapolis assembled the engines. Castings with the Maytag washing machine logo were made for the intake and exhaust manifold plumbing. The cranks, cast with Cadillac script, worked like a centrifuge, with cups containing traps in the throws to collect metallic parts. So all of the oil is filtered

58 HOTROD.COM/2016/DECEMBER/

through a centrifuge at all times, in addition to inline filters. Amazing, and it gives a glimpse as to how these planes stayed in the air, even after catastrophic damage in some cases. There was a time when Allisons were virtually worthless. In the 1960s, McBride Scrap Metal in Long Beach, California, had more than 600 engines. Japanese metal brokers would purchase them, load them onto boats, and while heading back to Japan, would tear them apart for their silver bearings. During the war, copper and brass were needed for artillery shell casings, so things like wiring and bearings were made from silver. Once the scrappers had their silver, they would toss the rest overboard. Yikes! Soon John got lucky with his engine-building dilemma, because he found Bob Patterson. Patterson was in his 70s at the time and is still alive and kicking. And he knows Allisons, having built possibly hundreds of them for his offshore racing addiction. Why so many? He’s getting twice as much horsepower out of these old engines than they were designed for, so they tend to break. Frequently. He even has a dyno at his Van Nuys shop set up for these monsters. Says John, “I gave him $10,000 to build the engine, and it was a hell of a deal.” A deal? Just consider dialing in the six 48mm Webers. “I’ll bet we did over 30 dyno pulls to synch them with all the jets, emulsifiers, chokes, and air bleeds—it took four or five weeks,” John says. “Once they’re dialed-in, they’re great, but it was challenging, especially when it’s something no one has ever done—there was no baseline. It was a lot of guessing and trial and error.” So how does the engine perform? Says John, “It should make 1,200 hp at 13,000 feet—that’s how they rated them. My engine only makes 850 hp, but it makes 1,600 lb-ft of torque at 2,500 rpm. To make that work, you need to spin the prop at 7,000 to 8,000 rpm. The gear ratio is 2.76:1—basically, almost a 3:1 prop-shaft ratio. The gearbox has its own dry-sump oiling system and spray bars on the gears, and with


OUR #1 ORIGINAL SERIES

THE BEST AUTOMOTIVE PROGRAMMING ON EARTH! FOR $4.99 A MONTH, GAIN INSTANT ACCESS TO ALL-NEW EPISODES OF ROADKILL, ROADKILL GARAGE, AND ROADKILL EXTRA, AS WELL AS THE WORLD’S GREATEST AUTOMOTIVE RACING.

30-DAY FREE TRIAL!

ANY DEVICE. ANYTIME. ANYWHERE. ONLY ON MOTOR TREND ON DEMAND.

JOIN TODAY MOTORTRENDONDEMAND.COM /212A


HOT ROD’S SEA MONSTER

[The exhaust utilizes slip joints with flairs that, once heated up, expand and seal quite well. The manifolds came from WWII P-38 Lightnings because they were the only application of the Allison in aircraft that used twin-turbochargers, which these originally tied into. All other applications used straight pipes like zoomies.

[The original Casale V-drive was the key for owner John Fell restoring Cream Puff, because it’s a complicated piece and would be too costly to reproduce factoring in the other aspects of restoring the boat. John Fell’s deal with the original builder, Rudy Ramos, was to purchase the V-drive, which then included the location of the derelict remains of Cream Puff available for the taking.

When I brought it home, my wife screamed, ‘You have stupid stamped on your forehead!’”

— John Fell

[Everything is massive, including the driveshaft under the chrome shield that came out of a semitruck. The entire restoration took eight years of nights and occasional weekends.

water-jacketed cooling, it’s a pretty sophisticated gearbox for the day—especially for a boat.” Among the few new parts needed were forged pistons Arias Pistons made to increase compression. He also needed a new crank, which he found new-old-stock for $900. “No one could make that for under 20 grand today,” he says. The exhaust is from a P-38 Lightning because all of the other Allison aircraft applications had exhaust similar to zoomies. Lightnings were turbocharged, feeding to the supercharger, so their exhausts ran down and back, which was perfect for Ramos’ needs. A front-mounted centrifugal supercharger originally fed a huge Stromberg carb, but racing rules only allowed naturally aspirated engines, so Patterson plated off the supercharger opening. Now John needed an intake manifold for six Webers to feed 95 gallons of fuel an hour. Where do you find one of those? He says, “I just happen to have a foundry, so I made them.” That’s another thing about John. His grandfather started Buddy Bar Casting in South Gate, California. Buddy Bar does aluminum sand casting, and for decades did all of the Ford Cobra aluminum castings as well as Edelbrock’s before they went in-house in the late-1980s. So the unobtanium intake manifold was no problem. He says, “That’s how Rudy made them, because at one time, his father and my grandfather were sort of in competition.” The intake is actually 12 individual castings arranged on the heads for the slight off-

60 HOTROD.COM/2016/DECEMBER/

center port arrangement. “At one point, Ramos made an intake for four 4-bbl carbs to run on this thing. It didn’t perform well, so they decided to run Webers, and it performed better.” That’s how it raced. Though John only had to clean up the V-drive, the limitation for its new life as a ski boat was no in-and-out box arrangement; it was either in Drive or you turned the engine off. So he had Tom Bentley in Auburn, California, fashion a “whirlaway” ratcheting system at the snout of the drive acting as a prop release. John was cutting and grinding parts he made by hand because he couldn’t afford a mill, making new engine mounting plates, mounting brackets on the stringers and the shaft log. He moved the V-drive rearward and slightly shimmed the engine to improve the drive angle, but other than those two deviations and the whirlaway, Cream Puff is identical to its 1964 configuration. With the fabrication and major mechanical components completed, Swede in Orange, California, performed the bodywork, paint, and lettering. It’s been so long that John can’t remember who did the upholstery. Cream Puff finally hit the water in 1999. The sweet spot for the boat is around 80 to 85 mph. While it’s capable of more, once past 90 mph, it wants to launch out of the water and start porpoising from the 18-degree drive angle. As the boat thrusts up, the prop does too, lessening forward drive, slowing the boat until the prop settles down into the water again and drives forward, repeating the process over and over until speed is reduced. Back in the day, racers experimented with drive angles before concluding that outdrives parallel to the water surface were the best. Since its completion, the Fell family—John, wife Carrie, son Jake, and daughter Molly—enjoy the boat for skiing and cruising at their second home at Lake Nacimiento, California. But now John has some other boats he’s playing with, so Cream Puff may be looking for a new home. It seems that after all of this time, John just can’t control the need for another boat project. Maybe Carrie Fell was right?


DIGITAL 400

DIGITAL 1200

Powerful batteries require powerful chargers. Our microprocessor-controlled OPTIMA® chargers are specifically designed to charge, condition and maintain both AGM and lead-acid batteries while maximizing life and performance. They can even recover deeply discharged batteries, so from topping off to reviving, you’re always ready to rock. To learn more about OPTIMA chargers, visit OptimaBatteries.com

Look for the OPTIMA DIGITAL 1200 AND DIGITAL 400 chargers at a retailer near you. The OPTIMA logo, OPTIMA Batteries, The Ultimate Power Source, Spiralcell Technology, REDTOP, YELLOWTOP, BLUETOP and The Six-Pack Battery Design are trademarks of Johnson Controls, Inc. ©2015


HOT ROD’S SEA MONSTER

02

01 04

03

Looking Back... 01] Cream Puff at speed during the running of the 1964 Salton City 500, a 500-mile race fashioned by the Holly Development company developing property around the lake to draw attention and prestige to the largest lake in California. The first Salton City 500 race was held in 1961 and the last in 1966.

62 HOTROD.COM/2016/DECEMBER/

02] A smiling Miss Salton Sea is flanked by the 1964 Salton City 500 trophy with winners Ed Olson (left), who supported the racing effort and co-drove with Rudy Ramos (right), who owned Rayson-Craft and built the 20-foot V-bottom winner.

03] From February 1964, a rare shot showing the early four-carb setup that was abandoned for the six-Weber configuration ultimately found to work better. Ramos’ boats were christened “Phfft” while co-driver Ed Olson’s were named “Cream Puff” to tie into his Orange County bakery.

04] Ramos before the 1964 Salton City 500 race started. Note the crowded shoreline, with upward of 50,000 spectators enjoying the mid-70s temperatures of November. Also note the carb shield that helps keep water out of the Webers.


YOUR LINC TO OPPORTUNITY STARTS AT LINCOLN TECH For the jobs employers are projected to add by 2024* MORE THAN

MORE THAN

ALMOST

MORE THAN

MORE THAN

MORE THAN

213,000

115,000

70,000

64,000

43,000

32,000

AUTOMOTIVE TECHNICIANS

WELDERS

DIESEL AND TRUCK TECHNICIANS

COMPUTERIZED MANUFACTURING PROFESSIONALS

COLLISION REPAIR PROFESSIONALS

HEAVY EQUIPMENT PROFESSIONALS

TRAIN FOR ONE OF THESE HANDS-ON CAREERS AT LINCOLN TECH – AMERICA’S TECHNICAL INSTITUTE! CALL

866-224-4608

VISIT

LincolnTech.edu

Facebook.com/LincolnTech *These figures represent national career projections and can be found at careeronestop.org, for the years 2014-2024. Speak to an admissions representative for career projections in your area. For consumer information visit www.LincolnTech.edu. Programs vary by campus at Lincoln College of Technology and Lincoln Technical Institute.

@LincolnTech 13528R0716_CR-369


Evan Perkins

Mike Morgan and Evan Perkins

The Truth About Cheap Turbos Unpolished, Unsafe, and Unbelievably Powerful 64 HOTROD.COM/2016/DECEMBER/


hCheap turbos are nothing new.

[Can the cheap turbo kit live up to the internet hype? We put one to the test to find out.

The thrifty, yet potent, snails have been on the market for quite some time. You’ve read about them before, probably seen one at your local dragstrip, and have maybe even pondered buying one. Before you do, HOT ROD brings you the truth, the whole truth, and nothing but the truth about cheap turbo kits. A few years ago, eBay was the place to go for dollar-store turbochargers. It still is, with plenty of bargain performance parts, but the cheapest turbo kits we found came from another website: Amazon. The kits, sold under the brand Auto Dynasty, come in five tiers based on the amount of pieces included— you know, like ordering fried chicken. The base kit (five-piece) includes the turbocharger, exhaust manifolds, gaskets, wastegate, and some assorted V-band flanges and oil fittings, all for the pocket-friendly price of $539.99 (Amazon Prime members even get free shipping). On the opposite end of the spectrum is the 22-piece kit ($1,049), which includes a plethora of electronic gadgetry: a turbo timer; gauges for temperature, boost, and so on; oil coolers; and a few pieces we really couldn’t tell you what they did. We bought the big kit, but now know the 10-piece kit is the sweet spot for most hot rodders, as it includes all of the necessary parts, without some of the highly questionable components we suggest avoiding. Basically, you get all of the hot-side/ cold-side plumbing, the oil lines for the turbo, an intercooler, a blow-off valve, and a wastegate (in addition to everything in the five-piece kit). In theory, this is all of the parts to build a functional turbo system. The 10-piece kit will set you back an entirely manageable $699. Without a degree in global business economics—is that a thing?—it is truly difficult to comprehend how this much “stuff” costs so little. More so than anything, it brings up the question of, “Do you get what you pay for?” To resolutely answer that

HOTROD.COM/2016/DECEMBER/ 65


THE TRUTH ABOUT CHEAP TURBOS question, we packed up our freshly delivered boxes of Amazonsourced turbo parts, grabbed a tired, old small-block out of a C10 truck, and drove to Westech Performance to put the rumor of the cheap turbo to the test.

PIECING THE PUZZLE TOGETHER

[The Auto Dynasty kit comes with boxes upon boxes of parts—some familiar, some not. We had our work cut out for us.

[Before hopping the motor up on boost, we gave it a run with just a carb and headers to test its health and horsepower. With no drivetrain bogging it down, a huge 950-cfm carb, and 17⁄8-inch headers, the engine wheezed out 301 hp and 321 lb-ft of torque.

[We were about 5 minutes into assembling the kit before finding our first problem: no room for a spark plug on cylinder No. 8. Those are important to have, so we heated the tube and bashed it in—a lot.

66 HOTROD.COM/2016/DECEMBER/

Steve Brulé, the brains behind Westech’s engine dyno, loves when we bring him boxes of mismatched cheapo parts to assemble in his 100-degree dyno cell. It truly is a credit to his good nature and, umm, patience that he lets us come at all. At least the water bubbling in the water-brake dyno’s reserve pool adds to the humidity—a personal sauna of sorts to ease the stress of what all of us thought would be a challenging test. Before the turbo assembly/torture testing began, we bolted our run-of-the mill, 350ci small-block Chevy to the dyno. It was given a baseline pull to assess not only its health but its horsepower before boost. The result was good oil pressure, a steady idle, and an output of a whopping 301 hp and 321 lb-ft of torque, via a loaner Holley 950HP carb and open 1.75-inch dyno headers. With a staggering output of 0.85 horsepower per cubic inch, it wouldn’t be breaking any records in NA trim. Queue the dramatic music: It was time to bolt on the turbo—there are no instructions, by the way. And…problem. Our first move was to install the passenger-side turbo manifold. We almost instantaneously found the No. 8 tube wanting for spark-plug clearance—really, really wanting. We actually couldn’t fit a spark plug in at all, let alone a plug wire, in the allowed space. Out came the torch and several hammers to massage the renegade manifold into compliance. After about an hour of hammer, heat, repeat, we had the hot side of the kit in place. The crossover tube does require welding. If you aren’t savvy with a torch, most muffler shops can expand the tubes for a slip fit and exhaust clamp or, if nothing else, double the thickness to weld to. The next major problem occurred on the cold-side piping. The blow-off valve is mounted on a pipe that sandwiches via two silicone couplers before the carburetor. Well, someone’s tape measure must have broke because the diameter of the blow-off valve mount spec’d in at 2.5 inches while the rest of the system measured 3.5 inches. Rather than create a bottleneck right before the carb, Curtis Mowery, the engine’s owner, opted to simply TIG-weld the valve onto one of the intake pipes. This worked fine, but if you can’t weld aluminum, expect to add this to the tab. Another sizing issue—no doubt the result of the kit being pieced together from so many manufacturers—came at the air filter, which was too small to slip over the turbo inlet. Either a reducer or a new filter will be required. After fighting some issues and coming up with the above quick fixes, we finally had the entire kit assembled on the dyno. It was frustrating at times and took some problem solving, but it was far from impossible. But wait, “The turbo is backward,” you say? Yup, it sure is. No, we aren’t that thick. That’s the only way it mounted. “If you tried to reverse it, the turbo would be exactly where the brake booster/master cylinder is in any car,” said Westech’s Joe Trujillo. We even tried reversing the turbo on the flange, but that caused interference with the valve cover. Even a stock valve cover still hit. While this setup will work on the dyno, having the exhaust come out the front in a car would be a hurdle to route and would look kind of goofy. Our thought was to weld a spacer to the turbo flange to raise it enough that it would have room to clear the valve cover. So far, we keep taking off points from the turbo kit’s score, but would we be adding them back once the engine fired?


[With the header tube clearanced, we chipped away at the rest of the kit, figuring out where everything went and troubleshooting problems as they arose. And arise they did.

FUEL TO THE FIRE

A turbo kit is just about useless unless you have a way to fuel it. To that end, we pieced together a Holley 650 double pumper converted to blow-through spec (see the whole carb build on page 74). With less than $50 invested in the carb, it was a mystery whether it would be able to keep up with the turbo or provide the correct mixture under boost. Surprisingly, it would turn out to be the most turnkey component of the test.

To duct boost to the engine, Mowery bought a Spectre carb hat for $101.99—again, from Amazon. We used a rubber air-cleaner gasket and O-ring on the air-cleaner stud to seal in the boost. The kit includes a fuel pressure regulator that is vacuum referenced. Short answer: We didn’t trust it. It uses tiny hose barbs supposedly capable of supplying 600 hp worth of fuel—we weren’t going to chance it. Running lean under boost is more-often-than-not catastrophic, and it simply wasn’t worth the risk. An Aeromotive regulator took its place and was referenced off a brass fitting we tapped into the carb hat.

THE LAB RAT—ER, MOUSE Cheap turbos go hand-in-hand with junkyard motors. When price is the main objective, why wouldn’t they? The unlucky specimen for this test was an all-iron, 1980s-era small-block Chevy, complete with cast-iron heads, cast crank, cast pistons (are you seeing a trend here?), and factory rods. The intake was an old Weiand dual-plane meant for a spread-bore carb. To ensure we gave the motor a fighting chance at survival, we checked the bearings and valvetrain before the thrash-fest. The bearings looked fine and were left alone, but the lifters were showing significant cupping from the substantial mileage on the engine. We threw in a Comp flat-tappet cam (grind NX256H) to make sure the engine lived. The cam has only 212/222 degrees of duration (measured at 0.050 inch of lift) and only 0.434/0.464 valve lift—not exactly a screamer. Lastly, new valvesprings replaced the tired stockers. [We strapped the engine into the truck with boxes of unlabeled Amazon turbo parts and headed down to Westech’s polygraph/ dyno room.

HOTROD.COM/2016/DECEMBER/ 67


THE TRUTH ABOUT CHEAP TURBOS

[The tube the blow-off valve was supposed to mount on was improperly sized and wouldn’t work with the rest of the cold-side piping. Mowery got creative and welded a flange for it right onto one of the intake tubes. Problem solved!

[The kit includes a healthy supply of pre-bent aluminum tubing, silicone couplers, and clamps. There was some debris in the tubes, so give them a rinse before installing.

The vacuum routing diagram, which explains how to route the blow-off valve and wastegate tubing, could double as a Neolithic cave drawing, but it gets the point across—kind of. The kit also comes with 253.5 feet of vacuum tubing, so shortages shouldn’t be an issue. We stood back, sweaty and a little frustrated, to admire what was now about four hours of assembly work; bear in mind we were working in the confines of a dyno cell and not in the much tighter parameters of an engine bay—it could be worse.

HOUSTON, WE HAVE A PROBLEM

You could practically touch the anxiety in the dyno cell as Brulé lit the engine for the first time. Mowery and I were giddy kids at the back of the classroom waiting for the first pull—Brulé, not so much, with his years of engine-tuning experience subconsciously warning him of the impending oil slick on his pristine dyno cell floor.

[Above: See anything strange? You should: The turbo faces the wrong way. Turning it around causes major interference with the valve covers. Even a stock valve cover wouldn’t clear.

68 HOTROD.COM/2016/DECEMBER/

[Below: Because of the turbo’s weird orientation, we used some 4-inch exhaust tubing to route spent fumes away from the turbo’s inlet. This setup would be difficult to mount in a vehicle. A simple solution would be to weld a spacer between the turbo and the header flange, allowing it to be rotated without valve-cover interference.


[Brulé and Rhee suspected a stiff wastegate spring might be the culprit, so they played with numerous other springs to try and get the wastegate to properly function. [Tensions were high in the dyno cell before Brulé made the first pull. He whacked the throttle stick and the engine screamed to 650 lb-ft and 569 hp at 4,500 rpm, before he could abort the pull. Boost was uncontrollable at best and was rising to dangerous levels. [We realized later that the wastegate only opened about ¼ inch, not enough to actually do anything. The solution was to add another wastegate.

THINGS YOU LL ALSO NEED YOU’LL

The kit doesn’t include a carb hat, so that will be an extra expense. We used this Spectre hat (PN 9849) with good results. It sells for $101.99. Also, a boost-referenced fuel regulator is a must. Without one, boost pressure in the float bowls will slow (potentially even stop) fuel from flowing into them. This Aeromotive unit (PN 13204) can easily handle the task and adds $180.97 to the overall cost. In fairness, the 13-piece Auto Dynasty kit ($799) does include a regulator, but it looked pretty sketchy and utilized small hose barbs as inlet/ outlets. Chancing fuel problems wasn’t an option for us.

[Joe Trujillo welded another flange and wastegate onto the opposite header to help evacuate the proper amount of exhaust and slow the turbo down.

Since the ignition timing was already dialed during earlier pulls, the engine was already good to go. Brulé called up the test program and leaned back on the throttle. It was quiet, far quieter than any dyno I’d ever heard, the turbo and exhaust piping covertly exhaling exhaust gases toward the back of the cell. The calm, however, was only momentary as the turbo spooled and the needle on the SuperFlow readout raced toward 650 lb-ft of torque before Brulé could wing the throttle back closed. Ecstatic shouts and hollers reverberated around the room. Did we really crack 650 lb-ft at 4,500 rpm on what, only minutes ago, was a tired hunk of iron? We did! Our excitement was short-lived as Brulé pointed to a graph of boost pressure. Like the slope of Mount Everest, the pressure curve rose rapidly at a daunting angle. It had pegged 17 pounds at 4,500 rpm and was still on a lunar flight path when Brulé aborted the pull. This kit would easily make 20 pounds of boost if someone winged the engine to redline. As cool as the big number is, it’s downright dangerous. A kit that makes 20 psi of boost out of the box is going to ruin someone’s day—and, worse yet, their engine! Our scenario had everything going right for it: an expert tuner, 116-octane race gas, cold coolant, cold spark plugs, and ignition timing that had already been retarded to 25 degrees. Change any of those variables and any internal-combustion engine could become external real quick!

HOTROD.COM/2016/DECEMBER/ 69


THE TRUTH ABOUT CHEAP TURBOS

WHAT’S IT COST? PART TURBO KIT CARB HAT SILICONE REDUCER WASTEGATE FUEL PRESSURE REGULATOR

SOURCE Amazon Amazon Amazon Amazon Summit Racing

MANUFACTURER Auto Dynasty Spectre Upgr8 Auto Dynasty Aeromotive

PRICE $699 $101.99 $15.95 $61.88 $180.97

[It worked! Adding an extra wastegate finally gave us control over the turbo’s speed and boost pressure. For extra insurance, Rhee installed an electronic boost controller to lock in 12 psi of boost pressure.

THE FIX

[This is what a healthy power curve looks like. Compared to the earlier dyno, the power is much more linear and the torque curve down low is far better (red and black arrows). Yes, we dialed some of the power out to 546 hp by reducing overall boost pressure; we’re already asking for problems on this all-cast 350. With a stronger bottom end, a turn on the boost controller is all that is necessary to bring the insane power right back.

70 HOTROD.COM/2016/DECEMBER/

Inarguably, the kit works. The turbo makes boost and the engine makes power. But that’s only half of the equation. Being able to control the turbo, manage the boost level, and create a safe tune-up is paramount. Changes had to be made. Originally, Brulé and Eric Rhee, Westech’s chassis dyno brains and resident turbo expert, figured the wastegate spring was too stiff, allowing too much boost to build before it opened. The wastegate’s job is to vent exhaust around the turbo, reducing flow to the turbine wheel and allowing the turbo to slow down. The duo tried switching to lighter springs, chopping springs, yelling at the springs, all to no avail. The wastegate still wasn’t doing its job and the boost kept climbing to unsafe levels. As a last-ditch effort, Brulé made a pull with no wastegate at all. The result was 1 psi of boost; we realized the wastegate wasn’t able to move enough exhaust even when it was open. We pried on it with a screwdriver and realized that, even when it was fully open, the valve was no more than ¼ inch off the seat. The solution was to add a second wastegate on the opposite bank. Trujillo handled the TIG-welding chore and spliced a second Auto Dynasty wastegate into the mix. The original wastegate springs were reinstalled, and it was time to


THE TRUTH ABOUT CHEAP TURBOS make yet another dyno pull. To everyone’s relief, the second gate did the job. We could finally manage boost! And for an even tighter element of control, Rhee plumbed an electronic boost controller inline with both gates. With the boost set at 12 pounds, we wound the motor up one last time. The turbo did as it was told and held the forced air right at the designated mark—12 psi was worth 546 hp and 613 lb-ft of torque. The powerband had a beautiful curve with tons of torque down low and a smooth, graceful climb to peak power. This mill would make for a killer street car!

THE REVIEW

At the end of the day, we’ll say this: Cheap turbo kits are not for the faint of heart. They require a seasoned car veteran who can handle elements of basic fabrication, engine tuning, and problem solving. We were impressed at the power the kit made, but also concerned at the potential for disaster in box-stock form. Massaging this into the confines of a vehicle would be a challenge, but is certainly not impossible. As for the components, the turbo gets an A+. It had no issues over the two-day test and the clearances still seemed tight after our abuse. Power potential is clearly not an issue with it. The exhaust manifolds

get a worse grade (we’d say a D) as spark-plug clearance was not checked, nor was turbo mounting position. They will take massaging at the minimum. The wastegate was the biggest loser, having been clearly inadequate and the main culprit behind what could have been an engine-destroying problem. For that, it earns an F. As for overall fit, finish, and compatibility, we’d have to give the kit a C. About 75 percent of the components play nice with each other, but the variance in tubing size and incorrect air filter prove quality control is an issue. There were also tons of random hardware bits, fittings, and other stuff that didn’t seem to have a designated use. Is this the cheapest way to make horsepower? Inarguably. “I remember when you used to have to build engines to go fast,” Brulé chided us. But it’s the truth; bolt one of these on, work out the bugs, and you’re on your way to high-10-second passes—with plenty of reengineering required, of course.

Sources AEROMOTIVE; 913.647.7300; AeromotiveInc.com AUTO DYNASTY (SOLD THROUGH AMAZON); Amazon.com HOLLEY; 866.464.6553; Holley.com SPECTRE; 909.673.9800; SpectrePerformance.com WESTECH PERFORMANCE GROUP; 951.685.4767; WestechPerformance.com

[Brulé slides the cold-side piping back into place with the extra wastegate (arrow) welded onto the hot side of the system.

72 HOTROD.COM/2016/DECEMBER/


Powered by

! G N I D O L P WE’RE EX

See the newest ROAD KILL episodes sooner at .com, tor Mo TrendOnDemand 5. 201 ber tem Sep g startin

gearheads is ROADKILL, r fo W O SH EB W T ES TT KILL is America’s HO de for four years. Now ROAD r episo . with a million-plus views pe ere’s more to see than ever th !— m ba d— an e dg Do by powered

W CHECK OUT THE ALL-NE ROADKILL.COM

s, and chats with hosts SEE videos, photos, article Finnegan. And The Dog. e Mik David Freiburger and ere episodes are being shot. GO to ROADKILL events wh arel. GRAB fresh ROADKILL app post your own projects! JOIN ROADKILL Nation to ine. GET ROADKILL the magaz

NEW ROADKILL GEAR! FRESH DESIGNS ON SALE NOW AT

ROADKILL.COM


FORCE FED

74 HOTROD.COM/2016/DECEMBER/

In 2016, a Blow-Through Carb Is Still the Cheapest Route to Boost-Friendly Power Evan Perkins Evan Perkins and Jorge Nuñez


01 02

hIn the electrified and automated world that is 2016, there are a few

things that have stood the test of time: chocolate is still mostly sugar, hamburgers (the good ones, anyway) are still made of ground-up cow, and Holley carburetors still do a bang-up job of mixing fuel and air. While electronic fuel injection is a phenomenal addition to any oldtimey engine, when it comes to keeping the bucks down and the fun up, there’s no beating a good ol’ carb—even with boost. Naturally, to fuel the cheap turbo test mill (page 64), it made sense to keep with the DIY theme and modify a carburetor for blowthrough application. We’re already bracing for the flood of emails subject-lined “Why not use EFI?” that will clog the HOT ROD mailbox for months after this story is published. Are we the crazy ones for still building carburetors in 2016?

03

01] Here is our specimen, a box-stock Holley 4150 double-pumper. 02] The first step of the process is to remove the choke. Later, we’ll be milling off the choke horn so the linkage will be rendered useless. 03]Next, remove the choke plate and shaft. A soft touch is not required here.

HOTROD.COM/2016/DECEMBER/ 75


FORCE FED

MODIFYING FOR BOOST

04 05

The internet is rife with opinions on what needs to be changed, drilled, plugged, whispered to, and otherwise tickled to make a carburetor work with boost flowing through it. The question is, do any of those tricks work? We scoured the forums, search engines, and tech articles and cherry-picked the blow-through mods that, in our heads, made the most sense. Knowing what we know about carbs, that meant milling the choke horn, plugging any potential boost leaks (such as the choke linkage pass-through), and opening up the power valve channel restrictions. It wasn’t hard, and when we tested our Franken-carb at Westech, the results were surprisingly, well—good! Did we get lucky? No, there’s definitely some science at work here. And to better understand it, we consulted blow-through-carb guru Kevin Van Noy of Carburetor Solutions Unlimited (CSU).

THE REVIEW

We knew our carb worked based on dyno data, but could it have been better—did we miss an important step? To find out, we asked Van Noy if there was more to a proper blow-through carb than the simple changes we made. “Those are the most basic mods, kind of what everybody does,” Van Noy said. “They usually work well in the lower power ranges,” which Van Noy classifies as between 500 to 600 hp—right where our test engine lived.

POWER VALVES

Past that horsepower level, extra attention becomes necessary to the power valve. Unlike the main jets—which meter fuel in direct response to airflow through the venturis/boosters—a power valve, via manifold vacuum, actually responds to engine load. However, under boost, their job becomes a little muddied. On CSU carbs, Van Noy utilizes a special “boost-referenced” power valve that—you guessed it—doesn’t open until boost hits. These can be adjusted to activate at different boost levels, tailoring the fuel curve appropriately. Also, CSU uses a screw-in restrictor for the power valve channels that makes adjusting them far easier than drilling out a stock metering block. “Above about 15 pounds, boost pressure in the float bowls can overpower a standard power valve and cause it to close,” Van Noy said. He also stresses the use of a wideband air/fuel gauge to monitor exactly what the carb is doing.

06 07

08

05] Unless your carb is really old and grungy, the baseplate gasket usually comes off unscathed. If you do manage to tear it, grab a basic Renew Kit from Holley. The correct kit will depend on the carburetor list number (located on the choke horn). 06] Here are all of the carb components laid neatly across the bench. If your carb is dirty, leaky, or wasn’t running right on the vehicle it came off of, now is the time for a rebuild. 07] The only part of this process that benefits from specialty tooling is milling off the choke horn. This can be accomplished with a hacksaw, but machining will create a more consistent, better-looking result. Check with a local machine shop before breaking out the cruder instruments.

04] Remove the Phillips-head screws from the baseplate, followed by the baseplate itself. Note: if you have an older carb, the innermost set of base-plate screws should be omitted. These can back out and fall into the intake manifold, hence why Holley no longer installs them on new carbs.

76 HOTROD.COM/2016/DECEMBER/

08] This hole (arrow) on primary side of the metering plate is the vacuum source for the power valve. On newer carburetors, this contains a checkball designed to protect the power valve from engine backfires. Under boost, the check-ball can be pushed up and boost pressure in the float bowl can close the power valve leaning the mixture out.


FORCE FED 09

10 13

11

12

FUEL FLOW

At higher horsepower levels, flow through the carburetor is also an issue, according to Van Noy. “At about 1,200 horsepower on pump gas, a single needle can’t flow enough fuel,” he said. “On E85, it’s about 800 to 900 horsepower.” The solution is moving up to a float bowl with dual needles and seats.

CHECK-BALL REMOVAL

14 09] Here’s a close-up of the power valve protection check-ball assembly. A small punch easily knocks it out of the baseplate. 10] The void where the choke linkage passes through the carburetor body will need to be sealed to prevent a boost leak. We used a gasoline-resistant, two-part epoxy, but JB Weld works just as well. 11–12] While machining on newer carbs is much more precise than it was in the 1960s, it’s still a good idea to epoxy the main well plugs on the metering blocks. This ensures that under boost, no air/fuel seeps through small crevices. Shown are an epoxied block (right) and an un-epoxied block (left). 13] The most important modification to a carburetor for blow-through applications is enlargement of the power valve restriction channels. Unlike jets, which meter fuel in response to airflow through the venturis, a power valve actually responds to engine load via a vacuum signal from the manifold. Once the manifold pressure drops beneath the valve’s rated vacuum, it opens, providing fuel enrichment. On a force-inducted engine, the valve will be held open under boost. 14] We opened the power valve restriction channels up to 0.0780 inches (5⁄64) as a starting point. Remember, it’s much easier to enlarge the holes than it is to plug them back up. Make small changes around 1⁄64 inch at a time to prevent going too big, too fast. Also, make sure you don’t drill too far into the metering block, as the channels are only about 1⁄8-inch deep.

78 HOTROD.COM/2016/DECEMBER/

Van Noy touched on a subject we hadn’t yet heard of. On many— especially newer 4150-series carbs—Holley installed a check-ball that protects the power valve against backfires. “That check-ball can get pushed up by boost, which seals off the power valve feed,” Van Noy said. “Then, boost from the float bowl can work against the power valve and shut it, which leans everything out.” The remedy is to remove the power valve check-ball (photo 10). “If you’re having backfires big enough to hurt the power valve, you have bigger problems.”

CARBURETOR HATS

The best blow-through carb on the market is absolutely useless with a bad carb hat on top of it. Van Noy warns against low-profile hats, especially those that ask the air to turn at a really tight angle. “They choke down the air and don’t let it smoothly blow into the venturis,” he said. Keeping our budget in check, we bought a Spectre singleplenum intake (PN 9849) from Amazon, along with our turbo kit. It is 3.5 inches tall and has a 4-inch inlet. Van Noy is familiar with this hat and has found them to work well. Don’t confuse it with PN 98499, which is a low-profile version that does not work well at all!

THE CONCLUSION

After building a blow-through carb, consulting the expert on its operation, and testing one on an engine dyno up to 600 hp, do we recommend building your own blow-through carb? You better believe it. With $47.95 in parts invested in the carb, this is one frugal way to get your engine ready for boost. To be fair, if your ride isn’t Holleypowered from the get go, you’ll need to buy one. A new carb like ours sells for $462.95 at Summit Racing, but we’ve never been to a swap meet that wasn’t swarming with carbs ripe for the picking.


NETWORK

IF IT ISN’T HERE, IT ISN’T HAPPENING

MORE THAN

MORE THAN

36,000 ARTICLES

100,000 IMAGES

2,500,000 MONTHLY VISITORS

9,700,000 FACEBOOK FOLLOWERS HOTROD.COM


FORCE FED

15 17

16 18

19

HOW DOES IT WORK?

15] The next change requires the installation of nitrophyl floats. Brass floats are hollow and very thin. Because of this, they crush under boost pressure. We ordered a solid nitrophyl float (PN 116-3 for the front, PN 116-10 for the rear). 16] The rear float is notched with jet extensions to prevent uncovering of the rear jets during hard launches. 17] Two screws are all that need to be removed to install the floats, and their $43.76 price tag from Summit Racing is cheap insurance against a fuel-system failure later. 18] After thoroughly cleaning any shavings from the main body, the baseplate, metering blocks, and bowls (in that order) can be reinstalled. 19] When boost comes into the equation, the tuning parameters begin to narrow. Where a naturally aspirated engine will, in comparison, be fairly tolerant of a lean fuel mixture, a boosted motor is far more likely to experience catastrophic failure if run lean. A quick-responding wideband AFR gauge, such as AEM’s X-Series Wideband UEGO, is an easy way to make sure the carburetor is doing exactly what you want. This should be considered a necessity when tuning a boosted engine.

80 HOTROD.COM/2016/DECEMBER/

We didn’t just build a blow-through carb: we tested it! Above, the graph shows air/fuel ratio, boost, and rpm with the engine on the dyno. After upping the jets in the carb five sizes in front and four in back, we were able to achieve a fuel curve that began at 11.9:1 and richened to 10.8:1 as boost rose to a peak of 12.5 pounds. Had the boost kept climbing, the engine would have continued to richen up. While that isn’t absolutely ideal, our testing proved that for a street engine with conservative boost, a homemade fuel mixer is more than up to the task of supplying 600 hp of fuel safely.

Sources HOLLEY; 866.464.6553; Holley.com WESTECH PERFORMANCE GROUP; 951.685.4767; WestechPerformance.com CARBURETOR SOLUTIONS UNLIMITED; 909.851.6955; CSUcarbs.com


BR 3™ • • • • • •

BP BR 7 285 BS™ S™ • • • • • • • • •

STS BR 7 BS 273

15° Valve Angle 2.165 / 1.590 Valve Sizes Out-of-the-Box Horsepower 71 cc Combustion Chambers LS3 Compatible Uses Existing LS3 Rockers

LS COMPATIBLE

12° LS7 Compatible Valve Angle 285 cc Intake Ports 2.250 / 1.580 Valve Sizes Flows Over 400 cfm 100% CNC Ported New High Flowing Exhaust for Turbo/Blower Use Large Valve Spring Pockets for Roller Cam Special Rockers Required A45 Copper Exhaust Valve Seats

www.brodix.com

479•394•1075

RR BB-O™ +90 hp! • • • • •

Oval Intake Ports Exhaust Ports in Stock Location Flows Over 340 cfm 75 lb Less Than Iron Heads Available With CNC Ported Combustion Chambers

LS COMPATIBLE

• 100% CNC Ported • Flows Over 415 cfm • 2.250 / 1.614 Valve Sizes • 50° Valve Job (Intake) • 45° Valve Job (Exhaust) • 273 cc Intake Port • 12° Valve Angle • Requires Special Rocker System • Incorporates Larger Spring Pockets For Roller Cam • Requires Special Valve Covers

FREE 2016 OG CATAL

301 MAPLE AVE. • P.O. BOX 1347 MENA, AR 71953 • FAX (479) 394-1996

© Copyright 2016 Brodix, Inc. Not legal for sale or use on pollution controlled motor vehicles.

CAR: 1940 MERCURY / OWNER:GARY MATRANGA / PAINTER: RICH LINDGREN OF TIM’S HOT RODS LOCATION: RIO LINDA CA / PRIMER: KD3001 BLACK / BASE: S2-LE01 BLACK FOREST / CLEAR: USC01 SHOW KLEAR

houseofkolor.com


Brake Upgrade Kits SIX FABULOUS CHOICES to suit every driving style and budget. All EBC rotors are now black GEOMET® corrosion resistant coated...

These rotors WILL NOT RUST

NRS® - NUCAP Retention System® creates a mechanical bond, locking the friction to the backing plate. Vehicle Type

Prices From

Stage 1 Kit Ultimax Daily driver pads & Geomet black OEM style rotors

Any Vehicle

$99

Stage 2 Kit Greenstuff sport pads & USR slotted black Geomet Rotors

Car

$145

Stage 3 Kit Greenstuff Trucksport pads & GD sport drilled black Geomet rotors

Truck/SUV

$175

Stage 4 Kit Redstuff premium fast street pads & USR slotted black Geomet rotors

Car

$195

Stage 5 Kit Yellowstuff highest friction pads & GD sport drilled black Geomet rotors

Any Vehicle

$245

Kit includes 100% British made ECO friendly quality high efficiency EBC brake pads fully tested and approved to meet or exceed all known standards plus premium Geomet corrosion resistant G3000 iron rotors of your pattern choice. Geomet is the NUMBER ONE brake rotor anti corrosion surface coating used by OEM builders (they use silver, we prefer black Geomet). Coating withstands severe salt spray tests for corrosion resistance.

Ask at Pep Boys or your local retailer or shop online at .... VISIT DICKIESAU TOMOTI VE.COM TO FIND A DISTRIBUTOR

www.ebcbrakes.com


WRENCHIN’ @ RANDOM

Daily Driver Diaries

PRO-TOURING KITS '67 CAMARO STAGE IV

*Shown with optional upgrades

(SHOWN)

CPP’s new Pro-Touring Kits provide the ultimate performance for an affordable price. Our kits are made in the USA with the quality you have come to expect from Classic Performance Products. From entry level Stage I kits to “tried and true” Stage IV kits, these kits combine the lower stance and performance enhancements you want. AVAILABLE FOR CHEVY TRUCK, Stage I Kits-starting at $ /kit FULLSIZE, NOVA, CAMARO, STAGE I* CHEVELLE, G-BODY STAGE II* & FORD MUSTANG • Stage I + Adjustable Coilovers • Tubular Control Arms APPLICATIONS! STAGE III* • Front/Rear Pro-Touring Sway Bars • Stage II + 11" Disc Brake Kit with Chrome Master Cylinder • Lowered Front Coil Springs and Adjustable Prop Valve Distribution Block • Front/Rear ClassicFit™ STAGE IV* Nitrogen Gas Shocks • Stage II + CPP 13" Front & 12" Rear Big Brake Kit

MADE IN THE

USA

1499

WE ALSO OFFER MOST COMPONENTS & ACCESSORIES! CPP POWER TRACTION STEERING BOXES Direct bolt-on boxes with new bille BARS

Fully-adjustable bolt-on traction bars require no modifications. Available for Chevy Truck, Fullsize, Nova, Camaro & Ford Mustang applications!

aluminum cap provides better clea and fitment. Available for most popular

truck, nova, chevelle & camaro. Also availa Ford Truck, Fairlane, Falcon, Mustang & Do g applications! /kit starting at $ /ea

CLEARANCE!

299

starting at $

Classic Performance Products, Inc. LET’S GET SOCIAL!

ClassicPe rform.com

379

14:1 T SPOR

888-522-8305

714-522-2000 | Fax: 714-522-2500

378 E. Orangethorpe Ave. | Placentia, CA 92870

Prices subject to change without notice. *Please note that kits and prices may vary between certain applications.

That Girl

The scene: Stop-and-go traffic on Interstate 405 North in Los Angeles. I’m sweating to death in the Dodge Polara in the fast lane—“fast” being a misnomer at this point. The windows are down in the Dodge, but there isn’t much breeze. A white Plymouth van is beside me in the carpool lane, the only other car with open windows. Two guys are inside, laughing, music bumping. Van Guys: Hey! Hey! You like Banda music? We are listening to Banda! Me: I know, I can hear it. Van Guys: What are you listening to? Me: Uh, the engine? Radio doesn’t work. Van Guys: We will stay next to you so you can listen to Banda with us. Me: OK. Van Guys: You want to sell that car? Me: No. I love it. Van Guys: We know! We see you in the morning driving it all the time, and we say, “There is that girl in the big car!” Traffic in the carpool lane picks up pace. The van moves forward. The passenger leans out and shouts back at me. “Goodbye, that girl!” It’s a very small sort of celebrity, but it’s kind of nice to have a moment of human interaction in the vast impersonal sea of L.A. traffic. While everyone else is sealed off in white and silver air-conditioned blobs, looking at their phones and letting autopilot and cruise control move them forward through the herky-jerky gridlock, I made a friend through my open window, which is cool, whether or not you like Banda. hHOTROD.COM/Elana-Scherr

[There might be another gal tootling around Los Angeles in a green 1969 Polara, but I haven’t met her yet.


WRENCHIN’ @ RANDOM

Thom On Design Stance, Proportion, and How to Mic-Drop Your Next Project

HOT ROD Archives

No, this is not about why Funny Cars should look like their reallife counterparts, though that’s a common discussion around HOT ROD and drag-racing circles, in general. Instead, this is about proportion and stance. You might hear these terms come up from time to time deal-

ing with the overall appeal of a particular car design, but it’s a bit fuzzy on what it refers to and how important it really is. Our example is the Rambler (soon to be AMC) Rebel from 1967 and its fantastic Grant Rambler Funny Car replicate of “Banzai Bill” Hayes from that epoch

when Funny Cars were just morphing from real car body shells to fiberglass flip-top facsimiles. Race Car Specialties’ Frank Huszar and Roy Steen built a chassis about 10 inches longer than a stock Rebel, which the Grant Industries–made body was lengthened ahead of the cowl to accommodate. Those few inches changed the proportions of the car from being truncated up front to giving the overall design a more natural proportion. Then with the big slicks in back and front-runners up front, the body lower in relation to the ground, and, of course, wheels and tires, the stance changed from looking like a cat with its back arched walking

on its toes, to lower and more aggressive. Were the front of the car to be higher than the rear—as in the stock Rebel picture—the stance or rake would be off, unless we’re looking at gassers. Then, the higher the front, the cooler and more insane the overall proportions become, throwing all stance and proportion norms out the window. So whether you’re going for the cartoony craziness of gassers or the low-down goodness of Funny Cars or Pro Stockers, think about this little primer when dreaming about your next project and make it look like a wolf on wheels instead of a wandering warthog. hHOTROD.COM/Thom-Taylor


A Quick Lift You Won’t Take Lightly

See it on YouTube

The QuickJack portable car lift system is the ultimate replacement for old-fashioned car jacks and jack stands. Durable mounted wheels make it easy to place your frames, but there’s nothing “light� about QuickJack’s performance beneath your vehicle. Choose from three heavy-duty, welded steel frame models that lift up to 7,000 lbs. and come with auto-engaging safety lock bars. All models meet and exceed standards to earn QuickJack the highest safety rating in its class for happy, heavier lifting.

MODERN SOUND FOR YOUR HOT ROD

Introducing

For more details visit: www.quickjack.com

FREE SHIPPING

NEW & IMPROVED

BL-3500SLX

• SiriusXM-Ready™ (requires SiriusXM Connect Tuner) &RPSDWLEOHZLWKL3RGŽDQGL3KRQHŽ PATE NT

ED

ÂŹ%OXHWRRWKÂŽIRUKDQGVIUHHFDOOLQJ and audio streaming ÂŹ3OD\V03DQG:0$ILOHVYLD86%

$1125.00

6HOHFWDEOHFRORU/&'GLVSOD\ $0)0WXQHUZLWKSUHVHWVDQG5'6

BL-5000SLX

2IILFLDOO\OLFHQVHGYLQWDJHUDGLRGLDO VFUHHQSURWHFWRUVVROGVHSDUDWHO\

$1340.00 BL-7000SLX

$1490.00 SUV & LIGHT TRUCK ADAPTERS

3� Collapsed Height

OPTIONAL

$220.00 We have complete audio system solutions for your classic. )RUPRUHLQIRUPDWLRQYLVLWRXUZHEVLWH RUFDOO

SUV & Light Truck Adapter Set

CALL NOW! 1-888-262-3880 Š QuickJack 2016. QuickJack products are protected by one or more patents.

* Free Shipping on QuickJack products to most areas in the 48 contiguous states.

www.quickjack.com

www.retromanufacturing.com/hotrod


WRENCHIN’ @ RANDOM

What Is the Proper Brake System Pressure Range, and How Should it Be Checked?

Marlan Davis

Typical full-lock operating pressures on conventional OEM-style automotive hydraulic-brake systems are 900–1,000 psi with manual brakes and 1,400-plus psi with powerassisted brakes. To check the pressure, you’ll need a simple brake-pressure gauge. They’re sold by several sources, including Lamb (PN 882) and Wilwood (PN 260-0966). Use the gauge to check pressure at each caliper or drum and at each master-cylinder outlet port. (Deactivate or bypass any proportioning valve or ABS computer.) If the pressure is much lower at one or more wheels than it is up at the

master cylinder, the problem is in the lines or at the calipers and drums. If there’s high pressure everywhere but the brakes don’t lock up, the master cylinder and calipers or drums are mismatched or incompatible. If pressure is low everywhere, look at the master cylinder, the power-assist unit (if applicable), or brake pedal. hHOTROD.COM/Marlan-Davis

Contacts LAMB COMPONENTS INC.; Upland, CA; 909.985.1901; LambComponents.com WILWOOD ENGINEERING INC.; Camarillo, CA; 805.388.1188; Wilwood.com

[An inexpensive pressure gauge that screws directly into the mastercylinder outlet ports and caliper or drum-brake slave-cylinder bleeder-screw ports is a great brake-system diagnostic aid. This is the brake pressure with the Roll Control engaged on a drag car.

100% Retro

HOTROD.COM/HOT-ROD-DELUXE


Automotive Accessories

CUSTOM-FIT INTERIOR PROTECTION

FloorLiner™

Cargo Liner FloorLiner™ and Cargo Liner are Available in Black, Tan and Grey

Seat Protector

HUNDREDS OF VEHICLES ONE LOCATION MORE SHOW DETAILS AT

WeatherTech.com

800-441-6287 Proudly Designed, Engineered and Manufactured in the USA Canadian Customers WeatherTech.ca European Customers WeatherTechEurope.com © 2016 by MacNeil IP LLC


DO MORE BURNOUTS!

ON-CAMPUS HOUSING, NO OUT-OF-STATE TUITION, FINANCIAL AID & SCHOLARSHIPS AVAILABLE

HIGH PERFORMANCE DIESEL AUTOMOTIVE ROBOTICS ALTERNATE FUELS & MORE!

buy more

tires!

SPEAK TO A TIRE & WHEEL EXPERT TOLL FREE

877-403-7956

OR VISIT

cokertire.com

WWW.UNOH.EDU • 419.998.3120 • LIMA, OH •


The

Number One Choice For Handbuilt American

Muscle.

LOWEST PRICE EVER on DR® Leaf and Lawn Vacuums! RATED

#1

in VACUUM POWER

The ALL NEW DR® Leaf Vacuum is designed from the top down to make yard clean up easier, faster, and more thorough than ever before. And for a limited time we are offering them at incredible low introductory prices!

Unload with just one hand!

Easy, 1-Hand Dumping Stores Flat in Minutes

[

]

LSX 427 SC 2.9L Whipple

800HP

» All Engines Are Individually Dyno Tested. » Printed Dyno Results Are Shipped With All Engines. Video Results Available Upon Request. » Limited Warranty Included. » All turnkey engines come complete with Mast Motorsports calibrated ECM, wiring harness, pedal and tune.

Mast Motorsports calibrated ECM

check out our full line of products at

www.mastmotorsports.com 936.560.2218

Converts to a Rugged Utility Trailer

FREE SHIPPING 1 YEAR TRIAL SOME LIMITATIONS APPLY Call or go online for details.

Doubles as a utility trailer!

Call for FREE DVD and Catalog! TOLL FREE

888-206-6012 DRleafvac.com

93558X © 2016

Rated #1 in Vacuum Power


HOT ROD TO THE RESCUE

[Car owner Sean Price (left) and his pops, Tom, were blown away by the Nova’s performance gains. “Thanks, HOT ROD and Rollings!”

[Previously, we dealt with the 1965 Nova’s cam, cylinder head, and valvetrain woes. Now we’ll fix the carb, ignition, and fitment issues.

[Neither of Price’s two carbs—an 850 doublepumper (left) and a 750 Street HP (right)— responded to normal dyno tuning.

Sean Price’s 1965 Nova 350 Nose-Dives Over 4,500 RPM. We Fixed the Cam; Now We’re Gonna Fix the Heads and Valvetrain. Marlan Davis

THE RESCUE SO FAR

When Rollings Automotive checked out Sean Price’s 1965 Nova 350 small-block, it was dead upstairs, held back by a weird cam grind, valvetrain issues, crappy early 1990s TBI iron heads, a messed-up carb, and damaged spark-plug wires. We replaced the cam with a Comp Cams Xtreme Energy XR294H-10 hydraulic roller and Cloyes True-Roller timing set (Oct. 2016 issue), then trash-canned the heads for Brodix Race-Rite 200 aluminum heads and Brodix’s high-rise dual-plane intake (Nov. 2016). This month, we’ll get the carb and ignition up to snuff, sort out some chassis integration issues, and put the Nova back on the chassis dyno.

THE FIX: FUEL

Price was running an early Holley 850-cfm double-pumper carb (PN 0-4781-2), but there was what seemed to be a 750-

NEED JUNK FIXED? 90 HOTROD.COM/2016/DECEMBER/

[Rejuvenated thanks to Comp Cams, Brodix, Fel-Pro, Holley, Cloyes, MSD, The Carb Shop, and ARP, the 350 drops back into the Nova.

cfm Holley Street HP doublepumper (PN 0-82751) in the trunk. Neither responded to tuning during the original Westech dyno runs, with both down about 20 wheel horsepower

(whp) from the best 260-whp baseline garnered with a knowngood, 750-cfm shop carb. To sort out Price’s carbs, we brought in the experts at The Carb Shop, which specializes

in everything from straight restorations to full-competition racing carburetors. Based on the Nova’s engine size, mods, and intended use, The Carb Shop’s Randy Robinson chose the

If your car has a gremlin that just won’t quit, you could be chosen for HOT ROD to the Rescue. Email us at PITSTOP@HotRod.com and put “Rescue” in the subject line. Include a description of your problem, your location, and a daytime phone number.


MADE IN

USA

Delivering the most high performance handling and smooth cruising ride possible

®

HEIDTS PRO-G® SYSTEMS FOR 1964 TO 1970 MUSTANG

• • •

• 'URS6SLQGOHV:LOZRRG'LVF%UDNHV • 3RZHU6WHHULQJ$GMXVWDEOH&RLORYHUV $OO1HZ'HVLJQ)RU(DV\&R\RWH0RWRU)LWPHQW

• •

• $GMXVWDEOH%LOOHW&RLO2YHUV&XUULHUG0HPEHU • $YDLODEOH,Q6WDQGDUG2U :LOZRRG'LVF%UDNHV +LJK+RUVHSRZHU

CALL FOR YOUR FREE HEIDTSCATALOG!

HEIDTS.COM 1-800-841-8188 8OO OAKWOOD ROAD, LAKE ZURICH, IL 60047

MOST PRODUCTS SHIPPED WITHIN 24 HOURS!

©2016 HEIDTS PRODUCT PAINTED FOR ADVERTISING PURPOSES ONLY


HOT ROD TO THE RESCUE

[The Rollings rescue crew (clockwise from lower left): Norm Rollings, Trevor Reichel, Phillip Soden, Mark Rollings, and Clarence Range.

[Price’s 750 carb was the best fit for his 350, but its mismatched parts needed a ton of work at The Carb Shop to get it into fighting trim.

[With more than 393 hp at the wheels, it’s like Price has a whole new car. He’s now planning a chassis rework to manage all those wild horses.

B

B

B

A

A [Drilling small throttle-plate holes (A) was an old-school trick to get a motor to idle with huge racing cams and may cause a lean idle mixture on street cars. The Carb Shop installed new blades without holes. Bretzing says, “Today, we calibrate the idle circuit using replaceable air bleeds.” Baseplate-to-metering block interference can sometimes occur at locations B.

D A

B

[Someone had installed a big 50cc accelerator pump on the primary side, probably to crutch the missing power valve (PV). With the proper PV installed, it would supply too much fuel on WOT transition. Note the thicker 50cc pump diaphragm housing (A) compared to the thin 30cc part (B)—a “50cc pump arm” only pumps 50cc with the thick unit plus a brown pump cam.

CARBURETOR CALIBRATION In addition to these listed values, The Carb Shop also performed undisclosed proprietary air-bleed and PVCR modifications.

PRIMARY SECONDARY Main jets No. 72 No. 82* Pump cam Pink Brown Pump nozzle 0.031" 0.037" Power valve 4.5 None Needle & seat 0.120" Viton (both sides) * Leaned to No. 77 during dyno-testing.

92 HOTROD.COM/2016/DECEMBER/

750 as the basis for a “Stage 2” blueprint. Normally, Stage 2 includes a full refurbishment, truing up all machined surfaces, and custom calibration including jets, power valves, accelerator pump cams, and shooters, plus “secret” internal mods as needed to include idle and high-speed air-bleed

B

C A

[Price’s Street HP main body (on stand) lacks a vacuum transfer slot found on other universal Holley bodies (A). It was incompatible with Price’s installed primary metering block that has a transfer hole for a ported vacuum tube (B)—resulting in an “always-dead” port. Bretzing installed the proper block with no transfer slot hole (C). Ported vacuum is still available at D.

changes and PVCR alterations. The goal is a consistent, flat fuel curve from off idle to the top end and is what separates The Carb Shop’s services from simple dialin tuning. Price had said the 750 never

seemed to run right. No kidding. Turns out, only its main body (with its identifying Street HP List number) was “correct” for the series. Everything else was cobbled together from several different, incompatible carbs—


SERIES

DAY MODE

NIGHT MODE

•Set your own lighting colors for the face, needles and message center. • Fully-programmable TFT display(s) for the information you need where you want it. • Integrated capacitive-touch buttons match machined aluminum needle hubs. • Bluetooth capability for Apple & Android app. SEE WEBSITE FOR MORE INFO!

www.DakotaDigital.com/HR 1.888.200.9984

Authorized Manufacturer of

Copyright 2016 © RESTOPARTS is a registered trademark of OPGI, all rights reserved, GM brands are all registered trademarks of General Motors Corp.


HOT ROD TO THE RESCUE

“Never in a million years did I expect such an improvement!”

— Sean Price

[Usually used only on the secondary side of some larger doublepumpers with 50cc pumps, the brown cam’s profile is much more aggressive than the common pink cam usually factory-installed by Holley. Bretzing kept the largercapacity pump, but stepped its capacity back to the standard 30cc with the pink cam. No. 1 hole position (arrow) offers the greatest shot.

[Moroso shims then moved the crank pulley forward, but ARP’s balancer bolt was now too short. In the lathe, Rollings enlarged the pulley’s center hole so the bolt and washer bore against the harmonic balancer alone. He enlarged the pulley bolt holes from 3⁄8 to ½ inch, then recentered the pulley on the balancer by sleeving ARP’s 3 ⁄8-inch pulley bolts with bushing stock.

[Price’s generic short-leg, parts-store water pump hit the beefy Cloyes front timing cover. The dashed line indicates the contact area. Rollings moved the pump ¼-inch forward with an Allstar spacer kit. That required moving the crank and alternator pulleys forward as well.

B

A

[The throttle-cable’s one-bolt mounting bracket (A) didn’t consistently hold adjustment under pedal input; such mounts with no additional locator tab tend to form an axis of rotation. The solution: a rigid two-bolt, billet-aluminum Summit Racing bracket (B) that, as Rollings puts it, “Is steady, adjustable, good-looking, and reasonably priced.”

plus, the basic calibration was plain out to lunch. The Carb Shop’s OJ Bretzing found no primary-side power valve (PV) installed. Over-rich primaryside main jets, plus a huge 50cc primary-side accelerator pump, had been installed to try to compensate for the missing PV. “Never block the PV on a streetdriven car,” Bretzing explains. “It’s needed for driveability. Without one, if we found the right main jet for WOT [wideopen throttle], part-throttle

94 HOTROD.COM/2016/DECEMBER/

sucks. If you use the right main jet for part throttle, WOT suffers.” Also needed was a new metering block and throttle blades. Back at Rollings, the carb was installed atop a Summit phenolic 1-inch-tall open spacer, added for more top-end breathing. Other fuel/air enhancements included a Holley 110-gph highperf mechanical fuel pump, a better throttle-cable bracket, a raised air-cleaner base, and PCV valve provisions.

[To forestall possible baseplateto-metering block contact (which can cause sealing issues and vacuum leaks) as well as ease on-engine float bowl and metering-block removal for quick jet changes, The Carb Shop mills the baseplate vacuum-boss surfaces about 0.030 inch, just enough to “erase” the red marks in this photo. Bretzing: “We also true up all machined surfaces on the main body.”

[With the thicker throttle bracket, Rollings says, “We didn’t want the air cleaner to hit if the throttle wasn’t correctly adjusted. We replaced the ¼-inch-rise, air-cleaner base (left) with a ¾-inch-rise base (right).” Also added was a new, flatter lid that proved 10hp better on the dyno. He retained the original K&N filter element.

[The alternator pulley moves forward with a ¼-inch spacer (arrow) placed on the shaft behind the drive pulley. To regain sufficient thread engagement for the nut’s pulley, the pulley’s front recess depth was increased by ¼ inch.

[To keep up with the 350’s nowhigher power potential, Rollings installed a Holley 110-gph highperf pump actuated by a Howards Cams ultralight, carbon-fiber pushrod. On the motor, the pump’s lower housing was reclocked for clearance and better hose routing, with the plumbing upgraded using Phenix elbows and hose fittings installed on Price’s existing pumpto-carb hose.


AMERICAN POWERTRAIN HAS ALL THE PARTS YOU NEED TO COMPLETE A MODERN OVERDRIVE CONVERSION SWAP FOR YOU MUSCLE CAR, STREET ROD OR CUSTOM. PRO-FIT 5-SPEED SYSTEM:

GET THE SHIRT AND SUPPORT THE CAUSE!

• TREMEC TKO transmission for a great fit and true overdrive Follow Us on Social Media! • Shift positions available for bucket or bench seats • Complete turnkey kit • Includes driveshaft, hardware, low profile # mount, adjustable crossmember, speedo and 1 more!

www.americanpowertrain.com

931.646.4836

PRO-FIT 6-SPEED SYSTEM:

• TREMEC Magnum with 700ft/lbs torque capacity • Shift positions available for bucket or bench seats • Complete turnkey kit • Includes driveshaft, hardware, low profile mount, adjustable crossmember, speedo and more!

sales@americanpowertrain.com


HOT ROD TO THE RESCUE

THE FIX: SPARK

Price already had an MSD-6 ignition box, Blaster coil, and MSD billet distributor, but several wires and boots were burned or cracked, and the distributor cap and rotor had seen better days. They were upgraded with new MSD parts, including a universal wire set Rollings customtailored for the installation.

THE FIX: FRONT DRIVES

THE RESULTS

Cloyes’ Quick Button Two-Piece Timing Cover, with its adjustable cam stop, is said to clear “most” short water pumps, but not the generic short pump on Price’s 350. Rollings used water-pump spacers to gain the necessary clearance, then shimmed and machined the crank and alternator pulleys to restore proper drivebelt alignment.

Back on the Westech Performance chassis dyno running on 91-octane unleaded gas with 38 degrees total advance, The Carb Shop’s metering was virtually spot-on, with only the secondary side requiring slightly leaner jets. Compared to the best baseline run with the known-good shop carb, output improved by more than 133 hp at the wheels—up from the original baseline’s

260 whp at 4,910 rpm to 393.6 whp at 6,019 rpm (a 51-percent improvement). The 12.1–lb-ft torque gain was more modest, with the engine now developing 368.6 lb-ft at 4,929 rpm, up from 356.5 lb-ft at 2,742 rpm. A normally aspirated motor’s torque potential is basically established by its displacement; big cams and heads tend to just raise the rpm at which the peak occurs. Also par for the course with larger heads and a bigger cam,

PHASE 3 RESCUE PARTS AND PRICES Does not include labor, shipping, miscellaneous small hardware, sealants, or taxes, except as noted. Dimensions in linear inches, except as noted. Priced 08/10/16; subject to change.

BRAND

PART DESCRIPTION

PART NO. AMT.

PRICE

FROM COST 31071 1 Summit $15.99 ALLSTAR SPACER KIT, water pump, aluminum, natural, ¼ thk, inc. gaskets 430-6801 1 Summit $9.57 BOLT, w/ washer, crank pulley-to-balancer, 3⁄8-24×0.750, 3⁄8 6-point head, stainless steel, 3/pkg. BOLT, 3⁄8-16×2, 7⁄16 hex head, stainless steel, 5/pkg. (2 used to mount spaced-out water pump) 625-2000 1 Summit $23.08 BOLT, 3⁄8-16×3, 7⁄16 hex head, stainless steel, 5/pkg. (1 used to mount spaced-out water pump) 625-3000 1 Summit $25.51 ARP¹ BOLT, w/ wide-area washer, harmonic damper, 7⁄16-20×2.470, 13⁄16 12-point head, alloy steel, 200,000 psi 234-2501 1 Summit $29.64 STUD KIT, carb-to-intake, inc. (2) 2.700 OL & (2) 3.050 OL 5⁄16 od studs w/ nuts, stainless steel 400-2420 1 Summit $29.99 200-8405 4 Summit $2.04 WASHER, flat, stainless steel, 0.375 ID×0.625 OD×0.063 thk (for water pump bolts) BLADE, throttle (not included in Standard Stage 2 service) HOL172 4 Carb Shop $20.00 THE CARBURETOR, Stage 2 rebuild and blueprint, inc. custom calibration, parts, gaskets, machining, and labor Stage 2 1 Carb Shop $350.00 CARB SHOP HOL6022 1 Carb Shop $50.00 BLOCK, carburetor metering, 2-circuit, used on primary side (not included in Standard Stage 2 service) BASE, 14" open-element air filter, 51⁄8" mounting flange×3" rise HZ-7195B 1 Rollings $14.85 HZ-4870 1 CFR $8.99 BREATHER, valve cover oil w/ internal separator, smooth chrome steel, fits 1¼ hole GROMMET, valve cover, rubber, 1 ID×1¼ OD, push-in (fits breather) HZ-9360 1 CFR $2.49 HZ-9361 1 CFR $2.49 GROMMET, valve cover, rubber, ¾ ID×1¼ OD, push-in (fits PCV valve) CFR LID, 14" open-element air filter, chrome HZ-2195T 1 Rollings $14.85 NUT, air cleaner retaining, ¼-20 female threads, knurled, chrome HZ-2183 1 Rollings $2.93 STUD, ¼-20×5, air cleaner mounting, cut-to-length HZ-7196 1 Rollings $2.93 46001 1 RockAuto $4.11 DORMAN HOSE, PCV valve-to-carb, 8.75 OL plastic tube w/ 0.562 & 0.616 rubber ends (OE GM truck/van 1985-1995) GASKET, carburetor air horn, 5.125 od×0.094 thk, self-adhesive 2104 1 RockAuto $7.74 GASKET, fuel pump mounting plate, composite w/ steel core 5182 1 RockAuto $0.73 6579 1 RockAuto $0.94 FEL-PRO GASKET, fuel pump mounting, composite GASKET, header collector, triangular 3-bolt flange, 3 od×37⁄8 bolt-circle, 2/pkg. 2001 1 RockAuto $7.30 GASKET, thermostat housing, plastic/molded rubber 2202 1 RockAuto $8.70 JET, carburetor main metering, No. 77, ¼-32 UNEF, 0.0855 orifice, 2/pkg. (used on secondary side)² 122-77 1 Summit $7.52 HOLLEY PUMP, fuel, mechanical, 110 gph free-flow, 6.5-8-psi pressure, 3⁄8 NPT ports, polished aluminum 12-327-11 1 Summit $93.23 HOWARDS ROD, fuel pump push, Ultra Lite, blended carbon polymer, 0.500 od×5.75 OL 94475 1 Summit $40.97 10635-1 2 Summit $14.34 LUCAS OIL, engine, hydrocarbon, break-in, racing, 20W-50, 1qt container³ OIL OIL, engine, hydrocarbon, break-in, racing, 20W-50, 5qt container³ 10636-1 1 Summit $26.97 MOROSO SHIM KIT, crankshaft pulley, aluminum, inc. 1 each 1⁄16, 1⁄8, 3⁄16 shims (1⁄16 & 3⁄16 shims used) 64031 1 Summit $28.97 BOOT, straight/multiangle, gray silicone female terminal for 8.5mm spark plug wire, 2/pkg. (1 used at coil) 3301 1 Summit $6.07 CAP, distributor, GM/MSD point-style, V8, racing, male HEI terminals, clamp-down, black 84333 1 Summit $38.71 GREASE, Spark Guard dielectric compound, ½oz container 8804 1 Summit $18.31 ROTOR, distributor, GM points or MSD billet 8467 1 Summit $10.15 MSD SEPARATOR, spark plug wire, 2-wire clip-in, 8.5 mm w/ sleeving, black, 16/pkg. 8842 1 Summit $16.27 SLEEVE, spark plug wire, Pro-Heat Guard, 500° F, 0.375 ID×25ft roll, cut-to-fit 3411 1 Summit $95.83 WIRE SET, spark plug, 8.5mm Super Conductor, universal, 90° plug and HEI distributor boots, 8-cyl. black 31223 1 Summit $92.77 ELBOW, flared tube and pipe thread, 90°, AN-8-to-3⁄8 NPT, aluminum, black-anodized B83890-3 2 3SX $18.62 PHENIX FITTING, hose, straight compression AN swivel, AN-8, aluminum, black-anodized J800-3 1 3SX $8.88 PRESTONE COOLANT, engine, ethylene glycol base w/ corrosion inhibitors, extended life, 1-gal container4 AF2000 2 Amazon $21.74 1 Summit $69.97 SUMMIT BRACKET, w/ return springs, throttle cable, adjustable, Holley 4150/4160, billet aluminum, clear anodized SUM-210239 RACING SPACER, carb-to-intake, 4150/4160 Holley flange, open, 1" thk, phenolic wood, inc. gaskets and hardware5 SUM-G1405 1 Summit $29.97 WIX FILTER, engine oil, racing, 5.170 H×3.600 W, 13⁄16-16 mounting threads, 61-micron filtering capability 51060R 1 Summit $11.36 NOTES: ¹ARP kindly supplied virtually all externally visible fasteners for this rescue. In these Phase 3 TOTAL PHASE 3 PARTS USED (THIS ISSUE, ABOVE) $1,285.51 listings, we price only those ARP products needed to replace existing prerescue fasteners that could not TOTAL PHASE 1 PARTS USED (10/16 ISSUE) $606.60

be reused. ²Change from The Carb Shop's as-supplied calibration during dyno test. ³7 quarts needed for complete fill. 41½ gallons needed for 50/50 water/coolant mix. 5Kit-supplied studs could not be used because they were too short on the driver side to mount the new throttle-cable bracket. Use ARP stud kit PN 400-2420 instead (listed above under ARP). 6Total reflects cost of the "piece-it-together" option; you can save $425.18 by using a complete Brodix top-end kit (details, see 11/16 issue).

96 HOTROD.COM/2016/DECEMBER/

TOTAL PHASE 2 PARTS USED (11/16 ISSUE)6 $3,643.56 GRAND TOTAL FOR ENTIRE RESCUE $5,535.67

[Spark-plug wire routing is tight with the early Nova’s high shock towers, Price’s 1¾-inch primarytube headers, and the Brodix heads’ angled spark plugs. Rollings’ crew tailored a universal MSD 8.5mm Super Conductor wire set, Pro-Heat Guard, and wire separators plus custom-made standoff brackets to cleanly route the plug wires under-header along the oil-pan rails.

[Here’s the complete front-drive setup with everything spaced out and moved forward. Rollings says the belt and pulley alignment is better than it was with Price’s original configuration.


tom bailey sick seconds 2.0 OVERDRIVE Larry Larson’s world record s10 OVERDRIVE jeff lutz promod camaro jeff lutz Evil Twin Overdrive Bryant Goldstone 73 Javelin OVERDRIVE Jeff Lutz 57 The Beast Overdrive

tom bailey sick seconds OVERDRIVE

Denny Terzich black 7 sec 67 camaro OVERDRIVE

Dave Schroeder Corvette Overdrive

Tom McGilton/Larson ZL1 Camaro OVERDRIVE

Over 30 years of the baddest street/strip performers and many like Larson, Bailey, Lutz, and Goldstone have multiple cars with Gear Vendors. Gear Vendors Inc. 1717 N Magnolia Ave, El Cajon, CA 92020 call 800-999-9555 www.gearvendors.com

Can you place the 2nd row of photos dating back to 1983? Chisenhall, Keith Black, HotRod (Quinell), Granatelli, Al Sheib, SVS, Poteet put the correct name to the lower row of cars - names are out of order here.


HOT ROD TO THE RESCUE

1965 NOVA CHASSIS-DYNO RESULTS 400 375

POWER (HP) AND TORQUE (LB-FT)

350 325 300 275 250 225 200

BASELINE POWER (HP)

175

BASELINE TORQUE (LB-FT)

150

AFTER RESCUE POWER (HP) AFTER RESCUE TORQUE (LB-FT)

125

0

6, 30 0

90 5,

50

0

0 5,

10 5,

70 0 4,

4, 30 0

0

90 0 3,

3, 50

0

3, 10 0

70 2,

2,

30

0

100

ENGINE SPEED (RPM)

[The before/after power curve is almost like you’re looking at two different motors. Would you believe a whopping 51-percent horsepower gain at the rear wheels—from 260 to 393 whp!

there were slight losses below 3,000 rpm—about 10 hp and 20 lb-ft—but that’s no big deal on the 1965 Nova with its Tremec five-speed manual trans and 3.73:1-geared 8.8-inch Ford rearend. Driving the car, Price couldn’t believe the change, remarking, “I couldn’t be happier.” At 180–185 psi, the postrescue cranking compression was now about 15-psi lower than the car’s as-received condition, despite the improvement in static compression ratio from 8.9:1 to 9.5:1, due the Brodix heads’ smaller chambers and a thinner GM head gasket. Cylinder pressures are now right on the sweet spot for aluminumheaded, small-block-Chevy, pump-gas engines.

Contacts

LESSONS LEARNED

FEL-PRO, FEDERAL-MOGUL CORP.; Southfield, MI; 800.325.8886; FMe-cat.com

It’s not rocket science: Stick with known, coordinated parts combos from reputable aftermarket manufacturers. While we all like to save bucks, sometimes trying to save bucks initially ends up costing more in the long run. Expect fit and chassis integration issues with any major upgrade. That’s just hot roddin’!

3SX PERFORMANCE AUTOMOTIVE; Concord, NC; 704.786.6400; 3SX.com ALLSTAR PERFORMANCE; Watervliet, MI; 269.463.8000; AllstarPerformance.com AMAZON.COM INC.; Seattle, WA; 866.216.1072; Amazon.com AUTOMOTIVE RACING PRODUCTS (ARP); Ventura, CA; 800.826.3045 or 805.339.2200; ARP-Bolts.com BRODIX INC.; Mena, AR; 479.394.1075; Brodix.com CFR PERFORMANCE; Ontario, CA; 800.838.8024 or 909.947.7888; CFRperformance.com CLOYES GEAR & PRODUCTS INC.; Ft. Smith, AR; 479.656.1662 ext. 228 (tech); Cloyes.com COMP CAMS; Memphis, TN; 800.999.0853 or 901.795.2400; CompCams.com DORMAN PRODUCTS INC.; Colmar, PA; 800.523.2492 (customer service) or 866.933.2911 (tech support); DormanProducts.com

HOLLEY PERFORMANCE PRODUCTS; Bowling Green, KY; 800.HOLLEY1 (nearest dealer), 270.781.9741 (tech), or 270.782.2900 (general); Holley.com HOWARDS CAMS & RACING COMPONENTS; Oshkosh, WI; 920.233.5228; HowardsCams.com LUCAS OIL PRODUCTS INC.; Corona, CA; 800.342.2512 or 951.270.0154; LucasOil.com MOROSO PERFORMANCE PRODUCTS; Guilford, CT; 203.453.6571 (sales) or 203.458.0542 (tech); Moroso.com MSD PERFORMANCE; El Paso, TX; 888.258.3835 (toll-free), 915.857.5200 (general); or 915.855.7123 (tech); MSDperformance.com

[From sheep to wolf: Complete and ready to rumble, the Brodix-equipped 350 fits the Nova engine compartment like a glove.

PHENIX INDUSTRIES; Eagle, ID; 951.848.0761; PhenixIndustries.com PRESTONE PRODUCTS CORP.; Danbury, CT; 888.269.0750; Prestone.com ROCKAUTO LLC; Madison, WI; 866.ROCKAUTO or 608.661.1376; RockAuto.com ROLLINGS AUTOMOTIVE INC.; Mira Loma, CA; 951.361.3001; Plus.Google.com/ +RollingsAutomotiveIncMiraLoma SUMMIT RACING EQUIPMENT; Akron, OH; 800.230.3030 (orders) or 330.630.0240 (tech); SummitRacing.com THE CARB SHOP; Ontario, CA; 909.947.3575; CustomCarbs.com WESTECH PERFORMANCE GROUP; Mira Loma, CA; 951.685.4767; WestechPerformance.com

[For valve-cover clearance, MSD’s Blaster coil was relocated from its original firewall mounting position (arrows) to the inner fender wall. For cleaner coil wire routing, Rollings replaced the universal wire set’s 90-degree coil terminal boot with a separately available straight MSD boot. MSD also supplied a new distributor cap and coil.

98 HOTROD.COM/2016/DECEMBER/

[PCV valve and oil breather/filler provisions were added by machining grommet holes in the bare, tall Brodix valve covers. The sanitary PCV connector consisting of a plastic tube with rubber hose ends is a Dorman OE replacement part used on many GM trucks and vans circa 1985–1995. Price’s old PCV valve was reused.

WIX FILTERS; Gastonia, NC; 704.864.6748 (general) or 800.949.6698 (filter interchange/application hotline); WixFilters.com


YOUR RIGHT TO RACE IS STILL IN DANGER

THE THREAT ISN’T OVER YET. Support the RPM Act and protect racing’s future.

www.SEMA.org/RPMAct

Engineered For Max Performance! The Multi Link IRS was popularized by marques like Ferarri, Porsche and BMW —and Morrison takes it a step further with brute strength and the ability to handle serious horsepower. It has many important features that “old style” Jag, Cobra, C2/C3 and aftermarket designs lack. What’s more, the AME Multi-Link IRS is also ideally suited for the street. Benefits include the ability to maintain stable corner load situa establish functionally independen camber and toe curves, and enjo a quieter ride with reduced noise, vibration and harshness.

Multi-Link IRS is available in clips, like this Gen 1 Camar

Now available on AME Tri-5 GT Sport chassis and other applications

Latest catalog available online ArtMorrison.com

Call or visit our website for more information

artmorrison.com

866-558-1693


PIT STOP

Davis W. Pruitt From Belton, Texas, Asks…

How Do the Chrysler Gen III Hemi’s Physical Dimensions Compare to Other Mopar Engines? Marlan Davis

A:

What Chrysler calls the “Generation III Hemi” family was first introduced in 2002 and includes 5.7L, 6.1L, and 6.4L variants. Depending on exact configuration and model, an assembled, OE Generation III Hemi can be as much as 5½ inches wider, 5 inches taller (top to bottom), and 25⁄8 inches longer (including front drives) compared to a traditional LA-series small-block engine. The enginemount lugs are completely different. However, the Gen III’s rear block-face bolt pattern is identical to a Chrysler LA small-block minus the LA’s top bolt. It is also close to the old 392 Generation I Hemi from the 1950s, but different than the B/ RB big-block, the 426 Gen II Hemi, or the Slant Six. Old-school LA-engine automatic transmissions and manual-trans bellhousings bolt up (just leave out the top bolt), but there’s a slight misalignment because the LA crank’s “stick-out” relative to the rear block bellhousing face is about 0.090-inch longer compared to the Gen III Hemi. The new Hemi has an eight-bolt crank flange, compared to six on production LA motors and cranks. The Hemi ring gear is now on the flexplate, not the torque converter as previously. Gen III flywheels and flexplates are neutral-balanced. In the beginning, to interface with older (noncomputer) TorqueFlite transmissions, early lateHemi swappers modded stock 426 Gen II Hemi eight-bolt flexplates by elongating one flexplate mounting hole. Today, dedicated Gen III Hemi auto trans flexplates and spacers that properly accommodate old-school TorqueFlites are available from several sources, including ATI. Mopar Performance sells a conversion flexplate under P5153753. Wilcap offers a kit for bolting up a traditional Chevy V8 automatic transmission; American Powertrain and QuickTime offer kits for a GM 4L60E transmission. QuickTime sells bellhousings for bolting up a variety of GM-based manual transmissions, a Mustang T5, and Challenger and Viper-style T56/6060 transmissions. Standard LA small-block

Marlan Davis

Q:

I am looking to replace a 1989 LA 318 with a Gen III Hemi. I am wondering what the physical dimensions of the Gen III Hemi are compared to the LA 318.

[Designed for plug-and-play retrofit installations, this Mopar Performance crate Hemi engine fits a 1970 Duster engine compartment like a glove. MP’s crate motors come complete with induction, computer, wiring harness, instructions, and accessory mounting brackets.

manual-trans bellhousings (such as one for Chrysler A833 classic four-speeds) can be used with a special, 130-tooth, 10.5-inch-clutch-compatible flywheel that properly locates the starter ring gear to mate with an original driver-side, bellhousingmounted starter (American Powertrain PN FWCH-10006, steel flywheel; PN FWCH-20006, aluminum flywheel). You could also use QuickTime LA-motor bellhousing PN 6071 with a driver-side, block-mounted ministarter and American Powertrain flywheel PN FWCH-20007. Production Gen III Hemis can and do mount the starter on either side: trucks come stock with a left-hand starter; cars come with a right-hand starter. The left-hand (driver-side) starter mounting pattern is the same as classic Mopar V8s. However, QuickTime sources report that, due to limited

left-hand-side clearance, an aftermarket flywheel and ministarter or a Dodge Ram truck Gen III Hemi OE starter will be needed for a left-hand, blockmounted install. The Gen III’s pilot-bearing hole and depth remains unchanged from the earlier LA engines. The original tranny’s input shaft pilot depth should be OK even with the difference in crank offset, but be sure and measure! QuickTime/ Holley also has a custom fab shop that can modify existing bellhousings or make CNC-machined, brand-new units on a special-order basis for manual-trans bellhousings not listed in its standard catalog. Gen IIIs used in trucks have rear-sump oil pans; those from cars have front-sump pans—neither is a good fit in a muscle-car chassis. Most

ASK MARLAN A TECH QUESTION: PITSTOP@HotRod.com 100 HOTROD.COM/2016/DECEMBER/


PIT STOP

and TTI for dedicated mount kits for the older chassis. TTI also makes complementary headers. As TTI owner Sam Davis puts it, “Naturally, we wanted to have headers for the new Hemi, but to make sure they work, we decided to offer the mounts, too, so everything lines up.” Street & Performance offers more universal-style mounting systems, including adapter plates that bolt to the Hemi block and pick up either old Chrysler LA insulators or traditional Chevy V8 mounts—a

retrofits into earlier Chrysler car chassis should use an aftermarket midsump pan (Milodon is one source), plus a remote oil filter and block-off plate (try Schumacher). Combined with aftermarket mounting kits now available for most classic Chrysler chassis, these parts allow retaining an original V8 small- or big-block K-member (not a Slant Six or original Gen II 426 Hemi K-member) with your Gen III Hemi retrofit. So what about swap kits? Look to Schumacher

TYPICAL CHRYSLER ENGINE DIMENSIONS

A DIST REAR

AIR FILTER

E

MT. LUGS

I

good option for custom street rods; it also offers a variety of custom front-drive setups. For complete turnkey retrofit mounting and installation kits that include everything in “one box” custom-tailored to the individual customer’s needs, contact Bouchillon Performance. Bouchillon also has you covered when it comes to successfully using and reflashing OE Chrysler drivetrain computers for retrofit applications, a key element that until recently was difficult if not impossible.

J

DIST FRONT

CARB OR T-BDY

T

X

R

Q

H

P

G F

STARTER

X REAR SUMP

FRONT SUMP OIL FILTER

S B

C

L M

D

N

O

K Illustration: Marlan Davis and Jonathan Gray

This table is compiled using data from a variety of sources, including Arrow Racing, Mopar Performance, Street & Performance, Wilcap, and online information. It is believed to be representative for the different engine families listed. Unless stated otherwise, assume these dimensions are for typical stock engines as originally equipped; in the real world, they can and do vary by model, production year, options, and any aftermarket equipment installed. All dimensions are in inches. ILL. DIMENSIONAL MEASUREMENT HEMI GEN III HEMI GEN II HEMI GEN I SLANT SIX LA SMALL-BLOCK B BIG-BLOCK RB BIG-BLOCK KEY OR PART LOCATION (5.7L-6.1L-6.4L) (426 HEMI) (392) (170-198-225) (273-318-340-360) (361-383-400) (413-426W-440) Distributor location None¹ Rear Rear Middle of right side Rear Front Front Oil pan sump location Front: Most cars; rear: most trucks Center Center Most cars: center² Most cars: center² Most cars: center² Most cars: center² Starter location Can mount on either side Left Left Left Left Left Left Oil filter location Right front Left front Right rear Right rear, reversed Right rear Left front Left front A Rear bellhousing face to front of block 24.5 23.625 27.7 22.0 23.4 23.4 B Rear bellhousing face to water-pump pulley centerline 32.0 31.00 28.0 27.0 27.2 27.2 C Rear bellhousing face to water pump hub 29.625³ D Rear bellhousing face to front of fan 32.3 31.8 32.8 32.8 E Oil pan rail to top of valve cover 18.75 20.375 19.7 14.5 17.0 17.7 Bottom of oil pan sump to intake manifold high point 24.00 24.00 23.5 F G Bottom of oil pan sump to top of valve cover 23.8 22.0 22.2 23.1 H Bottom of oil pan sump to top of carburetor 32.00 31.00 26.5 26.5 25.5 26.3 I Bottom of oil pan sump to top of production air cleaner Car: 30.75; truck: 34.00 29.6 29.0 29.7 30.0 J Width, outside valve cover to outside valve cover Car: 24.00; truck: 26.0 30.5 29.00 17.3 20.5 22.5 23.8 K Maximum width using production exhaust manifolds 26.625 17.3 26.25 23.8 27.14 L Oil pan sump width 8.75 8.25 8.25 8.25 M Crank centerline to outboard edge of oil filter 9.0 N Crank centerline to bottom of oil pan sump 10.25 10.5 NOTES: ¹No stock distributor; uses coil-ignition system in production. Mopar Performance offers front-mount distributor O Crank centerline to oil pan rails 2.5 3 conversion kits (see text). ²Rear-sump truck and front-sump OE pans were used on some model years and applications. Crank centerline to top of valve cover P 19.5 @ 44° 16.05 ³6.4L VVT engines, add approximately 0.600 inch to front-end accessories and drive dimensions. 4With 1968 high-perf 340 Q Crank centerline to intake carb mounting flange 22.256 exhaust manifolds, reputedly the highest-performing OE units. Other combinations may be as narrow as 25 inches. 5To top R Crank centerline to top of throttle-body 22.75 (truck) of valve cover-mounted ignition coils. 6Indy heads with Indy intake manifold. S Rear bellhousing face to engine mount centerline 13.65 (LH); 12.45 (RH) T Engine mount bolt-pattern (4), 4.45 W x 3.25 H

102 HOTROD.COM/2016/DECEMBER/


MEMBER ONLY CONTENT VIP EXPERIENCES EXCLUSIVE DISCOUNTS AND MUCH MORE! BECOME A MEMBER TODAY! CLUB.HOTROD.COM


Wilcap

Wilcap

PIT STOP

[The four-bolt Gen III Hemi engine-mount bolt pattern is different from older Chrysler engines. On the passenger side, the new Hemi’s engine mount is located much farther rearward. The rear sump pan indicates this motor is from a truck; new cars have front-sump pans. The right-front oil filter location (arrow) may hit old K-members, requiring a remote-mount unit.

[These TTI mounts (PN 57SMB73) install a Gen III Hemi into a 1973–1974 A-body, working with original-type insulators to bolt into existing V8 (except Gen II 426 Hemi) K-members. TTI offers Gen III swap mounts for most classic-era Chryslers plus headers specifically designed for use with its mounts.

[Seen at Bouchillon Performance, this 6.1L Gen III with a 545RFE trans is going into Pete Morgan’s E-body Challenger using TTI headers and a AlterKation Front suspension system. It has “car-type” front drives with the low-mount alternator and A/C. Truck drives mount the alternator up high—more K-member clearance, but less hood clearance.

Bouchillon

TTI

[The rear- block-face pattern and dowel-pin locations on the Gen III Hemi (left) are nearly identical to the LA small-block (right), except the Hemi has no bolt-hole at 12 o’clock (arrows). Gen III Hemis use an eight-bolt flywheel/flexplate with a ring gear. LA small-block flexplates use a sixbolt mounting pattern and flexplates with no ring gear. Crank pilot hole dimensions are identical.

Contacts AMERICAN POWERTRAIN; Cookeville, TN; 931.646.4836; AmericanPowertrain.com ARROW RACING ENGINES; Auburn Hills, MI; 248.852.5151; ArrowRacingEngines.com ATI PERFORMANCE PRODUCTS INC.; Gwynn Oak, MD; 877.298.5039 (orders) or 410.298.4343 (tech); ATIracing.com BOUCHILLON PERFORMANCE ENGINEERING; Hanahan, SC; 843.744.6559; BouchillonPerformance.com

MOPAR PERFORMANCE (FCA US LLC); Auburn Hills, MI; 888.528.HEMI; Mopar.com/catalog

[Above: Neither front- or rear-sump Gen III pans clear classic Mopar chassis—for that, you’ll need a midsump pan, like this 7-quart Milodon design (PN 31000, pan; PN 18331, pickup) that’s properly shaped to clear the stock steering linkage and K-member.

QUICKTIME, A HOLLEY PERFORMANCE BRAND; Bowling Green, KY; 866.464.6553; Holley.com/brands/quicktime SCHUMACHER CREATIVE SERVICES; Seattle, WA; 206.364.7151; Engine-Swaps.com STREET & PERFORMANCE; Mena, AR; 479.394.5711; HotRodLane.cc

[Left: Want to run an old-school distributor in your Gen III Hemi? Use a conversion distributor and front cover kit made by Arrow Racing for Mopar Performance. PN 5155929 fits 5.7L/6.1L motors; PN 5155930 is for the 6.4L.

TUBE TECHNOLOGIES INC. (TTI); Corona, CA; 951.371.4878; TTIexhaust.com WILCAP CO.; Pismo Beach, CA; 805.481.7639; Wilcap.com

Arrow Racing

104 HOTROD.COM/2016/DECEMBER/

Marlan Davis

MILODON INC.; Simi Valley, CA; 805.577.5950; Milodon.com


Chevy D.U.I. Distributors The Chevy D.U.I. Distributor V@RØ SGDØ ÚØQRS Ø @MCØ RSHKKØ HRØ SGDØ ADRSØ ODQENQL@MBDØ ' $ ( Ø #HRSQHATSNQ ØØ (MEDQHNQØ BNOXØ B@SRØ G@UDØ BNLDØ @MCØ FNMD Ø ATSØ SGDØ # 4 ( Ø QDL@HMRØ SGDØ LNRSØ ONOTK@QØ BGNHBDØ ENQØ GNSØ QNCCDQRØ @QNTMCØ SGDØ FKNAD ØØ Ø RTODQØ RLNNSGØ @CU@MBDØ BTQUDØ HRØ L@BGHMDØ B@KHAQ@SDC Ø OQNUHCHMFØ XNTØ VHSGØ HMRS@MSØ SGQNSSKDØ QDRONMRD Ø VGHKDØ DKHLHM@SHMFØ DMFHMDØ C@L@FHMFØ CDSNM@SHNM Ø Ø 3GDØ  Ø 5NKSØ# 4 ( Ø"NHKØSD@LRØTOØVHSGØNTQØGHFGØCVDKKØ #XM@ ,NCTKD Ø@KKNVHMFØXNTØSNØQTMØ@ØL@RRHUDØ nØOKTFØF@O ØØ Ø ØØØBXK Ø@OOKHB@SHNMRØ@QDØ @U@HK@AKD Ø

ZZ Crate Engine D.U.I.’s .TQØ 2SQDDS2SQHOØ "GDUQNKDSØ #4(Ø #HRSQHATSNQØ HRØ MNVØ @U@HK@AKDØ ENQØ SGDØ ONOTK@QØ 99Ø RDQHDRØ BQ@SDØ DMFHMDR×Ø 3GHRØ MDVØ #4(Ø #@UHRØ 4MHÚØDCØ (FMHSHNMØ HRØ CDRHFMDCØ ENQØ SGDØ 99  Ø 99 Ø @MCØ 99

 Ø Ø RODBH@KØ SHLHMFØ BTQUDØ @MCØ @Ø LDKNMHYDCØFD@QØRDSRØSGHRØCHRSQHATSNQØ @O@QSØ EQNLØ NTQØ RS@MC@QCØ #4( Ø 3GDØ @CU@MBDØ VDHFGSRØ @MCØ ROQHMFRØ @QDØ STMDCØ RODBHÚØB@KKXØ ENQØ SGDRDØ BQ@SDØ DMFHMDR Ø 3GDØ NOSHLHYDCØ BTQUDØ OQNUHCDRØ HMRS@MSØ SGQNSSKDØ QDRONMRDØ @MCØ L@WHLTLØ ODQENQL@MBDØ @KKØ SGQNTFGØ SGDØ 1/,Ø Q@MFDØ VHSGNTSØ @MXØ OQD

CDSNM@SHNM Ø 3GDØ LDKNMHYDCØ FD@QØ HRØ HMRS@KKDCØ ENQØOQNODQØLDRGHMFØVHSGØSGDØQNKKDQØB@L

RST & RXT Street Twins Up to 1000 HP of street friendly holding power at a much better value than the competition.

Street Pro & Super Street Pro Better quality and lower prices than other single disc clutch kits on the market.

Ford D.U.I. Distributors 'NSØ 1NCCHMFØ CDL@MCRØ E@TKSKDRRØ QDKH@AHKHSXØ @MCØ mQHFGSØ MNVnØ ODQENQL@MBD Ø Ø 6GHBGØ HRØ VGXØ SGDØ # 4 ( Ø %NQCØ CHRSQHATSNQØ HRØ SGDØ ODQEDBSØ BGNHBDØ ENQØ XNTQØ GNSØ QNCØ DMFHMD Ø Ø 3GDØ %NQCØ # 4 ( Ø DKHLHM@SDRØSGDØL@YDØNEØVHQHMFØENTMCØ NMØ RSNBJØ %NQCØ DKDBSQNMHBØ HFMHSHNMØ RXRSDLR Ø Ø !THKSØ ENQØ CTQ@AHKHSX Ø @RØ VDKKØ @RØODQENQL@MBD ØSGDØ%NQCØ# 4 ( ØG@RØ@MØTOODQØ @MCØ KNVDQØ ATRGHMF Ø TMKHJDØ SGDØ RSNBJØ %NQCØ CHRSQHATSNQRØVHSGØNMKXØNMDØATRGHMF ØØ%NQØSGNRDØ NEØXNTØVGNØCNMlSØKHJDØSGDØ' $ ( ØRSXKDØCHRSQHATSNQ Ø VDØ@KRNØNEEDQØ@ØETKKØKHMDØNEØRSNBJØ@OOD@QHMFØ%NQCØ #TQ@RO@QJØ#HRSQHATSNQR

,NO@QØ NVMDQRØ B@MØ @KRNØ ADMDÚØSØ EQNLØ # 4 ( Ø SDBGMNKNFX Ø VHSGØ NTQØ NMD

OHDBDØ HFMHSHNMØ RXRSDLRØ ENQØ #NCFDØ @MCØ "GQXRKDQØ RL@KKØ @MCØ AHFØ AKNBJØ ONVDQOK@MSR ØØ KRNØ @U@HK@AKDØ ENQØ SGDØ Ø '$,(×Ø Ø .TQØ #NCFDØ # 4 ( Ø CHRSQHATSNQRØ ED@STQDØ SGDØ R@LDØ A@SSKDØ SDRSDCØ Ø BNLONMDMSRØ @RØ NTQØ NSGDQØ OQNUDMØ BNTMSDQO@QSR Ø Ø 6HSGØ HSRØ NMD VHQDØ GNNJ TO Ø CT@KØ ATRGHMFØ CDRHFM Ø QDRHRS@MBDØ SNØ GD@S Ø CHQS Ø @MCØ UHAQ@SHNM Ø SGHRØ TMHSØHRØANSGØRHLOKDØ@MCØATKKDSØOQNNE @MCØHSRØ ODQENQL@MBDØHRØTML@SBGDC

Hydraulics Components New Direct Fit Conversion Kits along with the most innovative Hydraulic Bearings on the market.

P

®

714.630.2764 www.mcleodracing.com


PARTS & STUFF

Customize Your Rubber Tire Stickers // 424.272.0321 // TireStickers.com

Add some custom flair to your rubber with Tire Stickers’ decals. They are offered in short-term, stick-on versions for car shows and races and in a long-term, raised-rubber variant that will last the life cycle of the host tires. Available decals include licensed brands, custom logos and badges, and whitewall replicas. All standard colors are available, and Tire Stickers is capable of matching almost any color. Price: Depends on options

Performance Design, Classic Look

Performance Suspension Technology 800.247.2288 // P-S-T.com Enhance your GM A-body’s ride and handling with Performance Suspension Technology’s new stamped-steel lower trailing arms. They offer increased strength with a factory appearance. The arms are painted chassis black with bushings installed, reinforcement plates welded in, and provisions for sway bar endlinks already drilled. Price: $209


Pro-Lite Steering Column ididit // 517.424.0577 // ididitinc.com

The Pro-Lite steering column from ididit tips the scales at 6 pounds, with standard features that include four-way flashers, horn wiring, and self-canceling turn signals. Pro-Lite columns are designed to work with most quick-release steering wheel hubs and have 5 inches of collapsibility built in to provide outstanding safety in the event of a crash. Columns are available for 1967–1975 Camaros, 1965–1966 Mustangs, and 1962–1966 Novas. They come in a matte-black finish and steering wheel adapters are sold separately. Price: Starting at $760.50

Camaro Lowering System

Chevrolet Performance Chevrolet.com/Performance Designed by the same engineers that drafted the car, the Chevrolet Performance Camaro lowering systems improve handling characteristics while maintaining optimal ride quality and safety. These systems lower ride height by 20 mm at each corner and have higher-rate front and rear coil springs with specifically tuned shocks to provide a package that maximizes looks and vehicle performance. Model-specific kits are available at the time of purchase, as a dealer-installed option or over the counter. Price: $1,500

Power Beyond Imagination 7

Rockett Brand Racing Fuel is recognized for formulating the most technologically advanced racing fuels on the market today and is the only racing fuel backed by 60+ years of fuel formulating experience, professional technical and engineering support, and uncompromising product quality. If you are looking for maximum power, performance and constancy in a racing fuel, you will find none better than Rockett Brand to give you the technological edge to win.

For product specifications, technical support or a distributor list for the full range of Rockett Brand fuels, visit www.RockettBrand.com or call (800) 345-0076. 7

If you race or reside in Oklahoma or Texas, contact Hooten Oil Performance Group at (800) 256-4590. With three generations of fuel experience, Hooten Oil will expertly service your Rockett Brand Racing Fuel needs. 7

7

WWW.ROCKETTBRAND.COM

. (800) 345-0076


PRO SHOP

TO ADVERTISE IN THIS SECTION CALL 310-531-9881

Available in 12 Bolt, 9", 8.8, M60, M9

World’s First Mail Order Speedshop

p • Complete with Brakes, Lines & Cables • Available For Most Leaf Spring, Coil Spring & F-Body Applications PACKAGES START AT

3,215

$

.00

• Forged premium quality alloy steel • Heat treated and 100% magnafluxed • For extreme horsepower demands

Custom made without the custom price

PACKAGES START AT

920.00

$

The Fastest Made to Order Custom Rears and Axles

260-726-6689 • www.moserengineering.com


PRO SHOP

TO ADVERTISE IN THIS SECTION CALL 310-531-9881

Stone & Bug +LÅLJ[VY 9VSS<W;Y\JR)LK*V]LY

;LJO3PULY

®

Side Window +LÅLJ[VYZ FloorLinerTM

WeatherTech.com 800-441-6287 American Customers WeatherTech.com

BumpStep

®

MudFlaps Canadian Customers WeatherTech.ca

European Customers WeatherTechEurope.com Made in the USA ©2016 by MacNeil IP LLC

S C

ts Starting at $199 tom Seat Brackets Harness Belts Seat Heaters

Buy FDA-Approved Viagra, Cialis plus more Brand Medication Online! Networking with USA Pharmacies and Doctors since 1998 Order Online, by Phone (800-916-6337) or Mobile Device!

. Safe . Secure . Discreet

Visit Viamedic.com/DP for discounts

801-255-3737 | corbeau.com


PRO SHOP

TO ADVERTISE IN THIS SECTION CALL 310-531-9881

GETS YOU MORE AFFECTION from WOMEN Athena Pheromone 10Xtm increases your sexual attractiveness to women. Add the vial of 1/6 oz. to 2 - 4 oz. of your favorite cologne or aftershave; worn daily lasts 4 to 6 months. Or use straight. Contains human attractant pheromones. Works for most, but not all. Created by the scientist who codiscovered human sex attractant pheromones in 1986. FREE US SHIPPING.

DR.WINNIFRED B. CUTLER â&#x20AC;˘ Creator of 10:13tm and 10Xtm â&#x20AC;˘ PhD, biology, U Penn, Postdoc Stanford â&#x20AC;˘ Author 8 books, 40+ scientific articles. â&#x20AC;˘ Co-discovered human pheromones in 1986. (Time 12/1/86; Newsweek 1/12/87)

RAISE the OCTANE of your AFTERSHAVE

YEARONE

17" ALUMINUM WHEELS

UNSCENTED Athena Pheromone 10X for men: $99.50 for 6 mo. supply. 10:13 for women: $98.50.

tm

â&#x2122;Ľ Stan (NY) 27th order â&#x20AC;&#x153;You have a really good product. It does work. For instance, my ex-girlfriend had me over for dinner. (I am close with her son) She had said, when we broke up, she would never get involved with me again. Well, we sat on a couch together and it wasnâ&#x20AC;&#x2122;t 5 minutes and she (changed her mind)! I find it works everywhere. And for my brother also.â&#x20AC;?

REJECT CHEAP IMITATIONS

Not in stores. Call: 610-827-2200 or order online at

athenainstitute.com

R!

FFE ME O

tm

Athena Institute, 1211 Braefield Rd. Chester Springs, PA 19425 HOR

D TI IMITE

L

Get yours Today! Restoration & Performance Parts for GM, Ford & Chrysler Muscle Cars Wheel Kits

(Online Only - Lower 48 states)

YEARONE.com 1-800-932-7663

Š 2016 YEARONE

STARTER SHIELD

.((3 <285 STARTER COOL!

3URWHFWVWDUWHUIURP GDPDJLQJKHDWVRDN :LWKVWDQGVRYHUĂ?F! 8QLYHUVDOVL]H (DV\WULPWRILW $OVRDYDLODEOHIRU PLQLVWDUWHUV AVAILABLE AT:

  'HVLJQ(QJLQHHULQJFRP

SummitRacing.com

Jegs.com

HR016


PRO SHOP

TO ADVERTISE IN THIS SECTION CALL 310-531-9881

Secretaudio SRMS RF Remote controls all functions; AM/FM, USB, iPod, CD, A speaker system that keeps the integrity 200 watts of your vehicle with a new car sound! Visit website for details.

OVAL TUBING EXHAUST SYSTEMS Visit Our Website

LOW-PROFILE MUFFLERS / X-PIPE KITS TRANSITIONS / ELBOWS / BENDS

custom-autosound.com

1-800-88-TUNES

888.550.7746 SPINTECHMUFFLERS.COM

LS

THE SOUND OF SPEED

Everything to install an LS based engine in your car or truck.

Conversions

Use Code

MR16P Online and save

10%

lt-in Easy Bo p Kits! a w S LS M U S C L E

Designed and Built in the USA

R O D S

MuscleRods.com 770-751-0687

PERMANENT LIFETIME ENLARGEMENT? Dr. Bross advises erection size can be 3 inches bigger, stay harder and can have enlargement for a lifetime when you continue to take PRO+PLUS PILLS. PRO+PLUS Ultimates-ENOFANYAGECANACHIEVETHEhighest success rate in 2-3 months. Does not contain Yohimbe and L-Arginine. PRO+PLUS Advanceds-AXIMUMRESULTSINTOMONTHSFORMEN  PRO+PLUS XtremeFORIMMEDIATEERECTIONS%FFECTIVEUPTOHOURS MyTmaxTESTOSTERONEBOOSTER0OWERFULHERBALFORMULACANINCREASESEXUALENERGY Add PRO+PLUS ACCELERATOR LIQUID to any Pro+Plus Formula. See and feel th ediately.

Credit Card Orders Call Toll Free An time s 24/7

1-800-378-4689     s  AM  PM 034 - & 3E (ABLA %SPAĂ&#x2014;OL

-ORE &REE 3PECIALS www.ProPlusMedical.com

Mail Payment to: Avid Pro Medical Dept. 612H5A www.AvidProMedical.com

Box 571030, Tarzana, CA 91357 02/ 0,53 842%-%  #APSULES . . . . . . EACH $

02/ 0,53 ,1 !##%,%2!4/2 ,)15)$ .

. . . . . .EACH



3%8#)4%2 ,)15)$ TO%XCITE7OMEN . . . . . . EACH $ !442!#4 ! -!4% 0HEROMONETO!TTRACT7OMEN EACH $

Money Back Guarantee.

Iâ&#x20AC;&#x2122;m Brenda, -YBOYFRIENDUSESTHE Pro+Plus Ultimate. Hear how he satisďŹ es me. (888) 242-0469

MYTMAX Advanced Ultimate Can gain up to Can gain up to Testosterone INLENGTH INLENGTH Booster width. width.

$AYSPLUS$AYSFREE M M M $AYSPLUS$AYSFREE M M M $AYSPLUS$AYSFREE M  M  M  3HIPPING 2USH3ERVICEAND)NSURANCE6!,5%/.,9 &ORBESTRESULTS$R"ROSSRECOMMENDSYEAR Total Enclosed

SUPPLYTOREACHYOUR-AXIMUM0OTENTIAL

Individual results may vary. These statements have not been evaluated by the FDA. This product is not intended to diagnose, treat, cure or prevent any disease.

  $  $ 64


MUSCLE

BROUGHT TO YOU BY THE EDITORS OF MUSTANGS & FAST FORDS AND MOPAR

MUSCLE!

INTRODUCING AN ENTIRELY

NEW EVENT! AUG.

19-20

CORDOVA

INT’L RACEWAY

CORDOVA, IL

OCT.

OCT.

08

MEMPHIS

INT’L RACEWAY

MILLINGTON, TN

15

PALM BEACH

INT’L RACEWAY

JUPITER, FL

OCT.

21-23

MARYLAND

INT’L RACEWAY

MECHANICSVILLE, MD

FORD FEVER CLASSIC

FORD VEHICLES ONLY

PREREGISTER TO RACE AND SAVE!

FOR MORE DETAILS VISIT

OCT.

29

MARYLAND

INT’L RACEWAY

MECHANICSVILLE, MD

MOPAR EASTERN CLASSIC

MOPAR VEHICLES ONLY

FORDVSMOPAR.COM


FINISH LINE

The Hoarding Problem

[Ooo, 1968 Charger. Do I do or do I don’t?

If X is the amount of cars you own, then X + 1 = how many cars you need. I think there are many car people who live by the formula, and they are almost categorically the ones like me—i.e., the ones who don’t finish anything. I harken back to the wise words of former Editor-in-Chief David Kennedy, who taught me, “It’s always the next car that will solve all your problems.” It’s the gearhead version of “the grass is always greener on the other side of the fence.” For some reason, I always have more passion about the car I want to own next than I do for the ones I’m already working on. I live in the fantasy that the next car I buy will be the one I’ll really dedicate myself to and turn into the ultimate _______. Problem is, I fill in the blank with a new activity as frequently as I do the new body style. I want a daily driver, a drag car, an autocrosser, and so on. In truth, the only ones that have maintained my long-term attention are rockcrawlers and land-speed racers. My buy-andsell program revolves mostly around finding great deals I can’t pass up, even when they are for cars I never before knew I absolutely had to have. Lately, the volume of vehicles I own but can never sell has bogged down my acquisition rate. Like my Super Bee: my first car, can’t sell that. Crusher Camaro: 25-year HOT ROD project car, can’t sell that. F-Bomb: too much money in

it, too legendary, can’t sell it. Same with my rockcrawling Scrambler, which I could never afford to replace. I have 16 others to which I have varying levels of attachment. Magazine-guy problems, I know. All of a sudden, I understand car hoarders. I’m dangerously close to being one of those guys with fields full of cars they will never work on, and here’s why: it turns out that the fantasy of what we may someday do with those cars is as powerful as actually executing those plans. You can fantasize about 20 cars all at the same time. Most people can’t really build 20 at the same time, and if they did, they may discover that the reality is not as delicious as the dream. I write columns about this particular mental disorder all the time. It plagues me, honestly. I want to build stuff. I want to sell stuff. I want to acquire stuff. Occasionally, I want to finish stuff, and even more rarely, I actually do. I’m pretty happy with one of my trail Jeeps and with my 1970 Plymouth called the Crop Duster. The F-Bomb is nearly good—it just needs to be on track the right day to run 8.99 instead of its current best of 9.06, and I’ll feel like that chapter is finally closed. I love my Jeep JK daily driver. Other than that, it all needs work. My biggest focus is getting back to land-speed racing. And it’ll all be fine if I can just get that 1971 Roadrunner or 1968 Charger I need. hHOTROD.COM/David-Freiburger

BEHIND THE SCENES

Best Instagram Pic This Month

I’m writing this just a few days before flying to HOT ROD Drag Week™! Can’t wait. I’ve been busy at worldrecord levels. Right now, I’m booked every single day for five weeks. I nearly shot down this month’s cover. Evan reminded me that I told him now is the time to take risks. So we did. . Car I Most Wanted to Build on the Day I Wrote This Must have 1971 Roadrunner. Still.

[I love the feel of this shot of Steve Dulcich welding a huge nut to a ball joint so we’d be able to remove it from the control arm.

Coming Next Month:

Racing Returns to the Bonneville Salt Flats COMING

11.04.16 HOT ROD (ISSN 0018-6031), December 2016; Vol. 69, No. 12. Copyright 2016 by TEN: The Enthusiast Network Magazines, LLC. All Rights Reserved. Published monthly by TEN: The Enthusiast Network, LLC, 261 Madison Ave., 6th Floor, New York, NY 10016. Periodicals postage paid at New York, NY, and at additional mailing offices. Subscription rates for 1 year (12 issues): U.S., APO, FPO and U.S. Possessions $20.00. Canada $32.00. All other countries $44.00 (for surface mail postage). Payment in advance, U.S. funds only. *Trademark registered. POSTMASTER: Send all UAA to CFS. (See DMM 707.4.12.5); NON-POSTAL AND MILITARY FACILITIES: send address corrections to HOT ROD, P.O. Box 420235, Palm Coast, FL 32142-0235.

CONNECT WITH US: HOTROD@HOTROD.COM HOTROD.COM/2016/DECEMBER/ 113


THE BEST ORIGINAL SHOWS FOR GEARHEADS! FOR $4.99 A M ONTH,GAIN INSTANT ACCESS TO ALL-NEW EPISODES OF OUR EXCLUSIVE ORIGINAL W EB SERIES.

ANY DEVICE. ANYTIME. ANYWHERE. ONLY ON MOTOR TREND ON DEMAND.

JOIN TODAY MOTORTRENDONDEMAND.COM /212B


Powered by

! G N I D O L P WE’RE EX

See the newest ROAD KILL episodes sooner at .com, tor Mo TrendOnDemand 5. 201 ber tem Sep g startin

gearheads is ROADKILL, r fo W O SH EB W T ES TT KILL is America’s HO de for four years. Now ROAD r episo . with a million-plus views pe ere’s more to see than ever th !— m ba d— an e dg Do by powered

W CHECK OUT THE ALL-NE ROADKILL.COM

s, and chats with hosts SEE videos, photos, article Finnegan. And The Dog. e Mik David Freiburger and ere episodes are being shot. GO to ROADKILL events wh arel. GRAB fresh ROADKILL app post your own projects! JOIN ROADKILL Nation to ine. GET ROADKILL the magaz

NEW ROADKILL GEAR! FRESH DESIGNS ON SALE NOW AT

ROADKILL.COM


LEARN MORE

3 6 . 2 613 8 7, -115 . 0 2 2 6 7 5

G-MAX TM AS-03

AltiMAX TM RT 43

GRABBERâ&#x201E;¢ UHP

Ultra-High Performance

Grand Touring All-Season

Ultra-High Performance

#ANYWHEREISPOSSIBLE // LIKE US ON FACEBOOK.COM/GENERALTIRE

W W W.GENER ALTIRE.COM


7dfvdfvdvf